Auto Service Professional -December 2023

DECEMBER 2023 • VOL. 13, NO. 6

THE TECHNICIAN’S RESOURCE THE TECHNICIAN’S RESOURCE

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DECEMBER 2023 • VOL. 13, NO. 6

THE TECHNICIAN’S RESOURCE

TECHS HELPING TECHS Lessons learned from service bays

ELECTRIC POWER STEERING TESTING BODY CONTROL MODULES PREVENTIVE MAINTENANCE OF EVS 6

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Auto Service Professional > The Technician’s Resource

For Owners

For Managers

CONTENTS

For Technicians

December 2023 Vol. 13, No. 6

departments 04

STRAIGHT TALK What Not To Do Lessons learned from a joyride

07

TECH TIPS From Tire Age to the Chevy Bolt

34

AD INDEX

COVER IMAGE BY: ID: 10344638 © DIEGO VITO CERVO | DREAMSTIME.COM

technical 12

12

THE RISE OF ELECTRIC POWER STEERING Understanding and servicing the system

20

PREVENTIVE MAINTENANCE OF EVS Will EVs keep us busy enough?

07

25

TECHS HELPING TECHS Readers share lessons learned from their service bays

29

TESTING BODY CONTROL MODULES We break down the Chrysler TIPM

29

Publisher’s Note:

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Starting in 2024, Auto Service Professional’s technical articles, TSBs and much more will be found in Motor Age magazine, and available online at VehicleServicePros.com.

We'll see you there in the new year!

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S T R A I G H T TA L K

What Not To Do Lessons learned from a joyride B Y M I K E M AV R I G I A N

R

ECENTLY I READ A STORY OF A

customer who brought his BMW to a repair shop for service (I won’t mention the name and location of the shop). Apparently, after the repairs were made, a shop employee took the car out for a test drive. Normal procedure, right? However, things got ugly.

According to the vehicle owner, after picking the car up and paying the reported $2,500 repair bill, he noticed that his stereo system wasn’t working. He said he spoke to the shop and was told that they did nothing that would have affected his sound system, so they were not liable.

Luckily for the car owner, he had an in-car camera that recorded the “test drive.” According to the customer, he reviewed his in-car camera and found 11 videos that showed the car being driven over 100 mph, with a top speed of 113 mph. The videos showed the vehicle being driven erratically, even going through a red light — while the sound system was on at full blast.

After reviewing the videos captured on his in-car camera, the customer complained to the shop owner who, after viewing the video, apologized for the employee’s actions, and, according to the customer, agreed to pay for damage to the stereo system to the tune of about $850.

The story said several weeks passed and the customer still hadn’t received reimbursement; the customer claimed the shop was “dodging him.”

Granted, I wasn’t there and know only what I read, but I did see a video that appears to support the car owner’s claim. I’m simply referring to this as an example of what not to do.

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If this actually took place, shame on the shop.

Customers should never be treated like this. Customers place faith and trust in the shop to perform proper service and certainly do not expect the shop to abuse their vehicles in the process. In my opinion, if the aforementioned incident did take place as the car owner claims, the repair shop should do three things: fire the employee, make restitution for the sound system, and offer one or more routine services for the customer free of charge as a way to apologize and re-establish the customer’s faith in the shop.

If we want repeat business and expect to gain a reputation in the community for quality and trustworthy service, we simply cannot allow this type of behavior to exist. There is simply no excuse for abusing the customer’s trust. It’s a sure way to lose existing and potential future business, as there’s a real risk of the customer sharing this experience — both through word-of-mouth and on social media.

It’s these types of inexcusable actions by one shop that give the rest of us a bad name.

M I K E M AV R I G I A N EDITOR

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T HE T ECHNICI A N ’S RE SOURCE

ONLINE

3515 Massillon Rd., Suite 200, Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: autoserviceprofessional.com

PUBLISHER Greg Smith / gsmith@endeavorb2b.com (330) 598-0375

EDITORIAL Editor: Mike Mavrigian mmavrigian@endeavorb2b.com Managing Editor: Joy Kopcha jkopcha@endeavorb2b.com / (330) 598-0338 Associate Editor: Madison Gehring mgehring@endeavorb2b.com / (330) 598-0308

PRODUCTION Art Director: Molly VanBrocklin Production Manager: Karen Runion krunion@endeavorb2b.com / (330) 736-1291

CONTRIBUTORS Jeff Taylor, Diagnostics & Drivability Specialist Bill Fulton, ASE Master Tech Craig Van Batenburg, EV Technology

