Auto Service Professional - May/June 2013

May/June | 2013 | Vol. 3, No. 3

DIESEL EXHAUST FLUID Treating diesel NOx

Voltage drop tests Electric fuel pumps, part two Suspension tips

Circle 101 on Reader Service Card

May/June | 2013 | Vol. 3, No. 3

The Technicals

Diesel exhaust fuid Page 13 | Fluid-injection for NOx reduction

Real-world voltage drop testing R P Page 26 | Leave no stone unturned to analyze problems and ddiscover solutions

Electric fuel pump diagnosis — Part II Page 38 | Houston, we have a problem

Suspension tips and tricks S PPage 52 | Save time, increase profts with these savvy solutions

Departments Straight Talk So you think you’re having a bad day? | Page 6

Technical Service Bulletins Acura, Nissan and more | Page 64 Quik-Link Your connection to free information | Page 68

Tech Tips From a Honda reset to food cars cautions | Page 50 Tool Review Ozone generator eliminates interior odors | Page 62

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

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Mike Mavrigian | Editor

So you think you’re having a bad day?

P

robably every shop that deals with the bucked. Once again, the shop cleared the public has a host of horror stories that codes and (to make a long story short) involve "the world's dumbest" actions decided to refash the ECM. The car ran on the part of some customers. This might fne and was returned to the customer. This range from failure to check engine oil level, process was repeated about four times over resulting in engine failure, while claimthe course of a month, with the customer ing a defective engine; to loading massive becoming increasingly irate with each visit. amounts of weight in the trunk that results During the last visit, one of the techniin their claim of ill-handling and premature cians noticed a set of four drilled holes on tire wear; to adding diesel fuel to a gasoline the inner fender that were defnitely not engine's fuel supply, accompanied with factory. It turns out that each time the the excuse that because the diesel nozzle customer returned home, he installed an handle was green, "I thought that meant it aftermarket controller that he purchased was eco-friendly." on eBay and tried to program it himself You wouldn't believe some of with his laptop, without a clue the things that parts manufacabout what he was doing (of turers, warehouses and other course, before returning to the repair shops deal with on a daily shop, he removed the controlbasis. Some of these stories ler and tried to hide the wiring are enough to make your hair harness). stand on end. For your amuseA female customer routinely ment, here are a few real-world complained about a bouncexamples (yes, these things ing brake pedal. Each time she really happened). visited the shop, the technician You just can’t make A youngster (probably around up stuff like this. A quickly diagnosed warped front store’s customer pur- brake rotors. The fx required 18 or so) brought his 2004 chased a set of pisCamaro to a shop because of a replacing the rotors and pads, tons, then returned driveability issue that initially at which point braking perforthe set for a refund.

He failed to mention involved stumbling and "check mance was returned to original. that he cut one of engine" light on. After diagThe customer, who displayed them in half, apparnosing an EVAP leak and dirty very little patience, showed ently out of curiosity. injectors, the shop performed up about once each month the repairs, test-drove the car and everywith the same complaint. Each time, the thing was peachy. Codes were cleared and shop went above and beyond by replacing the car ran fne. The customer picked up rotors on a warranty basis. By the way, the the car, only to return a week later comtechnician involved was always very careful plaining that the engine was diffcult to to tighten the wheel nuts using a quality start, and when it did run, it misfred and torque wrench, tightening in the correct

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sequence. After four visits for the same problem, it was evident that this could not be a case of that many "defective" rotors.

What nobody realized early-on was that her son regularly washed and detailed the car in order to earn his allowance. Each time, he removed the wheels in order to clean the entire wheel/tire package. When he reinstalled the wheels, he used a long breaker bar and "leaned" on it with all of his might, tightening in a circle instead of in a crisscross pattern. Once the root of the problem was found, the female customer screamed at the shop owner for not providing "car cleaning" instructions.

A wonderful example of sheer stupidity involves a do-it-yourselfer who tried to install threaded rocker arm studs with a hammer, thinking that they required a "press-ft." Hey, I couldn't make up this stuff. You guessed it — he returned the heads and studs claiming defective goods.

Torque wrenches are intended to tighten a

threaded fastener to a specifc elastic point to apply required clamping force when installing a component. They should be treated carefully and should be well cared for to maintain calibration.

A tool vendor related a story of a customer who returned a 1/2-inch-drive ratcheting torque wrench because the tool was defective and "a cheap piece of junk."

When the vendor asked why the torque wrench was bent and dented, the customer complained that he couldn't understand why such an expensive tool wouldn't work as a pry bar with the aid of a sledge hammer. Unbelievable.

So, the next time that you deal with a customer who apparently has the IQ of a box of rocks, calm down and smile, and remind yourself that you're not alone.

There are plenty of morons out there for all of us. â—?

Have your own story of customer stupidity? Send it to mike.mavrigian@bobit.com.

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

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

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Diesel exhaust fuid Fluid-injection for NOx reduction

By Mike Mavrigian (Photos by author except where indicated)

I

Photo courtesy Delphi

f your shop doesn’t routinely service diesel-equipped vehicles, you may not be fully aware of the use of DEF (Diesel Exhaust Fluid). DEF consists of a mixture of high-purity urea and deionized water.

Controlled by a “dosing” module, DEF is injected into the diesel engine’s exhaust stream. DEF consists of a mixture of 32.5% high-purity synthetic urea and 67.5% deionized water.

DEF dosing is controlled by the engine’s ECU. When heated, DEF splits into ammonia and carbon dioxide, which is then atomized

and vaporized. Once DEF enters the exhaust, the water in the DEF vaporizes, leaving ammonia molecules to travel to the catalytic converter where it neutralizes NOx molecules. This reaction converts NOx to harmless nitrogen and water, substantially cleaning up diesel emissions.

The EPA has mandated that all on-road diesel-equipped vehicles manufactured after January 2010 must reduce NOx emissions. The most common method to achieve this reduction is by injecting DEF into the exhaust path. All diesel-equipped vehicles that feature an SCR (Selective Catalytic Reduction) system utilize DEF injection.

The use of SCR systems reportedly

A “typical” SCR (Selective Catalytic Reduction) system (the Delphi system is shown here).

This illustrates the basic layout of an SCR system, where the heated DEF solution is injected (dosed) into the exhaust stream, based on engine operation.

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Art courtesy Ford

An example of Ford’s SCR system. After the exhaust stream leaves the diesel oxidation catalyst, the selective catalytic reduction stage kicks in (on demand), at which point the exhaust stream is further purifed by a diesel particulate flter.

provides an additional beneft of a 3% to 5% increase in diesel fuel economy. This is a result of enhanced combustion as exhaust temperature rises, especially in the heavyduty applications. Cummins reportedly has gained substantial mileage improvements with their SCR system.

DEF usage rate A “typical” DEF capacity on a full-size light truck should provide a driving range of somewhere in the neighborhood of 5,000 to 7,000 miles or so (depending on the make, model, size of the DEF tank, driving habits, etc.). The SCR system in Chevy and GMC light trucks uses DEF at a reported rate of about 1% to 1.25% of the vehicle’s diesel fuel usage. Citing the Chevy Silverado HD as an example, a full tank of 5.3 gallons of DEF provides a driving range of about 4,970 miles.

When the DEF on-board tank is approaching empty, the vehicle’s onboard warning system will alert the driver with enough lead-time to replenish the DEF tank. Using the Chevy Silverado as an example, the frst warning will occur at a remaining range of about 1,000 miles with additional warnings at the 300 mile and 0 range. Below a range of 300 miles, the warning (possibly along with a speed limiting warning) will appear every time the engine is re-started.

Again, using the GM vehicle as an

example, if the DEF tank is allowed to run empty, at the next engine start, vehicle speed will be reduced to a maximum of 55 mph and eventually to a miserable 3 mph to 5 mph. If the DEF tank is not reflled, no damage will result from running the DEF tank empty.

If the DEF tank is run dry, according to GM, when reflling, more than one gallon of DEF must be added to release the speed limitation. You must then wait about 30 seconds with the engine at idle for the exhaust fuid message to clear.

If the vehicle is driven before the message clears, the speed limiting may remain in effect. If the exhaust fuid empty message clears while driving, the vehicle must be brought to a complete stop in order to release the speed limitation.

Ford diesel vehicle SCR design is slightly different. An alert is illuminated when the system determines an 800-mile-to-go status (Ford claims that their system requires a refll every 7,500 miles). If the DEF tank runs dry, about a 50% loss of power will be realized during that drive cycle (not just after the next ignition-on cycle).

Instead of (or in addition to) reflling DEF tanks when an early warning is provided, it’s wise to top-off a DEF tank at the same time that the engine oil is changed (for example, every 3,000 to 4,000 miles). In

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other words, you need to keep on top of the DEF level status. Running the system dry will result in severe driver inconvenience, in terms of entering a limp mode (either loss of power or severely limited vehicle speed).

Dodge Ram diesel light trucks feature an 8.2-gallon DEF tank. According to Chrysler, the anticipated usage rate is about one gallon of DEF for every 50 gallons of diesel fuel used.

The Ram early-warning system initiates when there is about two gallons of DEF remaining in the tank. A “Low DEF Refll DEF fll points for commercial/utility vehicles can vary. This utility box truck features a DEF Soon” warning is displayed, along with an audible chime. When only one gallon of DEF fll on the left side box wall. remains, a message will be displayed that says “Refll DEF — Engine Will not Start in XXX Miles” (the number of miles displayed is calculated by the system’s controller). If the warnings are ignored and the tank runs

Industry-wide, all DEF fll points are easily identifed by a blue cap, labeled for diesel exhaust fuid. It’s a good idea to remind customers not to confuse the blue DEF caps for windshield washer solvent locations.

Ford F-Series trucks feature the DEF fll point alongside the diesel fuel fll point (green cap for diesel and blue cap for DEF).

dry, a “Refll DEF — Engine Will Not Start” message appears. This indicates that the engine will not start on the next key-on cycle. At least two gallons of DEF must be added in order to re-start the engine.

DEF tank fll location

Ford F-Series trucks (model 2010 and later) share the same quarter panels in both gas and diesel applications. Shown here is a gasoline-powered Ford F-Series fuel fll point.

Notice the plugged-off (unused) location to the right of the fuel cap.

Location of the DEF fll point varies depending on the make and model of the vehicle. On the Chevy/GMC models, the DEF fll point is located next to the fuel fll point on full-size vans; and underhood on the passenger side of full-size trucks. DEF fll points are identifed with a blue cap.

On Ford F-Series trucks, the DEF fll point is located adjacent to the diesel fuel fll on the driver side.

Commercial/specialty vehicle DEF fll locations can vary widely, depending on the model. Utility box trucks may feature a DEF fll at any convenient location, usually on

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Photos courtesy Peak

an exterior wall of the box area. Tow trucks might feature the fll point behind the cab.

For any diesel vehicle that falls outside of the “normal” consumer light truck or van, you may need to search (or look in an owner’s manual).

Typical consumer Dodge Ram DEF fll size DEF one-gallon containers are the locations are found most common size underhood. found in auto parts stores/retailers.

However, this won’t leave the vehicle stranded. The engine is able to start, and the vehicle may be driven normally. As engine coolant warms, the DEF will thaw and will once again fow properly. While there have been claims that urea will become toxic at 118 degrees F, this isn’t so.

Actually, urea isn’t toxic at any temperature. If it becomes too hot, the shelf life may simply decrease (as ammonia begins to form).

DO NOT add any additives, such as antigel, to any DEF tank. DEF will expand by about 7% when frozen and will revert to a liquid state when heated during engine operation. DON’T treat DEF as you would diesel fuel. You don’t need, nor should you ever add, any modifers/additives. Keep the DEF pure!