ADVISORY BOARD Chris Chesney, Repairify Jake Sorensen, McNeil’s Auto Care Seth Thorson, Eurotech Automotive Donny Seyfer, Seyfer Automotive Bill Fulton, ASE Master Tech

ACCOUNT EXECUTIVES Marianne Dyal / mdyal@endeavorb2b.com (706) 344-1388

FIND TECHNICAL VEHICLE INFORMATION ON VEHICLESERVICEPROS.COM

Sean Thornton / sthornton@endeavorb2b.com (269) 499-0257 Kyle Shaw / kshaw@endeavorb2b.com (651) 846-9490 Martha Severson / mseverson@endeavorb2b.com (651) 846-9452 Chad Hjellming / chjellming@endeavorb2b.com (651) 846-9463

Turn to the VehicleServicePros website any time you need an update on the latest industry news, newest products and vehicle technical information. Our technical service bulletins and in-depth technical articles will move there in 2024, and the site also features the latest from suppliers and manufacturers to keep you up-to-date on the automotive industry.

ENDEAVOR BUSINESS MEDIA, LLC CEO: Chris Ferrell President: June Griffin CFO: Mark Zadell COO: Patrick Rains CRO: Reggie Lawrence

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VEHICLESERVICEPROS.COM TODAY

Chief Digital Officer: Jacquie Niemiec EVP Transportation: Kylie Hirko Vice President - Vehicle Repair Group: Chris Messer VRG Editorial Director: Matthew Hudson

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TECH TIPS

From tire age to the Chevy Bolt

TIRE AGE MATTERS Age makes a difference, and tires are no exception. Regardless of tread condition, the age of a tire theoretically could affect its reliability. Tires are made of organic and synthetic materials that can “age” due to exposure to ozone and temperature fluctuations. Tires manufactured after the year 2000 display the date of manufacture on the outer sidewall, to the far right of the DOT (Department of Transportation) stamp. This will be a four-digit number. The first two digits indicate which week of a year the tire was made, and the last two digits indicate the year. For example, if the code reads “2121,” this means the tire was made in the 21st week of the year 2021.

This example (see last set of numbers to the right of the DOT stamp) shows a date code of 1020. This indicates the tire was made in the 10th week of the year 2020.

MUSTANG REAR CALIPERS

INTAKE GASKET

In order to compress the rear caliper pistons on Ford Mustangs (2007 as an example), to perform a rear pad change, the piston must be rotated and compressed at the same time. Simply turning or pushing will not work.

The customer reports a misfire. Using a 2016 BMW 328i as an example, when you perform a scan, DTC P0303 is detected, indicating a misfire with cylinder 3. While this code can imply that there’s an issue with the spark plug, fuel injector, PCM, throttle body or intake manifold gasket, try using a smoke machine first. If you see smoke escaping from the intake gasket, you found the problem, saving the time it would take testing other components.

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TECH TIPS

From tire age to the Chevy Bolt

RAIN DEFLECTORS Are you installing rain deflectors on the window frames of a vehicle door, perhaps on a light truck? Rain deflectors provide protection from rain entering the interior when the window glass is down, particularly when the window glass is partially down. Many of these deflectors are made of thermo-set plastic and require bending during installation to flip the flanges next to the rubber weatherstrip. Once the deflectors are fully installed, roll the power window glass up fully, but in small “bump” steps, until it is fully up. Then leave the glass fully up for about 48 hours without disturbing the glass position. This allows time for the plastic to “settle” and conform into its new home. If you don’t wait long enough, when the glass is powered down and then upwards, the glass may contact enough resistance at the deflectors to prevent the glass from going up, and it may sense the resistance and send the glass down again. Patience is key. Allow for “settling” time before running the glass up/down.

DON’T BE FOOLED Working on a 2011-2014 Honda Odyssey where the customer complains about a thump or pop noise when going slowly over bumps?

While you likely will initially suspect the vehicle has a suspension problem, this might not be the case. Before delving into suspension system diagnosis, be aware that the real culprit on this vehicle might be low fluid in the washer fluid reservoir. Fill the reservoir and conduct a test drive. If the noise remains, then inspect the front suspension (strut bearing, anti-sway bar bushings, etc.)

CHEVY BOLT EV TIPS If a customer’s 2017-2019 Chevy Bolt EV shows the MIL, charging port door light and fuel port door light all on, the cause may be road debris in the charge and/or fuel door switch. You may also have DTC P04B6 (fuel fill door stuck closed) set in the hybrid PCM module 2. Before replacing any charger or fuel port fill door assembly, use low compressed air and blow out any debris in the door switch, then re-check for proper switch operation.

In an unrelated Bolt issue, owners may comment that the red park brake light comes on intermittently. Remind the driver this is normal. The vehicle automatically applies the electronic park brake (EPB) when the vehicle is not moving (about every 50 key cycles) to check the operation of the EPB system.

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The charger door switch is indicated at No.1, while the fuel port fill door switch is marked at No. 2.

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SUPPORT RIGHT TO REPAIR! Now is the Time for Action!

Tell your lawmaker to ensure consumer choice and safeguard a free and fair repair market by supporting Right to Repair legislation for our industry.

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C O M PA N IE S H E L P IN G T E C H S

KEEP PROFIT LOSS AND CUSTOMER COMEBACKS AT BAY

Tips For Selecting The Right Aftermarket Parts.

Let’s be candid: Aftermarket parts have posed significant challenges for technicians, impacting their efficiency, time and profitability. Quality parts and the data to search and find them has traditionally been difficult to come by. Its absence has often resulted in delivery of incorrect parts and delayed vehicle returns to customers.

“So many times, when I’m dealing with an aftermarket part, something is wrong,” says Brandon Steckler, Master Technician, who has vast experience with aftermarket parts. “And if I’m talking about aftermarket electric parts, it’s even worse.”

“There is a solution to aftermarket part failures,” says Dustin Pedley, Head of the North American Aftermarket for Stellantis. “Simply make aftermarket parts that pass O.E. standards for fit, form, function and durability for all makes and models.”

Pedley continued: “Purchasing aftermarket parts shouldn’t have to be a risky decision, as long as you choose a quality, repeatable aftermarket brand.”

Here are Pedley’s valuable tips to help technicians identify high-quality aftermarket parts: TIP 1: Look for O.E.-backed aftermarket parts.

O.E. backing carries significant clout. It ensures that the part you’re using is pre-tested to fit, function and operate reliably. For technicians, that means working with components that perfectly align with O.E. specifications, ensuring that threads line up, bolt holes match and parts operate seamlessly with other components.

To be certain the parts you select are O.E.-backed, visit the parts website to see who backs the part. Look up the warranty documentation and understand how to get warranty service. Using these few steps will make your full repair and warranty service easier to navigate with an established process in place.

When ordering, be sure to specify the parts you want through a cataloging system with correct data that can support the level of detail you need. For example, look for buyer’s guides to help you make the best choices to cover most of your line with the least number of SKUs. TIP 3: Look for aftermarket parts brands that look for ways to support you.

When choosing an aftermarket parts company, look for products that enhance safety, compliance and longterm reliability. The benefits ultimately lead to more satisfied customers, a stronger reputation and a more diverse customer base.

Working with an aftermarket partner who understands your needs is important. They work to help you support different brands with coverage and cross-reference on interchangeable parts. They also work behind the scenes with data and promotions to make running your business easier. Look for support data and programs like buyer’s guides, application guides, promotions, rewards and high-quality catalog parts data that is based on industry standards, so you can specify the parts you want.

More quality aftermarket companies are emerging and bproauto® parts is a rising star among them. bproauto parts are produced and backed by an O.E. manufacturer, so they are developed and tested to ensure they meet the same fit, form and function tests as O.E. parts.

In addition to providing aftermarket parts that fit most makes and models, bproauto is well ahead of the aftermarket curve in providing the parts data and support businesses need to stock the correct parts for the vehicles they service.

TIP 2: Stock all make/model parts.

Once you've identified a high-quality, O.E.-backed parts brand, consider the advantages of stocking parts for all makes and models. This approach allows you to cater to a diverse customer base, fosters potential business growth and enables cost-effective repairs. It also reduces inventory costs and conserves valuable shelf space.

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T H E R I S E O F E L E C T R I C P O W E R S T E E R IN G

The Rise of Electric Power Steering Understanding and servicing the system B Y J E F F TAY L O R

W

ITH

THE

WIDESPREAD

USE

OF

Electric Power Steering (EPS) systems in recent years, the automotive industry has undergone a substantial upheaval. These systems provide better fuel efficiency, improved driving, increased reliability, and have almost completely replaced the conventional hydraulic power steering systems on most vehicles.