All DEF fll caps, regardless of make or model, should be light blue in color and should be labeled “DIESEL EXHAUST FLUID.” When flling the Home-brew alterDEF tank, DO NOT natives? overfll. In freezFor feet convenience, 50-gallon drums of Just because the DEF ing temperatures DEF are also available. The large tote containsolution is comprised the DEF mixture ers (shown at right) provide added conveof a mixture of urea will expand when nience for larger feet operations. and water, this does frozen. DEF tanks not mean that you can whip up your own are designed to accommodate this expanbatch. The urea used in DEF is a very highsion, but only if you fll to the advised purity synthetic, and is not urine. Also, the level. If a DEF tank does become damaged water used in DEF must be extremely pure and leaks, there’s no real hazard, since it’s and deionized. The bottom line: no, you not toxic or fammable. It’ll just make a can’t make your own DEF by mixing urine stinky ammonia-smelling mess. and tap water. DEF is a sophisticated blend DEF prices designed specifcally for SCR systems.

For light truck applications, DEF is Allowing impurities such as calcium, commonly available in one-gallon and 2.5-gallon containers. I’ve seen one-gallon containers going from anywhere between $7.74 to as much as $12.25 (with the higher prices usually found at car dealerships). NOTE: I purchased one gallon of Peak’s BlueDef at a local parts store for $7.96 on April 30, 2013.

Freezing Once DEF temperature reaches approximately 12 degrees Fahrenheit, it will freeze.

On-road emergency flls can also be provided with the use of 500-gallon mobile units, which may be ideal for over-the-road truck/tractor mobile service operations.

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copper, magnesium, etc. (which would/ could be present in urine and tap water), would introduce impurities that can kill active sites in the catalytic converter (the ammonia itself won’t harm the sites).

Continued use will eventually make the converter inoperative, requiring converter replacement.

Also, and this is IMPORTANT to know and to relate to your customers: DO NOT add ANYTHING to the DEF tank except actual DEF. If someone, by accident or ignorance, dumps diesel fuel treatment/booster into the DEF tank, this will kill the entire SCR system, resulting in a repair bill of thousands of dollars. PAY ATTENTION. You wouldn’t add orange juice to your fuel tank or Pepsi to your cooling system, so don’t add anything but the correct fuid to the DEF tank.

Along the lines of DEF purity, consider the quality of the DEF. The major brands (Peak’s BlueDef, ACDelco, Motorcraft, etc.) offer the highest quality both in terms of purity and proper urea-to-water percentages. However, there are a few bargain-priced brands out there that feature a higher water content,

which isn’t as effcient and won’t last as long as anticipated. In other words, stick with the major brands.

Vehicle manufacturers have designed DEF fll ports at a smaller-diameter size in order to prevent accidental introduction of diesel fuel into the DEF tank. While the standard diesel fll point (for light trucks) accommodates a 22 mm nozzle, the DEF fll point is sized for 19 mm.

Keep it clean Whenever handling DEF, the fuid must be kept clean. If a funnel is used, it must be absolutely clean and free of any contaminants. It’s best to dedicate a funnel (and label it) for DEF only. Spare DEF should be stored in its original container, with the lid/cap secured, to avoid airborne contaminants in the shop. Do not transfer DEF to another container that previously held anything else (oil, windshield wiper fuid, coolant, etc.). Avoid cross-contamination!

It doesn’t take any extra time to handle DEF properly.

FYI: Urea is corrosive to metals such as copper and brass. DEF systems are typically plumbed with high density polyethylene.

Photo courtesy Misco

Verifying DEF quality

Misco offers digital refractometers. Their model 201 refractometer offers a single-scale readout, ideal for most shops.

All API certifed DEF will feature an API symbol on the container. Use only API certifed DEF. The concern with DEF quality (beyond API certifcation) is the potential for water dilution. Just as water can enter a fuel system, it is possible for water (moisture) to enter the SCR system and slightly dilute the DEF. One indication that the DEF has been diluted is when the vehicle uses more DEF than normal (beyond the mileage use specifed by the vehicle maker).

An easy feld test to check for the purity of DEF is with the use of a hand-held refractometer. A refractometer that is designed for testing DEF will easily allow you to verify the water content.

A refractometer is a precision optical instrument designed to measure the concentration or mixture of water-soluble fuids. It measures refractive index, which

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Photo courtesy OTC

is the speed at which light passes through Tips on refractometer use Keep the refractometer clean. Make sure a liquid. The more dense the liquid, the slower light will travel through it, resulting it’s clean before using, and be sure to clean it after use and before storing. Be sure in a higher reading. to clean any accessories such as dropper, Applying a few drops of the vehicle’s DEF extraction device, etc. to the refractometer is all that’s needed.

Wait until fuid and tool temperature are DEF refractometers (those units capable of measuring urea concentration) are available stabilized at ambient temperature before taking a reading. with single scale or dual scale readouts.

The single scale provides a percentage of urea by weight. A dual scale unit also provides a refractive index scale readout, which is primarily used by manufacturers and distributors of DEF (a quality control aid). For shop technicians who simply want to check for water dilution, a single scale unit will suffce.

Citing two examples of DEF-capable refractometers, MISCO U.S. offers a digital single-scale unit (their DEF-201) that retails for around $350. The reading will provide a precise level of water content to OTC (Bosch Automotive Service Solutions) offers an affordable, high quality DEF refractometer with their model 5025. +/– 0.1%. The dual-scale unit (DEF-202) retails for Storing DEF around $435. Either model is powered by a Storage temperatures need to be held at pair of AA batteries.

OTC has released their OTC-5025 DEF refrac- between 12 degrees F and 86 degrees F. According to sources, this maintains optitometer, which retails for around $114. The mal shelf life for up to two years. If DEF is kit includes a refractometer, dropper, lens allowed to freeze, once thawed, its effwipe cloth, instructions, screwdriver and ciency returns to normal. Prolonged storage storage case. The refractometer features a above 86 degrees F will cause hydrolysis to reticle (scale) that is enlarged through an eyepiece to measure light. The values on the occur, reducing shelf life. scale have been established to specifcally Availability evaluate DEF condition. OTC’s unit features DEF is available in a variety of volumes, 0.5% line graduations, with a scale range of including one-gallon containers, 2.5-gallon 15% to 40%. containers, 55-gallon drums and 275-gallon Regardless of the brand you choose, a totes.

DEF-capable refractometer is a useful and DEF is also available at the pump, primarmust-have checking tool for any shop that services diesel-powered vehicles. This elimi- ily at truck stops and diesel repair facilities. nates guesswork with regard to the quality As time progresses, we’ll see more at-the(in terms of water dilution) of customer DEF pump DEF availability.

Our understanding at this time is that tank contents.

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Reading, PA 19605 (877) 363-5843 www.brenntagdef.com KRUSE NORTH AMERICA (BlueSky/AdBlue DEF) 3511 Silverside Rd. Suite 203 Wilmington, DE 19810 (877) 221-7335 www.krusena.com MOTORCRAFT 16800 Executive Plaza Dr. Dearborn, MI 48126 www.fordparts.com

The DEF fll point for GMC and Chevy light trucks is located underhood adjacent to the passenger-side frewall.

DEF is sold in North America as DEF, Peak’s BlueDef, Valvoline’s Airshield, C-Blue, TerraCair and Air1.

The use of DEF is here to stay, with the number of applications increasing at a very steady rate.

If your shop services diesel engineequipped vehicles, model year 2010 and newer, you’ll need to stock DEF, and you need to understand the need for storage and transfer cleanliness.

We offer this brief article as a primer on SCR systems and the use of DEF. So, the next time a customer asks for “muffer juice,” you’ll know what he’s talking about. ● SUPPLIERS OF DEF ACDELCO 6200 Grand Pointe Dr. PO Box 6020 Grand Blanc, MI 48439 (800) ACDelco (223-3526) www.acdelco.com BRENNTAG NORTH AMERICA (TerraCair Ultrapure DEF) 5083 Pottsville Pike

PEAK (BlueDEF) Old World Industries 4065 Commercial Ave. Northbrook, IL 60062-1851 (877) 845-0333 www.BlueDEF.com VALVOLINE (Airshield DEF) 3499 Blazer Pkwy.

Lexington, KY 40509 (859) 357-7777 www.valvoline.com DEF REFRACTOMETERS MISCO U.S. 3401 Virginia Rd. Cleveland, OH 44122 (216) 831-1000 www.misco.com Models: DEF-201 & DEF-202 OTC BOSCH AUTOMOTIVE SERVICE SOLUTIONS 655 Eisenhower Dr. Owatonna, MN 55060 (800) 533-6127 www.otctools.com Model: OTC 5025 DEF Refractometer

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Real-world voltage drop testing Leave no stone unturned to analyze problems and discover solutions

By Alex Portillo Alex Portillo is the head technician of Car Clinic, a state-of-the-art automotive repair facility in Mahopac, New York. He is a protégé of Jerry Truglia and has been trained

by Automotive Technician Training Service and is TST certifed. Alex’s real-world, indepth diagnostic articles will appear in Auto Service Professional on a regular basis.

N

ot every electrical problem you run into is the result of an open in a wire or in a component. It might be rare, but electrical resistance at a connection or internal to a wire can cause very real driveability problems.

So, before we get into a case study that illustrates advanced voltage drop diagnostic techniques, we are going to cover what voltage drop testing even is for those who are not acquainted with using their meter or Power Probe for this task.

Voltage drop tests Bad reading: More than 200mV Bad reading for computer electronics: More than 100mV example with a black pen and a red pen, pretending they are your meter’s black and red test leads.

Always check system voltage frst, using V DC on your meter.

• Check that the battery has 12.6 V. • If voltage is low, the battery needs to be charged.

• Isolate where the problem is in the circuit by doing a quick voltage drop test.

How to perform a voltage drop test • In order to fnd out if we have a good Essentially, a voltage-drop test measures voltage drop on the feed side, all we do is how much resistance electricity runs into as put our red lead on the positive terminal it passes through a load. A reading of up to of the battery and our black lead on the 200 mV is permissible, but in the real world feed (positive) side of the lamp. Positive to it is rare you will see voltage drops more positive. than a few dozen mV. • In order to fnd out if we have a voltage But, as a nice rule of thumb, 200 mV is drop on the ground (negative) side, we put the highest permissible voltage drop on all our black lead on the negative battery tervehicle components aside from a comminal and our red lead on the ground side puter component, where 100 mV or less is of the lamp. Negative to negative. permissible.

Let’s work with an overly simplifed head- Positive to positive, negative to lamp circuit, pretending that after replacing negative: that’s a voltage drop test!

Let’s try to visualize this. If the feed side the bulb the light is still dim (see Figure 1 on page 28). If it helps, follow along in our of the lamp is good and the ground side

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Figure 1: A theoretical headlamp circuit where the bulb is dim, even after it’s replaced.

bad, we might get a reading of 10 mV on the feed side and 350 mV on the ground side. Now, if the feed side of the lamp is bad, but the ground side is good, we might see 350 mV on the feed side and 10 mV on the ground side.

If there is a voltage drop, the likely culprits are corroded battery terminals, dirty grounds and components that internally have deterioration.

The beauty of voltage drop testing is that to isolate the cause of the voltage drop, all we do is take our lead and move it from component to component until the reading changes. If it does, we’ve isolated our problem.

2000 GMC Safari: No-code stall-out This 2000 GMC Safari with a 4.3L V6 came into the shop with an intermittent stall situation (see Figure 2, page 30). These were some real good customers with the patience of saints. Usually, the nice ones never get away easy. The owners of this vehicle were no exception.

The diagnosis began with a DTC checkup, but there were no fault codes in the PCM or TCM. So, we started with the basics.

This vehicle had a good battery and a good charging alternator, and we removed the

terminal ends to the battery to boot to get a closer look. Why? GM vehicles tend to have loose side battery terminals, which cause a voltage drop, which may cause a stall out. This vehicle had some corrosion, but the terminals were tight. The terminals were cleaned up and we moved on.