The belt-driven hydraulic pump reduced fuel economy, because it worked continuously and consumed engine power even when steering assistance wasn’t needed. It also needed regular maintenance, had parts that quickly wore out, and was prone to fluid leaks. The EPS system is more efficient and compact, getting rid of the hydraulic pump, hoses and fluid reservoir.

The Electric Power Steering (EPS) is easily adapted to electric or hybrid vehicles. This photo of a rear chassis module shows how the EPS can be incorporated easily into the rear steering of an electric vehicle without the need for hydraulic lines. (all images courtesy author)

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This photo shows the electric motor that will provide the needed steering assistance on this EPS system, without the need for a hydraulic pump.

Although effective, the early EPS systems lacked the road feel and sophistication of the more recent EPS systems. Today’s EPS is tightly integrated with innovative driver-assistance features all while providing great road feel for the driver.

Both the driving experience and safety of these EPS-equipped vehicles were improved by these and other advances. Automakers eventually focused on the advantages of EPS and started implementing them into a larger selection of their vehicles. Another factor leading to the implementation of EPS was that hybrid vehicles don’t always have a running engine, and electric vehicles don’t have an engine at all to drive the hydraulic power steering pump. A substantial part of today’s fleet is either hybrid or fully electric, so the EPS system has been embraced. But there are benefits and advantages to employing EPS on conventional Internal Combustion Engine (ICE) vehicles as well.

• Energy Efficiency: EPS systems are more energyefficient compared to traditional hydraulic power steering systems because they only consume power when steering assistance is needed. In hybrids and EVs, where energy conservation is crucial for maximizing range and efficiency, EPS contributes to energy savings.

• Regenerative Braking Integration: Hybrids and EVs use regenerative braking systems to recover energy during deceleration for effective efficiency.

The EPS systems can be integrated with regenerative braking, enhancing the overall energy recovery process. During the regenerative braking phase of

a hybrid or electric vehicle, the side-to-side regenerative brake distribution can become imbalanced due to a turning maneuver, uneven road surface or other factors. This can cause a pull or lead feeling through the steering to the driver. If the vehicle is equipped only with a rear electric drive motor, dual electric motors or a hybrid front and electric rear motor, the regenerative braking torque can apply to only one axle. This could cause a braking imbalance from front to rear. This situation can have a considerable impact on vehicle handling and stability when cornering or braking. Today’s hybrid and electric EPS systems will take regenerative braking into consideration to counteract the issues that regenerative braking forces can cause, while still maximizing energy harvesting efficiency and keeping the vehicle stable and safe.

• Weight Reduction: EPS systems are generally lighter than hydraulic power steering systems because they do not require a hydraulic pump, fluid reservoir or associated components. The reduced weight contributes to improved vehicle efficiency and handling.

• Variable Assistance and Variable Ratio: EPS systems can supply variable assistance based on driving conditions. At lower speeds or during parking maneuvers, EPS can supply maximum assistance, making steering effortless. At higher speeds, it can reduce assistance to improve stability and energy efficiency. Some EPS designs will allow for variable turning radius and a decreased turning radius in certain conditions, such as a parking maneuver.

• Integration with Vehicle Control Systems: EPS systems can be tightly integrated with other vehicle control systems, such as stability control, lanekeeping assist, automatic parking and many other automated driving features.

• Quiet Operation: On electric vehicles, where noise levels are often lower than in conventional ICE vehicles, EPS systems run silently, which is noticeable. This makes driving quieter and enjoyable as a result.

• Maintenance and Reliability: EPS systems generally require little maintenance compared to hydraulic power steering systems. This can result in cost savings and increased reliability for hybrid, EV and ICE vehicle owners.

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T H E R I S E O F E L E C T R I C P O W E R S T E E R IN G

• Steering Feel Adjustment: The EPS systems allow for continuous and variable adjustment of steering feel. Often the EPS system allows the driver to adjust the steering feel via dash or other driver control adjustments. This feature can be used to tailor the driving experience to the driver’s preferences, enhancing comfort and drivability.

OPERATION AND COMPONENTS Pinion #1 from steering column

Pinion #2 that connects EPS motor to rack

This is an example of the Dual Pinion EPS system, typically used in light/smaller cars and SUVs.

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The EPS system features an Electronic Control Unit (ECU). The EPS ECU receives and processes the steering angle data, torque sensor data and many other pieces of data from modules across the vehicle platform. This data is shared and supplied via the vehicle’s high-speed communications network (CAN).