Before taking any long road tests it is wise to check Mode 6 for any failures, because if something obvious is acting up, we can test that frst before we go crazy.

What we found was that the EGR reported some failures. Now it was time to check EGR operation using the scan tool to see if the component needed to be replaced.

Remember, the EGR position should be 0% at idle. Using our scan tool’s bidirectional controls, we can activate the EGR pintle and command-open the EGR. Bidirectional controls allow the user to command the EGR valve from 10% to 100%. When the EGR is open at 20%, the engine should start poorly and close to 30 KOER should cause the engine to stall.

On this vehicle, we kept opening the EGR to 50% and it did not stall. EGR valves tend to fail on these vehicles, but before we do a replacement, it’s recommend to perform an EGR cleaning of its passages even though the EGR might intermittently be bad electronically. So, we did this and there was no change.

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Figure 2: This GMC Safari would stall intermittently and it took months to fx.

Figure 3: Here, an ATS EScope is connected to several vital components for long test drives.

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We then decided to change the EGR and after this, the vehicle reacted normally when the EGR position was changed with the scan tool. We considered the vehicle “fxed,” because now nothing was failing in Mode 6, and we returned the vehicle it to the customer. But, it still stalled.

Now, we had to try duplicating the stalling issue and take measurements. It’s important not to throw parts at a car out of desperation. Before replacing a part, at least have evidence of it failing, because it’s easy to get lost in the forest of parts. As we were to fnd out with this vehicle, a vehicle can have several demonstrable problems and even after having them corrected, still have the symptom you’re chasing.

We took out the dog house and got started. Fuel pressure was at 56 psi with the engine running, cam and crank were on sync and the vehicle had a strong spark.

The customers informed us that the truck would stall hot or cold, on idle or driving but it was very intermittent. For example, it would go days without stalling over

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hundreds of miles and then later it would stall three times in a few miles.

Using a labscope The best tool to use to fnd intermittent problems like this is a labscope. Using a labscope we are able to check powers, grounds, signal voltages, and catch signal drops or voltage drops in the act. Simply connect to the signal or ground of as many suspect components as possible and put your labscope into movie mode. This way, when the event happens, you can replay to yourself what occurred (see Figure 3, page 30).

First, we put a lead into the power side of the number one fuel injector to simply see if the fuel cut out before any other event.

Likewise, we connected to the ignition coil to see if spark cut out before other events occurred. For similar reasons we also connected to the crank sensor, cam sensor, TPS, IAC, EGR and ignition switch.

We started driving the truck around and when the problem occurred we noticed that when the engine stalled all the signals

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would shut down at the same exact time.

Powers and grounds were good and there were no signs of a voltage drop on the scope. After the engine stalled, it would start right away with no hesitation at all.

We looked into wiring diagrams to see what would cut power out to so many components at the same time. What we found was that the “Eng 1” wire (which we now connected to a pink wire in the fuse box) sends power to the fuel injectors, EGR, purge solenoid, cam sensor and ignition module. We theorized that all of these events occurred simultaneously because of a wire on that circuit.

When the vehicle stalled next, it appeared that power dropped out on the Eng 1 wire frst. So, we inspected the wire and we found a voltage drop culprit! We found a wiring splice that looked irregular, so we theorized that when the wires moved Figure 5. Is this suspect splice the problem? around, a loose connection inside cut power and caused the stall (see Figures 4, 5 and 6).

When making a new splice didn’t do the trick, we double-checked powers and grounds to the PCM. Finding nothing, we resorted to an old strategy that always served us well: take the PCM apart and look for burn marks. We found some spots of discoloration, but we weren’t so quick to replace it.

With everything hooked up with the labscope, we cut power to the PCM and watched the engine die. Everything dropped at the exact same time, like before, so we fgured the stall-out was the result of the PCM internally failing. Now, we were confdent that a PCM was going to fx this car. (see Figure 7).

After installing a junk yard PCM and performing an anti-theft refash, we drove it for 200 miles. It ran great. Then, right before returning it to the customer it stalled again. It was not fxed.

Starting over Figure 4: Compare Figures 4 and 5, which are the suspect splice, and Figure 6 (seen on page 36), a known good wiring splice. We thought we had nailed our culprit.

At this point, we decided to start fresh.

We double-checked previous work orders and found that a fuel pump was replaced. It is hard to drive a vehicle hooked up to the fuel

34 | May/June 2013

Circle 115 on Reader Service Card

pump for hundreds of miles, so that’s why we hooked up to the number one fuel injector. Now, it was time to stop being lazy.

First, we checked powers and grounds to the pump. When we did a voltage drop test, we found over a 200 mV voltage drop on the power side and nothing on the ground side.

supplied butt connectors. This time we cut all four wires, power, ground and fuel level, re-wired all of them with special connectors that not only had solder in the middle that melts when you heat the shrink wrap, but they also get crimped to boot. This makes a better connection, especially in an area where the wires might fex.

After we rewired all of the fuel pump connections, on a hunch we checked the ground even though it didn’t have any voltage drop at all. Why? Because we still wondered how 200 mV or so was enough to cause the vehicle to stall.

We noticed that the ground pin at the connector was corroded. On Figure 6. A known good splice. Compare it to those on page 34. the labscope the ground would be at 0V where it belonged, but when manipulating the connector it would rise. On a 4.3L V6, the fuel pump needs every bit of power it can get or fuel pressure drops.

For example, the vehicle runs great at 56 psi but at 50 psi the engine won’t even start, because the poppet fuel injectors are made to work under a specifc fuel pressure.

So, we fxed this Figure 7: Note the white spots on the upper left. Discoloration on connection, as well as computer boards is very common within defective modules. cleaning up the ground It’s supposedly “bad,” sure, but bad enough bolts on the frame and returned the vehicle to stall the engine? It wasn’t stalling when to the customer. The vehicle now has been we took that measurement! driving a year without stalling.

At this point we were desperate and The important thing about working on decided to drop the tank and repair the a vehicle like this is to always go back voltage drop. How can it be that the fuel and check previous work, even though pump can be the cause of everything when you might think that you did a good job. it ran at 56 psi and it was only a year-old This problem would have been solved if we Delphi unit, which is the OE application for would have scoped the fuel pump assembly that vehicle? right at the fuel pump. We learned the hard The voltage drop was created by the way never to estimate voltage drops. ●

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Circle 116 on Reader Service Card

Electric fuel pump diagnosis – Part II Houston, we have a problem

By Mike Mavrigian

L

ast issue in Part I of this article, we discussed several tests that should be performed to ascertain whether or not a fuel pump is at fault for a vehicle’s no-start or hard-start condition.

This time, we’ll continue our diagnosis.

Closed circuit tests Although open circuit testing is a valuable tool for checking and locating opens, it is not effective for locating a poor electrical connection that has not gone “open” yet.

Poor electrical connections add unwanted electrical resistances to a circuit and can cause a fuel pump to operate at lower than normal pressures and fows.

In order to locate these types of failures, current will have to be fowing in the suspect circuit so the effects of the poor electrical connections can be detected in the

form of a voltage drop. This type of testing is referred to as closed circuit because a “closed” circuit is necessary in order to have current fowing to measure voltage drops.

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

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

• A substitute load tool.

• A wiring diagram of the fuel delivery circuit.

To perform this test: 1. Disconnect the vehicle wiring harness from the fuel pump or fuel module.

2. Carefully connect the substitute load tool

New pumps include a new pigtail, to eliminate known or potential connection problems.

38 | May/June 2013

to the power and ground terminals of the in the fuel pump circuit. The amount of vehicle wiring using the appropriate test voltage that can be lost in a fuel pump leads or terminals, see Figure 4. circuit will vary, based upon the amount 3. Connect the positive lead of the DMM to of current fowing in the circuit when the power terminal in the vehicle wiring the voltages are being measured. Check harness, see Figure 4.

OEM or equivalent service information for 4. Connect the negative lead of the DMM to specifcations on the maximum voltage the ground terminal in the vehicle wiring drop in the circuit. harness, see Figure 4.

5. Set the DMM so it reads voltage values If no specifcation is available, a guidedown to 0.001. line is the voltage drop should not exceed 6. Energize the fuel pump circuit and record 0.5 volt when normal fuel pump current is the DMM voltage once it stabilizes. fowing. Voltage drops greater than this will 7. Remove the DMM from the vehicle elecaffect pump performance. trical connector and connect it to the If an excessive voltage drop is found vehicle battery. further testing can be done to locate which 8. Energize the fuel pump circuit and record portion of the circuit has the excessive drop the DMM voltage once it stabilizes. so repairs can be made. This can be done by 9. Subtract the voltage recorded at the following the procedure in the box below. vehicle electrical connector from the voltage recorded at Voltage drop #2 (Battery voltage) 12.44 volts the battery to determine the Voltage drop #1 (Fuel pump voltage drop) -12.04 volts amount of voltage that is being Fuel system voltage drop 00.40 volts lost while current is fowing

Figure 4: With load tool and DMM connected to measure the voltage drop on the fuel delivery circuit.

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Circle 117 on Reader Service Card

Check the fuel pump relay with key on. An audible click should be evident (placing your fnger on the relay and feeling for the click is useful in a noisy shop).

Figure 5: Shown here is the load tool and DMM connected between battery ground and pump relay ground to measure the voltage drop of the fuel pump power circuit.

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Fuel pump power circuit testing 1. With the load tool connected to the power and ground terminals of the vehicle wiring harness, connect the DMM positive lead to the positive post of the battery and the negative lead to the power terminal in the vehicle wiring harness, see Figure 5.

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

3. Energize the fuel pump circuit and record the DMM voltage once it stabilizes.

4. If the value noted on the DMM is 0.3 volts or higher there is an excessive drop in the circuit and repairs in this circuit will be required.

An excessive voltage drop in the fuel pump power circuit can be caused by these problems: • A corroded or damaged electrical connector or junction in the power circuit causing excessive resistance.

• A failing fuel pump relay with burned or corroded contacts.

• Damaged wiring due to failing wiring insulation.

Fuel pump ground circuit testing 1. With the load tool connected to the power and ground terminals of the vehicle wiring, connect the DMM positive lead to the ground terminal in the vehicle wiring harness and the negative lead to the negative post of the battery, see Figure 6.

2. Set the DMM so it reads values down to 0.001 volts.

3. Energize the fuel pump circuit and record the DMM voltage once it stabilizes.

4. If the value noted on the DMM is 0.2 volts or higher there is an excessive drop.

An excessive voltage drop in the fuel pump ground circuit can be caused by: • A damaged ground wire connection at

Figure 6: Shown here is the load tool and DMM connected between battery ground and pump relay ground to measure the voltage drop on the fuel pump ground circuit.

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Circle 118 on Reader Service Card

Among the potential causes of zero fuel pressure include a broken/poor fuel pump ground, or this could be the result of an impact sensor that was activated during a collision, shutting down the pump circuit. Attempt a reset before delving further.

the vehicle chassis due to rust/corrosion. • A missing ground wire connection due to work that was done previously on the vehicle. • Damaged wiring due to failing wiring insulation.

If an excessive voltage drop is detected in the power or ground circuit further testing to locate the drop can be done by using the

DMM, the load tool and the vehicle wiring diagram to systematically test the suspect portion of the circuit. To test the power circuit connect the positive lead of the DMM at the positive battery post and the negative lead to any junction points along the power circuit starting at the power terminal of the vehicle electrical connector and working through the circuit back toward the positive post of the battery.

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Figure 7: With DMM connected to measure the current fow in the fuel pump circuit.

The ground circuit can be checked by connecting the DMM negative lead at the negative battery post and the positive lead to any junction points along the ground circuit starting at the ground terminal of the vehicle electrical connector and working through the circuit back toward the negative post of the battery.

The location of the excessive drop can be isolated between the last normal voltage drop value and the excessive drop. The repair work can then be focused in this particular area of the circuit.

Testing fuel system amperage The amount of current fowing through the fuel pump circuit can be measured and may provide valuable information when diagnosing the condition of a fuel pump.

Although when performing this test care should be taken to make certain factors such as the voltage being applied to the

pump and the mechanical load on the pump are taken into consideration.

A pump operating with low voltage due to wiring or battery issues or under a heavy load due to a restricted fuel flter may cause a suspect current reading that would mistakenly condemn a correctly operating fuel pump.

The equipment you will need to perform this test includes: • A DMM with a 20 amp DC fused in-line ammeter function.

• Any necessary test leads or electrical terminals to properly probe the fuel pump fuse of the vehicle.

• A wiring diagram of the fuel delivery circuit.

To perform this test: 1. Remove the fuel pump fuse from the vehicle.

48 | May/June 2013

2. Set the DMM to the 20 amp DC in-line ammeter position.

3. Using the test leads, connect the positive lead of the DMM to the power side of the fuse holder in the vehicle and the negative lead of the DMM to the load side of the fuse holder, see Figure 7.

4. Energize the fuel pump circuit and record the DMM amperage once it stabilizes.

5. Compare the current reading to the service specifcations to determine if there is a problem.

Be sure to reinstall the fuel pump fuse when all testing has been completed.

An excessively high current reading can be caused by: • A binding pump due to internal pump damage or contamination.

• A shorted or grounded fuel pump.

• An unwanted short or ground in the electrical wiring to the pump.

An excessively low current reading can be caused by: • Excessive electrical resistance in the fuel pump circuit wiring due to corrosion, rust or poor connection.

• A failing or failed fuel pump relay. ●

Aside from a worn-out pump, a faulty or stuck fuel pressure regulator can be the root cause of low fuel pressure. Check the regulator before dropping the tank to access the pump.

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Circle 119 on Reader Service Card

Tech tips From a Honda reset to food cars cautions HONDA MAINTENANCE RESET

to their new owners but to those of us in the repair industry who may unknowingly come in contact with them. As you know, food waters are highly contaminated with sewage and chemicals of all sorts. Now all of a sudden, a simple scratch on your hand that comes in contact with carpet padding or any other part of the car can easily lead to a nasty staph infection or worse.

1. Turn the ignition switch to ON. A technician from the Northeast told us 2. If oil life is more than 15%, press the he was working on a car that had a data SEL/RESET knob repeatedly until the line problem, and he traced the problem to engine oil life is displayed. the air bag module. When the passenger’s 3. Press the SEL/RESET knob for about 10 seconds. The engine oil life and the main- seat was removed and the carpet pulled back for access to the module, the technitenance item code(s) will blink. cian said his hands started to burn and the 4. Press the SEL/RESET knob for another smell was overpowering. fve seconds. The maintenance item After thoroughly washing his hands, he code(s) will disappear and the engine oil put on two pairs of blue nitrate gloves and life will reset to “100.” a high-quality breathing mask. The metal Resetting maintenance items cover of the module was eaten through. We 1. Connect the Honda diagnostic system don’t know if it was from the chemicals in (HDS) to the data link connector (DLC). the water it was submerged in or the super 2. Turn the ignition switch to ON. strong soaps and disinfectants used to clean 3. Make sure that the HDS communicates the car afterwards. The technician replaced with the vehicle and the engine control the module and wire harness and noted his module/powertrain control module (ECM/ fndings on the repair order so the service PCM). If it doesn’t communicate, trouble- advisor could inform the unsuspecting shoot the DLC circuit. customer. This is important because this 4. Select GAUGES in the BODY ELECTRICAL car will more than likely have a lifetime of with the HDS. unusual problems. More importantly, what 5. Select ADJUSTMENT in the GAUGES with is the customer being exposed to as he the HDS. sits in the car and breathes the air coming 6. Select MAINTENANCE MINDER in the through the HVAC vents? I suspect some ADJUSTMENT with the HDS. nasty bacteria is living in areas that the 7. Select RESET in the MAINTENANCE best of detail shops can’t get to. Keep an MINDER with the HDS. eye out for anything that doesn’t look or 8. Select the individual maintenance item smell right, wear gloves, masks, eye protecyou wish to reset. tion and even clothing protection when dealing with a suspicious car.

FLOOD CAR CAUTIONS For your own safety and well-being — be You may very well be coming into concareful! ● tact with food vehicles as a result of the Hurricane Sandy tragedy. These cars Information for these Tech Tips is courtesy of pose a very serious health risk not only Identifx Inc. See www.identifx.com.

Using the 2010 Accord as an example: The vehicle must be stopped to reset. If the required service is performed and the display is not reset, or if the display is reset without doing the service, the system will not show the proper maintenance timing.

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Circle 120 on Reader Service Card

Suspension tips and tricks Save time, increase profts with these savvy solutions

By Mike Mavrigian

I

n this brief article, we highlight a few suspension service tools, along with guidance tips for specifc vehicle applications, as well as must-know wheel fastening tips.

Civic, 1990-2002 Accord, 1988-91 & 199698 Prelude, 1995-97 Odyssey; and 1988-95 Acura Legend, 1992-2001 Integra and 19962003 TL.

Mobile hydraulic press As with many tools, components, system designs and techniques, there’s “old school,” and there’s “new school.”

When it comes to servicing suspension bushings, ball joints and wheel bearings, traditional methods of separating interference-ft bushings, joints and bearings typically involve pickle forks and hammers, manual or hydraulic pullers, scissors/clamshell ball joint separators and the like.

A “new school” approach (this one from Schley Products) involves an all-in-one mobile hydraulic press system that apparently does it all with a minimum of fuss.

The 11000A features an air-powered hydro pump with foot control.

Honda/Acura ball joint tool Schley Tools has introduced a unique lower ball joint service tool specifcally for Honda/Acura applications. The new tool allows removal and installation of the lower ball joints on the car, eliminating the need to remove the steering knuckle and using a stationary press.

The tool features two main parts that attach to an air hammer (remover and installer tools). The installer tool couples with one of three different sizes of installer heads that drive the new joint into place without damage.

The tool system covers 1991-97 Honda

A new tool from Schley Tools makes it easier to remove and install lower ball joints on Hondas and Acuras and eliminates the need to remove the steering knuckle.

Pivot-jaw ball joint separator The “scissors” or “pivot-jaw” type ball joint separator features two forged halves that share a common pivot point.

A cupped-out seat engages on the opposite side of the joint from the stud and the driver side of the tool jaw engages the stud tip. As the captive threaded bolt at the opposite end of the tool is tightened, the jaws that capture the joint compress, popping the interference-ft joint out of its home. The tip of the adjuster bolt features a ball bearing to prevent the stud from digging into the tool’s drive end as the bolt is rotated.

The pivot point features two choices (pop the pivot pin out, adjust for a tighter or wider jaw distance and reinsert the pin into the appropriate pivot hole). The tool is adjustable to accommodate up to a two-inch

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Photo courtesy OTC

spread for different size ball joints. This handy style joint separator can be used on various styles of ball joints as well as certain styles of outer tie rod ends.

Using compressive force as opposed to impact force allows a controlled separation, reducing the chance of damaging adjacent surfaces. This style of tool requires no hydraulic assistance, and it’s a handy item to keep in your arsenal of suspension specialty tools.

An example of this style of tool is OTC’s Ball Joint Separator P/N 6297.

to lengthen and the opposite track rod to shorten. This provides lateral limitation of the body during either left or right hand turns. It’s a good design that works well.

However, the PT Cruiser’s OE watts link features a cheap and poorly designed pivot bushing, requiring that the watts link must be replaced (depending on driving habits) every 10,000 miles or so. When the owner of a PT Cruiser complains about a clunking or thumping noise from the rear whenever they drive over a bump or other irregular road surface, chances are very high that the watts link is the culprit (when you hear the noise from inside the vehicle, it initially sounds like the top of the rear struts are loose).

The center pivot bushing (where the watts link attaches to the rear axle/crossmember) features a bronze bushing that’s encapsulated in rubber. The rubber deteriorates, the bronze bushing moves around, and while the link actually remains somewhat functional, the loud thumping noise will drive you nuts.

Many PT Cruiser owners tend to panic due to the nature of the noise, assuming that they have a catastrophic problem. A replacement watts link usually runs around $48, and requires only about 30 minutes to replace, The scissors-style jaw joint separator tool is a very handy specialty tool for joint separaso it’s not that big of a deal. tion in a wide range of service applications.

By the way, while you can plan on replacShown here is OTC’s model 6297. ing the watts link every XXXX miles or so, here’s an option: Energy Suspension makes PT Cruiser watts link a replacement urethane bushing for the One of the most common wear items on link. Press out the original bushing and pop Chrysler’s PT Cruiser is the rear watts link. the two-piece urethane bushings in along This is a cast iron bellcrank that is located with a steel bolt sleeve. The urethane will on the center on the rear suspension axle/ far outlive the OE rubber, and the vehicle crossmember. The center of the watts link owner will likely never experience the bellcrank is attached to a fxed point on the same problem again (so the next time the crossmember, and is positioned vertically, vehicle enters the shop with a similar noise, with an eyelet at top and bottom. The left the culprit now may very well be the rear side track arm connects to the bottom of the struts). watts link bellcrank and the right track arm Replacing the watts link connects to the top of the watts link.

Spray penetrating oil on the center pivot The purpose of this setup is simply to bolt’s nut (which faces the rear). Using a locate the body relative to the rear axle screwdriver, pry off the black plastic cap (with the two track arms serving as lateral from the upper lateral link connection to braces). It’s a simple and effective design that has been used in race cars for decades. expose the lateral rod’s nut.

Remove the nut that secures the center As the suspension lowers or raises, the watts link bellcrank pivots, allowing one track rod pivot bolt. With the bolt still in place, slide

53 | May/June 2013

the bellcrank away from the axle mount in order to gain access to the lower lateral rod link. Remove the lower link nut, and pop the lower link joint from the bellcrank using a ball joint separator (pickle fork or other appropriate separator). Disconnect the upper rod joint as well. Remove the center pivot bolt and remove the bellcrank.

When installing the new watts link

bellcrank, be aware that it must be installed in the correct orientation, as the two ends are not symmetrical. The words “BACK UP� are stamped on one end. The end of the bellcrank with this label must be positioned upward, facing the rear. This stamping must be visible from the rear of the vehicle.

Tighten the watts link bellcrank center pivot bolt to 110 ft.-lbs. The OE spec for

Illustration courtesy Identifx

The cast iron watts link bellcrank pivots on a 14 mm bolt at a fxed bracket on the rear axle/crossmember.

The left lateral watts link rod attaches to the bottom of the bellcrank, and the right side watts link rod attaches to the top of the bellcrank.

This left side view shows the correct installed position of the watts link bellcrank.

The hand seen here is at the front of the axle. The side opposite the hand faces the rear of the vehicle. While at frst glance, the bellcrank might appear to be a mirror image in terms of shape, the offset from top to bottom is different. Pay attention to the BACK UP label. When installed correctly, this label will be at the top and can be viewed from the rear.

The watts link bellcrank is shown in this exploded view illustration, viewed from the forward side of the rear axle (identifed here as part number 6).

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Circle 121 on Reader Service Card

With the cover removed, remove the circlip.

protective cover.

2010 Audi A6 rear inner CV joint For disassembly/assembly of the 108 mm inner CV joint: 1.

2.

3.

4.

5.

6.

7.

8.

With the CV shaft assembly removed from the vehicle, secure the drive shaft in a vise, with a shop rag wrapped around the shaft for protection of the shaft surface.

Drive the cover down with a copper or brass drift.

Remove the circlip.

Open both clamping sleeves and remove the protective joint boot from the inner joint.

Press the inner CV joint from the drive shaft using special service tool VW 409.

Remove the CV joint boot from the drive axle.

Slide the joint protective sleeve with a small clamping sleeve on the drive axle.

Before installing the joint or triple roller star, splines “A” must be lightly coated with the same grease that is used for the joint.

Before reassembly, the shaft splines must be absolutely clean and lightly coated with CV joint grease.

Using specialty tools VW 402 and VW 409, press the inner CV joint from the drive shaft.

Press the new joint onto the shaft using specialty tools VW 522, VW 402, VW 401 and 40-204A. The chamfer on the inner diameter of the ball hub must face the contact shoulder of the shaft.

Position the CV boot in the outer groove (2). The inner groove (1) must remain visible.

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Use bolts to align the cover, and then drive the cover into place with a plastic hammer.

The holes must be perfectly aligned before driving the cover, since the cover cannot be rotated once in place.

Make sure that the clamp pliers are fully seated in the clamp corners (B). Verify that the plier’s spindle threads (A) are clean and rotate freely.

If the spindle threads stick, you’ll under-tighten the clamps when using the torque wrench.

Audi CV joint illustrations are courtesy Identifx.

the lateral rod joint nuts is 10 ft.-lbs. plus an additional 180 degrees.

Be sure to replace the black plastic cap onto the upper lateral rod connection.

This provides a bit of protection to prevent the joint’s stud tip from hitting the fuel tank in the case of a Use a soft-metal drift (copper or brass) to drive off the collision.

Circle 122 on Reader Service Card

9. Press the joint on until it dead-stops.

10. The chamfer on the inner diameter of the ball hub (splines) must face the contact shoulder on the drive axle.

Use specialty tools VW 522, VW 402, VW 401 and 40-204A. 11. The 40-204A and the clamping surface on the drive axle must be free of oil.

12. Replace the circlip with a new circlip, and verify correct seating of the new circlip.

13. Insert 60 grams of joint grease in the boot side of the joint before installing the protective boot.

14. Install the boot onto the inner joint.

15. Lubricate the contact surfaces on the cover.

16. Align the new cover using starter bolts (the cover must be precisely aligned with the bolt holes before driving the cover into place). Drive the cover on with a plastic hammer.

Install the bolts fully and wipe off any excess lubricant.

17. Position the CV boot in the outer groove (see “2” in the illustration).

The inner groove (1) must remain visible for correct installation of the CV boot.

18. Install new stainless steel boot clamps using specialty tool (clamping pliers) V.A.G 1682. Make sure that the edges of the clamping pliers are seated in the corners of the clamp (B).

19. Tighten the clamp by turning the spindle using a torque wrench, tightening to a value of 20 Nm (using a torque wrench with a range of 5 to 50 Nm). Make sure that the spindle threads on the pliers move freely (lubricate with MoS grease if necessary). If the threads are dry and tight, the correct clamping force for the clamps will not be achieved (you’ll obtain a false value with the torque wrench).

Wheel fastener tightening Never use an impact gun to remove or install threaded fasteners when dealing with custom alloy wheels. The reason to

avoid using an impact gun during removal is simply to avoid scratching the wheel’s lug nut wells/pockets. If you insist on removal with a gun, use only a clean socket wrench and run the gun at a slower speed. It’s easy to scratch the wheel’s well pockets with the socket or the exiting nut or bolt, even while trying to maintain control of the gun.

Over-tightening can gall or deform the wheel’s fastener pocket seats. Over-tightening, in its extreme, can create a fracture in the alloy, which can lead to an eventual wheel failure. Excessive over or unequal tightening can distort both the wheel center section and the hub. Considering the lightweight rotor hats featured on many of today’s vehicles, that’s an open invitation to disc brake warping and pedal bounce… which is both annoying and a guaranteed comeback.

When taper or round seat are tightened, an interference ft is experienced — the male seat of the fastener contacts the female seat of the wheel and creates a small wedge contact when tightened, creating a pressure point that helps to lock the fastener in place. If either type of fastener is under-tightened, they can loosen during operation.

If over-tightened, the fastener can become fatigued and can deform the material in the wheel’s female seat pocket, which can result in fastener loosening.

The shape of the radiused seat reduces the effect of over-tightening since contact pressure is more evenly distributed than with a taper seat style. Over-tightening can also stretch the wheel studs beyond their designed elastic limit, resulting in potential nut loosening and even stud failure.

Flat seat style is used almost exclusively with alloy wheels, since in the early days of alloy aftermarket wheels, the alloy material may not have been strong enough to handle the frictional forces created by tapered or radiused seats.

Over-tighening a fat seat nut can deform the wheel, causing the aluminum under the washer to extrude, which displaces the aluminum, causing the nut to loosen.

Over-tightening can also stretch the wheel

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Circle 123 on Reader Service Card

studs or wheel bolt shanks beyond their elastic range. All bolts or studs are designed to stretch a miniscule amount when optimal clamping load is achieved. This elasticity of the stud or bolt is what helps to secure the wheel on the hub. When torqued to specifcation, this is referred to as achieving the proper “clamping load.” If the stud or bolt is excessively overtightened, it’s possible that it will stretch beyond its yield point, losing its “rubber band” effect. If stretched beyond the yield point, the stud or bolt becomes so weak that it cannot provide the clamping load needed. The result: the fastener loosens or the stud or bolt shank breaks.

Far too many uninformed do-it-yourselfers approach wheel fastener tightening with the “tighter is always better” attitude.

Always follow the torque specifcations listed by either the vehicle manufacturer or by the wheel maker. Don’t guess. Actually take the time to pick up a calibrated torque wrench and tighten all of the wheel’s fasteners, in the proper sequence, in several steps to achieve fnal (and equal) torque values.

As far as thread preparation is concerned, make sure the threads are clean and free of dirt, grease, grit, etc. As far as wheel fastening is concerned, specifcations are generally listed based on dry (no lubricant) threads. Applying oil, grease or moly to the threads will result in inaccurate torque values (you’ll end up over-tightening). Even if you use aluminum wheel nuts (which are popular in some racing situations, Porsche applications, etc.), the advice is the same.

Simply make sure the threads are clean and dry. Aluminum wheel nuts are typically made from a very dense, strong 7075 alloy, and will function properly if handled correctly. While a race team will use speed guns for quick pit service, you have plenty of time to be careful in the shop, so install the fasteners clean, dry and with a torque wrench.

Retorque Some will disagree with the need to retighten wheel fasteners, but my advice is

to re-check the value of each fastener after about the frst 50 to 100 miles of operation.

Due to metal compression/elongation and thermal stresses, the clamping loads may change during initial use (we’re not saying they will change, but they might). When rechecking torque value, wait for the wheels to cool to ambient temperature (never torque a hot wheel). Loosen and retighten, to value, in sequence. Again, some will argue that this step is not necessary, but it’s better to be safe than sorry, and it’s better to catch a loose nut early as opposed to too late.

Wheel fastener (nut or bolt) torque values While you should always refer to the vehicle manufacturer’s recommendations for proper wheel fastener torque values, following is a generic guideline (courtesy of The Tire Rack).

SIZE 10 mm 12 mm 14 mm 7/16-inch 1/2-inch 9/16-inch

TORQUE (FT.-LBS.) 45-55 70-80 85-90 70-80 75-85 135-145

Seat styles The “seat” refers to the contact area between the base of the fastener head and the wheel’s fastener pocket. Although variations exist, three basic seat styles are in common use today. These include conical, radius and fat-seat types.

Conical wheel nuts (or wheel bolts) feature an angled taper at the seat area.

Conical fasteners are also called “tapered” or “cone” types. All three names refer to the same style. As viewed from the side, you can see that the seat is “chamfered” on each side of the view. This type of taper is created most commonly in a 60-degree angle, although some light truck applications use a 90-degree angle. The angle indicates the degree of separation between the two walls, not the true vertical of the fastener.

60 | May/June 2013

Radius seats are also called “ball” or “rounded” seats. As the name implies, the seat features a radiused “ball” shape that nestles into a ball-shaped pocket in the wheel. Many European vehicles such as Porsche and Mercedes use radius seat styles, in either nut or bolt applications.

The fat seat style is most often called a “mag” style (the term “mag” doesn’t imply anything in terms of geometric shape… it’s simply a slang carryover from the early days of the American performance scene when race wheels were cast magnesium, and commonly used a fat seat because it was easier and cheaper to produce a round hole in a fat hub center area). Mag style (fat seat) nuts generally feature a smooth shank extension under the head, used to center the wheel and to provide needed thread engagement depth.

The golden rule, when discussing seat styles, is extremely simple: NEVER mix them! If a wheel is designed for conical

60-degree seats, the ONLY fastener seat style that can be used is a conical type.

The same rule applies for radius and fat seat styles. ONLY use the correct seat style of fastener for the seat style of the given wheel. Using the incorrect seat style can, and likely WILL, result in fastener loosening, wheel damage, and potential tragedy due to loss of vehicle control when the wheel wobbles or separates from the vehicle. It’s simply impossible to overemphasize this point.

The wheel fasteners are the ONLY connection between the vehicle and the wheels.

Without proper fastening, you’re firting with disaster.

The three most important elements of wheel fastening: 1. Proper seat style 2. Correct thread size (diameter, pitch, length) 3. Proper clamping value. ●

61 | May/June 2013

Circle 124 on Reader Service Card

Ozone generator Say goodbye to vehicle interior odors

By Mike Mavrigian

to place the unit approximately even with the face of the dash. The unit does not gennstead of trying to mask objectionable erate enough heat to damage the resting odors from a vehicle interior, an atsurface, so it’s safe to place it on the dash tempt to actually eliminate the odor is or directly onto a seat. obviously preferable.

Raise all windows, leaving one window An ozone generator (also called an ozone down about two inches and close the doors. machine) is, as the term implies, a unit that The unit will create O3 (ozone), which will neutralize odors such as tobacco smoke, generates ozone. Ozone (O3) is sometimes referred to as “activated oxygen.” Ozone is mildew, etc., and also will neutralize simply three oxygen atoms linked together, allergens. as opposed to O2 (oxygen), which is two Leaving one window cracked open (which oxygen atoms linked together. also provides a path for the electrical cord) Ozone is a natural air cleansing agent assists the process, since the machine feeds found in nature (ozone is created during from oxygen in the air to create ozone. thunderstorms, created by waterfalls, etc.).

The run-time will depend on the size of By generating ozone within a vehicle intethe vehicle and the intensity of the odors, rior, odors are eliminated at the source. When ozone encounters another compound, one oxygen atom will break away, attaching itself to the compound and oxidizing it. In other words, ozone breaks down odor-causing compounds, thereby removing the objectionable odor.

I

Putting it to the test Ozone generators are available from a number of sources and are offered in a variety of shapes and sizes for removing odors and allergens from small enclosed spaces, up to servicing large rooms. For During our test, I placed the ozone machine on my purposes of removing odors from truck’s center console, raised all windows except the a vehicle interior, I chose Malco’s front passenger window, which was cracked open by about two inches. After turning the machine on, I Uvonaire Ozone Machine, part closed all doors and allowed the unit to run for about number 800035. This unit is spe20 minutes. After “airing out” the interior for another cifcally designed for automotive fve minutes, I noticed that the tobacco odor was gone. interior applications.

The unit is AC powered. Simply position but on average, allow the unit to run for the machine in the vehicle interior, in a approximately 15 to 30 minutes. relatively centered location (for example on Upon entering the vehicle after running a front seat, raised up on a cardboard box the ozone machine, you’ll notice a metallic

62 | May/June 2013

odor/taste, but this will dissipate quickly.

Ozone generators are very successful in removing otherwise stubborn odors. An ozone machine can be used with repeated applications if the frst attempt hasn’t eliminated the odors.

For this sample test, I used my personal 2002 Ford F-350 truck (dually crewcab diesel), which is routinely exposed to tobacco smoke. After treating the interior for about 20 minutes with ozone, I turned the machine off and re-entered the vehicle.

A slight metallic taste was evident, which disappeared in about another fve minutes.

I then asked a friend (who constantly complained about the smoke odor in my truck) to drive my truck to the local parts store to pick up a few items that I had ordered.

When he returned, he asked me what I had done to eliminate the smoke odor, noting that he immediately noticed the difference.

After I told him about the ozone machine, he was skeptical, insisting that I must have performed some additional odor-removing process. Still suspicious, he asked to borrow the ozone machine to try at home, since he was having trouble getting rid of a mildew odor in one of his vintage cars. A week later, he returned the unit, claiming that he used the machine twice over a two-day period, and the mildew stink had vanished.

As an additional example, I once loaned the same ozone machine to a friend who owns a nearby body shop. A customer bought a food car, and even after replacing all carpet and insulation, a nasty mildew smell persisted.

While the body shop needed to run the ozone machine about 10 times over the course of a few days, the objectionable odors were nearly eliminated, to a point where the vehicle owner was satisfed and thrilled that he could drive the car “without a noticeable stink.” ● TEST TOOL SOURCE Malco Products 361 Fairview Ave. Barberton, OH 44203 (330) 753-0361 www.malcopro.com

63 | May/June 2013

Circle 125 on Reader Service Card

Acura

on the HDS setup screen are correct.

Select the F12 key in the upper right corACURA KEY WON’T LOCK ner to get the Set-up Details screen. Make This TSB applies to 2007-2010 Acura MDX, sure that Market is set to USA. Select the 2007-2010 RDX, 2007-2008 TL, 2009-2010 time display in the lower right corner to TL (without push button start), 2009-2010 get the Date/Time Properties pop-up winTSX and 2010 ZDX (without push button dow. Make sure that the date and time start). The retractable key may not lock in are correct. its extended position.

5. Connect the HDS to the DLC. In order to correct this, replace the key case, cut the new key to match the original, 6. Insert the customer’s original key (now without the keyless transmitter) into the then rewrite the transponder code into the ignition switch, and turn the switch to immobilizer control unit with the HDS. ON. Turn on the HDS. 7.

At the screen prompts, enter the VIN and PARTS INFORMATION the odometer reading, then verify the (Key case — does not include transmitter or cover) correct date and time.

8. From the system MODEL P/N Selection screen, select 2007-2009 MDX - Driver 1 35121-STX-305 IMMOBI. 2007-2009 MDX - Driver 2 35121-STX-306 9. From the Immobilizer 2010 MDX - Driver 1 35120-STX-305 Test Mode screen, select 2010 MDX - Driver 2 35120-STX-306 Immobilizer Setup.

2007 RDX 35120-STK-305 10. From the Immobilizer 2008-2010 RDX - Driver 1 35121-STX-305 2008-2010 RDX - Driver 2 35121-STX-306 setup screen, select Add 2007-2008 TL - Driver 1 35120-SEP-305 and Delete Keys.

2007-2008 TL - Driver 2 35120-sep-306 11. From the Add and 2009-2010 TL (w/o push button start) - Driver 1 35120-TK4-305 Delete Keys screen, select 2009-2010 TL (w/o push button start) - Driver 2 35120-TK4-306 Add 1 Key. 2009-2010 TSX - Driver 1 35120-TL0-307 12. From the Add 1 Key 2009-2010 TSX - Driver 2 35120-TL0-308 screen, select Begin to 2010 ZDX (w/o push button start) - Driver 1 35120-TK4-305 Add 1 Key. NOTE: If there 2010 ZDX (w/o push button start) - Driver 2 35120-TK4-306 are six keys already in memory, you’ll need to stop and do Delete or Add 1. Using a #0 Phillips screwdriver, remove Multiple Keys, but that requires all of the the screw from the key case. Remove the driver’s keys.

Any key not present will no cover and the key transmitter. longer start the engine.

2. Follow the Decode and Copy instructions 13. From the frst password screen, enter on the Matrix X key cutter to cut a new the frst password, then follow the screen key with the new key case. This allows prompts. When you are fnished, turn the you to use the original key without needignition switch to LOCK, then turn off ing the key code. and disconnect the HDS. 3. Assemble the cover and transmitter onto the new key case and install the screw.

4. To add a key with the HDS, you need the Use a #0 Phillips screwdriver new master key, the frst password (this that is in good fve character code is available on the iN. condition, and Go to SERVICE, select Vehicle Informaapply enough tion from the left column, then select force to avoid damaging the Immobilizer Code Inquiry), and HDS with screw’s drive. software 2.020.018 or later. NOTE: Make sure the market, the date and the time

64 | May/June 2013

Cadillac, Chevrolet, GMC

PCV KILLING SPARK PLUGS

This TSB applies to 2007-2011 Cadillac Escalade/Escalade ESV/Escalade EXT, 20072011 Chevy Avalanche/Express/Silverado 1500/Suburban and Tahoe, and 2007-2011 GMC Savana/Sierra 1500/Sierra Denali/ Yukon/Yukon XL/Yukon Denali and Yukon Denali XL, all equipped with the Gen 4 V8 engine.

Some customers may comment on a service-engine-soon light being on and/or a rough running engine. Technicians may fnd DTC P0300 set. Upon further investigation, technicians may fnd cylinder #1 and #7 spark plugs oil fouled and/or the porcelain may be cracked or broken on the combustion chamber side.

This occurs on the left side of the engine due to PCV pullover that adds additional oil to the cylinders that can foul out or damage the spark plugs.

Install a new left valve cover with the revised baffe to prevent PCV pullover.

REPLACEMENT PARTS Valve cover (2007-2008) Valve cover (2009-2001) Valve cover gasket Spark plug

4WD (1GR-FE) • JTEBU17R*9K038302 • JTEBU14R*9K038305 4WD (2UZ-FE) • JTEBT17R*9K006867 • JTEBT14R*9K006870 The new light bulb is available as P/N 90010-09017.

1. Confrm the concern.

2. Remove the air conditioning control assembly.

3. Replace the two light bulbs for the HVAC control panel illumination circuit. Using a small fat-blade screwdriver, turn the light bulbs counterclockwise to remove and clockwise to install/tighten.

4. Reinstall the air conditioning control assembly and confrm the repair.

12570427 12642655 12612045 12621258 The HVAC illumination panel may be dim, fickering or inoperative.

Toyota

DIM OR FLICKERING HVAC

Some 2003-2009 Toyota 4Runner vehicles may exhibit a condition where the HVAC control panel illumination is dim, fickering or intermittently inoperative. A newly designed light bulb has been made available to resolve this concern.

This TSB applies to vehicles produced before the production change effective VINs listed here: 2WD (1GR-FE) • JTEZU14R*9K024732 • JTEZU17R*9K024733 2WD (2UZ-FE) • JTEZT17R*9K001651 • JTEZT14R*9K001653

Rear view of the control panel assembly. Note the location of the two light bulbs.

Nissan

NISSAN SHIVERS WHEN COLD

This TSB applies to 2010-2012 Nissan Altima sedan and coupe vehicles equipped with the QR25DE four-cylinder engine with

65 | May/June 2013

California emissions only. The idle speed may fuctuate from approximately 1,000 to 2,000 rpm during all of the following conditions: • Occurs for no more than one minute after the engine is started.

• Only when the engine is cold.

• Only when the transmission is in Park or Neutral.

Idle speed is normal (stable) when the engine warms to normal operating temperature.

NOTE: This incident may occur immediately after an oil change.

1. Refer to Step 2 in the service procedure to confrm that this bulletin applies to the vehicle.

2. If this bulletin applies, reprogram the ECM. SERVICE PROCEDURE 1. Connect the CONSULT PC to the vehicle to begin the reprogramming procedure.

CAUTIONS: • Connect a battery charger to the vehicle battery. If the 12V battery voltage drops during reprogramming the ECM may be damaged.

• Be sure to turn off all vehicle electrical loads to avoid ECM damage.

• For ECM reprogramming, the CONSULT PC must be connected to the VI using the USB cable, or the process may be interrupted and the ECM may be damaged.

• Be sure to connect the AC adapter. If the CONSULT PC battery voltage drops during reprogramming, the process will be interrupted and the ECM may be damaged.

• Turn off all external Bluetooth devices (cell phone, etc.) within range of the CONSULT PC and the VI. If Bluetooth signal waves are within range of the CONSULT PC during reprogramming, reprogramming may be interrupted and the ECM may be damaged.

2. When you get to the ECM reprogramming screen shown in Figure 1, confrm that this bulletin applies as follows:

a. On your C-III screen, look at the Part Number column. If this column is blank (no part number listed), this bulletin does not apply. Close C-III and refer to ASIST for further diagnostic information. If a part number is listed, write this number down on the repair order. b. Compare the part number that you recorded to the numbers in the Current ECM Part Number column in Table A. If there is a match, this bulletin applies.

Continue with the reprogramming procedure. If there are two reprogramming options on your C-III screen, use the one that does not have the message “Caution!

Use only ONLY with NTBXX-XXX.” TABLE A Model

Engine

Trans. Current ECM P/N: 23710-

2010 Altima

QR25DE

CVT

ZX12A, ZX12B, ZX12C

2010 Altima

QR25DE

MT

ZX13A, ZX13B, ZX13C

2011 Altima

QR25DE

CVT

ZX58A

2011 Altima

QR25DE

MT

ZX59A

2012 Altima

QR25DE

CVT

9HC0A, 9HC0B, 9HC0C, 9HC0D

2012 Altima

QR25DE

MT

9HC1A, 9HC1B, 9HC1C, 9HC1D

3. If this bulletin applies and you have performed ECM reprogramming, the screen in Figure 2 will display when reprogramming is complete.

If the screen in Figure 2 does not display (reprogramming does not complete), see the ECM Reprogram Interruption Recovery” general procedure. Print the screen and attach it to your work order.

4. Be sure to erase all DTCs from all systems.

During reprogramming, DTCs will set in several systems and must be erased.

5. Test drive the vehicle and make sure it operates correctly and that the MIL is off.

66 | May/June 2013

If the MIL comes on, go back to ASIST for further diagnostic information.

Mitsubishi

MITSU NIXES THERMO VALVE

Mitsubishi has eliminated the Thermo Valve Assembly in production.

This involves the following vehicles: Figure 1: Nissan Altima ECM reprogramming screen.

• 2012 Lancer built on or after Feb. 1, 2012, (U.S.) or Feb. 10 (Canada).

• 2012 Lancer Sportback built on or after Feb. 9, 2012, (U.S. and Canada).

• 2012 Outlander 2.4L built on or after Feb. 2, 2012, (U.S.); Feb. 3, 2012, (Canada).

Figure 2: Check the screen to see if the operation was a success.

67 | May/June 2013

• 2012 Outlander Sport RVR built on or after Feb. 1, 2012, (U.S. and Canada). ●

Circle 126 on Reader Service Card

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

Advertiser

Page

Quik-Link

AAPEX Show

59

www.aspquiklink.com/13123

ACDelco

43

ADVICS North America Inc.

33

www.aspquiklink.com/13114

Aftermarket Auto Parts Alliance Inc.

19

www.aspquiklink.com/13107

Aftermarket Auto Parts Alliance Inc.

57

www.aspquiklink.com/13122

Airtex Products LP

8

www.aspquiklink.com/13104

Akebono Brake Corporation

21

www.aspquiklink.com/13108

Arnott Inc.

63

www.aspquiklink.com/13125

CARQUEST Auto Parts

OBC

www.aspquiklink.com/13128

Carter Fuel Delivery Products

29

www.aspquiklink.com/13111

CRP/Rein Automotive

45

www.aspquiklink.com/13118

DENSO Products and Services Americas Inc.

9

DENSO Products and Services Americas Inc.

47

Drew Technologies

27

www.aspquiklink.com/13110

Eastern Manufacturing Inc.

49

www.aspquiklink.com/13119

Federated Auto Parts

5

www.aspquiklink.com/13102

Ford Parts

25

IMC Parts

IFC-3

www.aspquiklink.com/13101

Induction Innovations Inc.

67

www.aspquiklink.com/13126

KYB America LLC

55

www.aspquiklink.com/13121

Monroe Shocks & Struts

61

www.aspquiklink.com/13124

MOOG Steering & Suspension

37

www.aspquiklink.com/13116

Nissan North America Inc.

17

www.aspquiklink.com/13106

Philips Automotive Lighting

32

www.aspquiklink.com/13113

Robert Bosch LLC

15

www.aspquiklink.com/13105

SK Professional Tools

51

www.aspquiklink.com/13120

SKF USA Inc.

IBC

www.aspquiklink.com/13127

TechSmart by SMP

23

www.aspquiklink.com/13109

Toyota Motor Sales U.S.A. Inc.

40-41

www.aspquiklink.com/13117

TRICO Products

35

www.aspquiklink.com/13115

VDO TPMS Replacement Parts

31

www.aspquiklink.com/13112

Wagner ThermoQuiet

7

www.aspquiklink.com/13103

68 | May/June 2013

Centric Parts offers StopTech Big Brake Kits for 2013 Lexus GS350 StopTech, the high-performance and racing brand from Centric Parts, has introduced StopTech Big Brake Kits for the 2013 Lexus GS350 sedan. The new kits include one front StopTech Big Brake Kit and one rear StopTech Big Brake Kit that represent the ultimate brake system upgrade with stiffer calipers, larger rotors, higher friction pads, stainless steel braided lines and all of the necessary mounting hardware.

CENTRIC PARTS Circle 150 on Reader Service Card www.aspquiklink.com/13150

hybrid vehicles. The Snap-on A/C catalog offers special, limited-time pricing on many products in the catalog.

SNAP-ON TOOLS Circle 152 on Reader Service Card www.aspquiklink.com/13152

Mohawk Lifts launches mobile website Mohawk Lifts, manufacturer of above ground vehicle lifts ranging from 6,000- to 240,000- lb. capacities, has launched a mobile version of the Mohawk Lifts website. The mobile websites provides customers with the same information as the regular Mohawk Lifts site and has been optimized for browsing without a mouse and keyboard. The mobile site will automatically display when www.mohawklifts.com is accessed from a mobile device.

MOHAWK LIFTS Circle 153 on Reader Service Card www.aspquiklink.com/13153

Mighty Seven NC-6218 powerful D-handle impact wrench King Tony America says the 12.54-lb. Mighty Seven NC-6218 is the smallest, most powerful 3/4-inch drive D-handle type impact wrench in its class. With an overall size of 1 foot, 9/16 inches, technicians get 1,500 ft.-lbs. of torque.

The NC-6218 comes with a full two-year warranty.

KING TONY AMERICA Circle 151 on Reader Service Card www.aspquiklink.com/13151

Snap-on A/C catalog The new Snap-on Tools A/C Equipment and Tools catalog features the new Hybrid Capable A/C Recovery/Recycle/Recharge machine (EEAC325BH) which helps service technicians properly and safely service both hybrid and non-

45 new MOOG steering, suspension parts for Chrysler, Ford and Volvo The MOOG steering and suspension product line from Federal-Mogul Corp. now includes 45 additional high-quality parts covering millions of late-model passenger vehicles from Chrysler, Ford and Volvo. The latest expansion includes P/Ns CK620592 and CK620593 lower control arms with MOOG Problem Solver ball joints for 2000 Volvo S40s and V40s. Also included is the P/N K750429 rear sway bar link kit for 2010-2012 Dodge Ram 3500s and 2008-2012 Ram 4500s and 5500s.

FEDERAL-MOGUL CORP. Circle 154 on Reader Service Card www.aspquiklink.com/13154

71 | May/June 2013

race down-pipes eliminate the catalytic converters for maximum exhaust fow for the popular BMW 1 and 3 series with the N54 twin turbo motor. The product is TIG-welded by certifed craftsmen for race-proven strength and durability.

Automatic Transmission Fluid Aisin World Corp. of America reports its stateof-the-art Automatic Transmission Fluid is designed specifcally to maximize the performance and longevity of Aisin transmissions. Excellent fow and temperature characteristics ensure smooth engagement in any weather condition, notes Aisin. The transmission fuid is optimally engineered for smooth shifting without any shift shock, and fuid friction coeffciency reduces drivetrain power loss, which enables better vehicle start and acceleration.

AISIN WORLD CORP. OF AMERICA Circle 155 on Reader Service Card www.aspquiklink.com/13155

ACDelco introduces head lamp restoration kit The new, ACDelco-licensed Li-ion 12V mini polisher with head lamp restoration kit helps erase the signs of age and can also enhance driver visibility.

The ARS12707R ACDelco-licensed three-inch mini-polisher with restoration system features a compact size for small area polishing and a two-positioned side handle for easy operation. Variable speed avoids spraying polishing compound during startup.

ACDELCO

Twisted Steel Down-Pipe for the BMW from aFe Power

AFE POWER Circle 156 on Reader Service Card www.aspquiklink.com/13156

Smart Splice Line-to-Hose Connector AirSept Inc. says technicians can avoid the costly, time-consuming replacement of the connections between a metal line and A/C reduced barrier hose with the new Smart Splice Line-to-Hose Connector. The Smart Splice Line-to-Hose Connector is based on proven, advanced seal and vibration resistant technologies including the HNBR Seal Sleeve that expands the metal line sealing surface area. It seals against irregular tubing surfaces and prevents leak “travel” that can defeat narrow O-ring seals.

AIRSEPT INC. Circle 157 on Reader Service Card www.aspquiklink.com/13157

Transmission fuid added to AMSOIL Signature Series family AMSOIL Inc. has repositioned two of its synthetic automatic transmission fuids to be included in the company’s Signature Series family — the AMSOIL Multi-Vehicle Synthetic Automatic Transmission Fluid and AMSOIL Fuel-Effcient Synthetic Automatic Transmission Fluid (ATF). Signature Series ATF provides high and low temperature performance and oxidation stability. AMSOIL Synthetic ATF is formulated to improve fuel effciency, reduce transmission temperatures and increase equipment life.

Advanced FLOW engineering (aFe Power) offers the Twisted Steel Down-Pipe for the AMSOIL INC. BMW 335i 2007-10/135i, and 2008-10 L6-3.0L (tt) Circle 158 on Reader Service Card N54, P/N 46-36301-1. The aFe Power cat-delete, www.aspquiklink.com/13158

72 | May/June 2013

Autodata Publications expands Quick-Reference PRO Autodata Publications has expanded its online automotive information system, Quick-Reference PRO, to include vital additional wiring diagrams.

Spanning fve different systems, the new wiring diagrams cover door locks, headlights, power windows, exterior lights and wipers/washers. In addition, the newest release has been updated with information on more than 60 of the latest vehicles. The expanded information also includes key programming instructions for complex keyless entry vehicles and additional technical service bulletins.

AUTODATA PUBLICATIONS Circle 159 on Reader Service Card www.aspquiklink.com/13159

Hofmann Touchless Alignment Wheel Clamp The new Hofmann Touchless Alignment Wheel Clamp from Snap-on Equipment allows techs to get accurate and repeatable results quickly and effciently, all without the clamps touching the wheel rim. With its patented, self-centering design, the AC400 allows measurement of crossdiagonal and tire-rolling radius to help reveal mismatched tire sizes. Clamping is accomplished in just a few turns with a single fast-action adjustment knob that adjusts to the full range of tire sizes without exchanging accessories.

SNAP-ON EQUIPMENT Circle 160 on Reader Service Card www.aspquiklink.com/13160

Bosch tire changer with premium-grade three-point helper Robert Bosch LLC says its TCE 4335THP tire changer is a rugged mid-priced unit that incorporates a premium-grade helper assembly with three rigid arms to keep the tire bead in

the drop center of the rim at all times. The TCE 4335THP features outside clamping up to 26 inches with a reinforced tilt tower that adapts to different rim diameters without the need for mount head adjustment. The advanced high performance mount head design allows for tire lever removal without ever touching the rim.

ROBERT BOSCH LLC Circle 161 on Reader Service Card www.aspquiklink.com/13161

Blackburn’s website features Wheel Finder Blackburn’s Hubcap & Wheel Inc.’s corporate website at www.blackburnwheels.com features descriptions of the company’s products including OEM alloy and steel wheels, late-model hubcaps, TPMS components, center caps/trim rings and antique/classic caps. The site also describes Blackburn’s alloy wheel refnishing services, as well as bumper and parts rechroming.

It is linked with www.blackburnswheelfnder.com, a site that features a Wheel Finder function that goes back 50-plus years.

BLACKBURN’S HUBCAP & WHEEL INC. Circle 162 on Reader Service Card www.aspquiklink.com/13162

Recycle your O2, A/F sensors PGM Recovery Systems LLC is a nationwide processor of used O2 and A/F sensors. Don’t toss these sensors into the trash; recycle instead. Simply cut off the wiring harness and collect the used sensors in a box; once full, mail them to PGM for payment. Proceeds will be sent to you or donated to the charity of your choice.

PGM RECOVERY SYSTEMS LLC Circle 163 on Reader Service Card www.aspquiklink.com/13163

73 | May/June 2013

Bosch Mastertech VCI scan tool adds Chevy, Buick, GMC, Cadillac

73-80162, Dodge Stratus/ Chrysler Sebring 2001; P/N 73-80163, Dodge Caravan/ Chrysler Town & Country 2001; P/N 73-80165, Dodge Neon 2001; P/N 73-80177, Dodge Intrepid/Chrysler 300M 2001; P/N 73-80178, Dodge Stratus/Chrysler Sebring 2002; P/N 73-80181, Chrysler PT Cruiser 2001; and P/N 73-80183, Dodge Neon/Chrysler PT Cruiser 2002.

Robert Bosch LLC has expanded the diagnostic capabilities of its Mastertech VCI (M-VCI) aftermarket scan tool to provide authentic OEM dealer level diagnostics for Chevrolet, Buick, GMC and Cadillac branded vehicles. The M-VCI scan tool includes two aftermarket diagnostics ap- CARDONE INDUSTRIES plications — ESI[tronic] 2.0 — which provides Circle 166 on Reader Service Card coverage for a variety of European and Korean www.aspquiklink.com/13166 vehicles, and the award-winning Shop Foreman Pro software which provides extensive Asian and domestic coverage.

ROBERT BOSCH LLC Circle 164 on Reader Service Card www.aspquiklink.com/13164

Brembo’s Extrema caliper for high-end cars

VDO REDI-Sensor training video

Brembo North America Inc. says its Extrema caliper is designed for high-end cars to meet the demands of an extremely demanding and continuously evolving market. Brembo supplies the whole braking system on the new special limited edition of the Ferrari. This is the Maranello-based manufacturer’s frst car to be ftted with the hybrid HY-KERS technology that associates the 800 HP V12 power unit with a 120kW electric motor that recovers the energy produced while braking. This is also thanks to the experience gained on the F1 tracks with the Ferrari KERS system.

CONTINENTAL COMMERCIAL VEHICLES & AFTERMARKET Circle 167 on Reader Service Card www.aspquiklink.com/13167

Continental Commercial Vehicles & Aftermarket offers the training video “TPMS Vehicle Relearn vs. TPMS Sensor Programming.” The video highlights the differences between a traditional TPMS vehicle relearn procedure and the new sensor programming procedure required by some universal and programmable TPMS sensors.

Blue-Point XL Air Hammer Drift Set

Snap-on Tools says the new Blue-Point XL Air Hammer Drift Set (P/N PHGL37KT) is the perfect BREMBO NORTH AMERICA INC. solution for breaking free Circle 165 on Reader Service Card hard-to-reach bolts and pins that have seized due www.aspquiklink.com/13165 to rust and time. Its fve-inch-long parallel shaft design will not get stuck in deep holes. The set CARDONE electronic automatic includes the three most-commonly used sizes transmission control modules CARDONE Industries has released electronic (8 mm to 5/16-inch, 10 mm to 3/8-inch and 12 automatic transmission control (EATX) modules mm to 1/2-inch) and a canvas pouch for storage. for 2001-04 Dodge/Chrysler vehicles. Part num- SNAP-ON TOOLS bers and applications include: P/N 73-80158, Circle 168 on Reader Service Card Dodge Stratus/Chrysler Sebring 2004; P/N www.aspquiklink.com/13168

74 | May/June 2013

DENSO Spark Plug diagnostic guide DENSO Products and Services Americas Inc. offers its Spark Plugs poster covering the diagnosis of a used spark plug. Information covered includes descriptions of carbon fouling, oil fouling, preignition and overheating. The guide also covers the symptoms and causes of a broken insulator, a torched seat and mechanical damage. Also covered is information on heat ranges including the defnitions of hot and cold plugs. To order visit http://www.densoaftermarket.com/posters.

semi-metallic pad sets are available: P/N QC1653 for the 2013 Ford Fusion (front); P/N QC1647 for the 2013 Dodge Dart (rear) — front pads are also available; P/N QC1645 for the 2013 Ford Escape (front) — rear pads are also available; and P/N QC1611B for the 2013 Lincoln MKS (front) — rear pads are also available.

FEDERAL-MOGUL CORP. Circle 171 on Reader Service Card www.aspquiklink.com/13171

Forward Lift mobile column lifts

Forward Lift, a brand of Vehicle Service Group, is expanding its heavy-duty product offering to include its frst batteryoperated mobile column lifts. The new DENSO PRODUCTS AND SERVICES AMERICAS INC. FCH family of mobile column lifts offers 18,000 pounds of capacity per column in Circle 169 on Reader Service Card an affordable, portable package for indewww.aspquiklink.com/13169 pendent repair facilities. The fxed forks TechSmart Technician on FCH lifts ft most truck tires without the need for adjustBench Guide The 32-page TechSmart ment, enabling faster set-up.

Technician Bench Guide VEHICLE SERVICE GROUP from Standard Motor Prod- Circle 172 on Reader Service Card ucts Inc. features more than www.aspquiklink.com/13172 160 of TechSmart’s products with all TechSmart categories represented. Products are highlighted with features, benefts and vehicles in operation information. The digital version of the new bench guide can be downloaded on the website www.TechSmartParts.com.

STANDARD MOTOR PRODUCTS INC. Circle 170 on Reader Service Card www.aspquiklink.com/13170

Hunter Engineering system inspects vehicle in three minutes

ThermoQuiet pads for Dart, Fusion Federal-Mogul Corp. has introduced the frst aftermarket replacement front brake pads for the 2013 Ford Fusion and the first rear pads for 2013 Dodge Dart passenger cars. The following new ThermoQuiet CeramicNXT and ThermoQuiet

Hunter Engineering Co. has expanded its Quick Check system to inspect a vehicle’s brake performance, battery health, tire health, emissions and alignment in less than three minutes. The system uses new WinAlign 14 software to provide safety and maintenance information. The Quick Check inspection system builds on Hunter’s patented alignment check system, the fastest way in the industry to measure alignment angles that affect tire life, according to the company.

HUNTER ENGINEERING CO. Circle 173 on Reader Service Card www.aspquiklink.com/13173

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their customers time and money. An affordable solution to valve stem corrosion problems, the patent-pending reCore System provides everything service technicians need to repair corroded TPMS valves — including replacement TPMS valve stems and caps that are nickel-plated and will not fail due to galvanic corrosion.

KEN-TOOL Circle 175 on Reader Service Card Innovative Products of America has introduced www.aspquiklink.com/13175

New IPA tight access grab tool

durable pliers designed for gripping and biting materials in constricted areas called the Mantus Tight Access Tool P/N 8041. The company says the grab tool is made from surgical stainless steel and features interlocking serrated teeth at the end of a six-inch handle. The serrated teeth are excellent for grabbing objects in hard-to-reach areas such as fuses, pins and gaskets.

Digital refractometers for testing Diesel Exhaust Fluid

The MISCO U.S.-made Palm Abbe DEF-201 and DEF-202 are handheld digital refractometer models designed specifcally for testing the conINNOVATIVE PRODUCTS OF AMERICA centration of urea-based Diesel Circle 174 on Reader Service Card Exhaust Fluid (DEF). By applywww.aspquiklink.com/13174 ing a urea-specifc temperature compensation, MISCO achieves a higher level of measurement precision, +/-0.1 percent-by-weight. Proper urea concentration is critical for sustaining reduced diesel emissions which, besides being good for the environment, can save the DEF consumer money, ACDelco Li-ion 12V die grinders Two new ACDelco-licensed Li-ion 12V die grind- prevent damage to expensive SCR components, ers are designed to help technicians tackle light- and help identify tampering, notes MISCO. duty surface prep and material removal with MISCO U.S. ease and precision. The ARG1213 Straight Die Circle 176 on Reader Service Card Grinder (shown) offers a straight head design, a www.aspquiklink.com/13176 compact head size and overall length of 12-1/2 inches for restricted access applications. The New Tru-Flate accessories packaging ARG1214 Angle Die Grinder offers a 90-degree Plews & Edelmann has creangle head design for use with sanding discs ated new packaging for Truand carbide burrs to use in light-duty, narrow Flate air accessories and tire space grinding applications. repair products for easier identifcation of correct couACDELCO plers and plugs. Nearly 60% of individuals surveyed were Ken-Tool reCORE frustrated when purchasing system saves airline couplers and plugs, sensors Because TPMS failure according to the company’s is often due to valve market research. Customers told the company it stem failure, caused by can be diffcult to match the correct style coupler galvanic corrosion, Ken- with the right plug that properly mates with their Tool has introduced its system. new reCore Sensor Saver System that positions PLEWS & EDELMANN auto and tire service shops to take advantage Circle 177 on Reader Service Card of TPMS repair opportunities while they save www.aspquiklink.com/13177

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

The bundle includes labels with torque specifcations and pictures for easy identifcation.

ORO-TEK Circle 178 on Reader Service Card www.aspquiklink.com/13178

of dye, notes Tracer. This ensures that all leaks glow brilliantly for quick, easy repairs.

TRACER PRODUCTS Circle 180 on Reader Service Card www.aspquiklink.com/13180

Veyance boosts Gatorback brand

BWD Automotive releases 370 new part numbers Standard Motor Products Inc. (SMP) has added 370 new part numbers to its BWD Automotive engine management line. Expanded coverage includes 37 new ABS speed sensors for an additional three million VIO. Other expanded categories include relays, emission controls, sensors, computerized engine controls and more than 130 new multi-function and combination switches.

STANDARD MOTOR PRODUCTS INC. Circle 179 on Reader Service Card www.aspquiklink.com/13179

Tracer dual-head LED leak detection fashlight Tracer Products has introdu c e d the Tracerline Vio-Blu cordless, dual-head LED flashlight for locating all automotive system leaks.

The Vio-Blu features a high-output true UV LED at one end and a super-bright blue light LED at the other. As a result, it provides optimal fuorescent response and contrast, regardless of the type

Veyance Technologies Inc., manufacturer of Goodyear Engineered Products and the Gatorback brand, announces the release of 227 new part numbers to its automotive aftermarket and heavy-duty product lines. The latest additions include 110 automotive hoses, 34 industrial belts, 27 tensioners and pulleys and 25 automotive belts. In addition there are 12 straight radiator hoses (silicone), 11 pressure washer hoses and eight timing kits.

VEYANCE TECHNOLOGIES INC. Circle 181 on Reader Service Card www.aspquiklink.com/13181

WIX XP line of high premium oil flters WIX Filters, a member of the Affnia Group family of brands, has launched a new XP line of high premium oil filters. They are engineered to withstand the toughest of driving conditions and scientifcally designed to maximize the performance of synthetic motor oils, notes WIX. Premium oil flters such as XP provide several benefts, including wire-backed, fully synthetic media to trap more dirt, dust and grime. The flters also offer greater resistance to hardening and cracking due to the silicone anti-drain-back valve.

AFFINIA GROUP INC. Circle 182 on Reader Service Card www.aspquiklink.com/13182

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nal LCD screen for enhanced viewing 40% larger than the previous model. The borescope has the ability to confrm mechanical problems before disassembly. Dual-imager lenses can look straight ahead and at a 90-degree angle, providing unmatched image quality at 90 degrees and eliminating the MEYLE-HD launches stabilizer links FOD hazard of with new wrench attachment Wulf Gaertner Autoparts AG has launched the a detachable mirror. third generation of MEYLE-HD stabilizer links with SNAP-ON TOOLS a new enhancement. The third generation of these Circle 185 on Reader Service Card products is easier to install and remove, the company www.aspquiklink.com/13185 notes. The ball pin features a 16 mm integrated wrench attachment designed to increase repair ACDelco Fluids/Chemicals Catalog simplifcation. Wulf Gaertner Autoparts AG offers ACDelco has released its 2013 a wide range of reinforced HD stabilizer links to Fluids and Chemicals Cataft over 10,000 vehicle applications. These parts log (P/N VC-CA-0304-12A) have been designed by the company’s in-house that includes 16 categories of engineering staff to offer improved technical ACDelco fuids and chemicals, characteristics. from motor oil and brake cleaners to appearance products and WULF GAERTNER AUTOPARTS AG sealants. For convenience, the Circle 183 on Reader Service Card catalog also includes a Service www.aspquiklink.com/13183 Event Quick Reference Guide and a section on GM-Recommended Fluids Expanded coverage in at GM-Recommended Intervals. The catalog VDO TPMS catalog Continental Commercial Ve- can be ordered through the ACDelco e-Store at hicles & Aftermarket, manu- www.acdelcoestore.com/ACDelco. facturer and supplier of VDO ACDELCO OE-engineered instrumentation and replacement parts, has re- Permatex Fast Orange hand cleaner leased its new VDO 2013 TPMS Permatex Fast Orange hand cleaner now incorReplacement Parts Program porates MircroGel technology, catalog. The publication has been expanded a polymer emulsion synthetic to include the latest application validations for solvent that eliminates the need the VDO REDI-Sensor Multi-Application TPMS for citrus (orange oil) or petroleum sensor line, which now provides coverage for base solvents, while continuing to over 85% of all vehicles in North America with deliver effective cleaning power. just three sensor SKUs, the company notes.

Fast Orange is effective at removing the toughest dirt and stains, CONTINENTAL COMMERCIAL VEHICLES & including resins, oil, grease, tar, AFTERMARKET grime, soil, epoxies, paint, adheCircle 184 on Reader Service Card sives and gasket sealants. The www.aspquiklink.com/13184 use of MircroGel Technology also helps Permatex Digital borescope from Snap-on Tools Fast Orange to easily meet new VOC regulations.

Snap-on Tools, a subsidiary of Snap-on Inc., PERMATEX has introduced the Advanced Digital Borescope Circle 186 on Reader Service Card (BK6500) that features a 4.3-inch (109 mm) diago- www.aspquiklink.com/13186

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Circle 127 on Reader Service Card

Circle 128 on Reader Service Card