This shared data can include but is not limited to: vehicle speed, stability and braking module data, forward-facing camera data, parking sensor data and many other bits of information. All this information will allow the EPS ECU to decide how much steering is necessary, and in what direction.

EPS operation is started by the driver turning the steering wheel. Sensors measure the amount and rate of steering wheel movement when the driver rotates the wheel. A torque sensor (there can be multiple) and a steering angle sensor are mounted in the steering column or the steering rack. The torque sensor measures the amount of force being applied to the wheel, as opposed to the steering angle sensor, which tracks the steering wheel’s position. To calculate the proper amount of power steering needed, the EPS control module considers the input from the torque sensor together with other vehicle factors such as vehicle speed.

The EPS system will offer extra steering power if the torque sensor notices that the driver has supplied a sizable amount of torque, showing a desire for more steering effort. On the other hand, if there is little torque being applied to the steering wheel, the system might supply less steering power to enhance the road’s sensation. The torque sensor is a critical sensor in the EPS operation and there are variations being used. Strain gauge, Hall effect and optical torque sensors are all being used. Each is functionally different and will require specific diagnostics if they fail, but they perform the same job: they are reporting the amount of driver input (torque) being applied to the steering wheel.

Typically, the torque sensor is integrated into the

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steering rack assembly and can’t be changed or serviced. But if a service (alignment) or a replacement part is installed, follow the repair instructions carefully. A proper calibration must be performed using a scan tool to ensure a safe and functional EPS system.

When the EPS ECU decides that steering is necessary, based on the driver’s steering input or another of the vehicle’s operational conditions, the ECU will send signals to activate a high-power electric motor that will generate the needed torque to perform the steering operation.

This electric motor can be attached to the steering rack using various arrangements. The rack assist design is the most popular and can be a belt drive, dual pinion or single pinion design. But the column assist design, with the motor attached to the steering column, is also used.

To improve the comfort and control of the driver, EPS systems can supply feedback to the driver that will replicate how the road feels by adding some resistance

to the steering wheel. The EPS can even alert the driver to pay attention to conditions by putting a haptic response into the steering wheel to alert the driver. Additionally, to help stabilize the vehicle, EPS systems often cooperate with other safety elements like stability control systems and ABS braking. This combination of EPS and other systems can be used to correct trailer swaying conditions on an EPS-equipped towing vehicle. The EPS can even lighten the driver’s fatigue levels by neutralizing a strong crosswind when driving by applying a slight lead with the EPS to counter the crosswind.

All EPS systems today are built with a fail-safe mode that enables manual steering in the event of a system failure or power loss. (They are not driven by wire yet.)

This guarantees that if an EPS failure occurs, the vehicle can still be securely steered.

EPS ISSUES One of the most obvious indicators of an EPS issue is a difficult-to-turn steering wheel. But the EPS is a

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T H E R I S E O F E L E C T R I C P O W E R S T E E R IN G

This Toyota power steering rack is leaking power steering fluid, a common issue on the old hydraulic, non-electric steering system.

safety system, and the EPS ECU will be constantly performing diagnostic tests on itself to ensure the system is fully functioning. If an issue is discovered during this self-testing, the EPS dashboard warning light will be illuminated and the system may shut off completely or go into a default, limited or reduced power assist mode.

When in reduced power assistance mode, there will be limited power steering assistance until the issue can be repaired or the issue resolves itself. Holding the steering wheel to full lock on an EPS system could overheat the high-power motor performing the steering movement and put the EPS system into reduced power assist mode until the motor cools off.

This is important to know when diagnosing an issue that can’t be duplicated. In such cases, consider if the issue is customer created.

Unusual noises are another sign of possible EPS issues. Unusual steering noises like grinding, whining or clicking sounds could be the consequence of problems with the EPS system’s electric motor, gears or other parts. (A seized lower steering u-joint can easily be misdiagnosed as a code setting EPS issue.)

DIAGNOSING ELECTRIC POWER STEERING ISSUES Visual inspection, digital diagnostics using scan tools, an oscilloscope or DVOM are commonly used to diagnose EPS concerns.

Begin by visually inspecting the EPS components, including the electric motor, wiring and connectors.

Look for any obvious signs of damage, loose connections or corrosion. Diagnosing the problem and repairing the problem are going to involve a scan tool. Scan the

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system for Diagnostic Trouble Codes (DTCs). These codes can provide valuable information about the problem. Common EPS-related trouble codes include C1513 (Torque Sensor Zero Point Adjustment Incomplete), C1514 (Torque Sensor Malfunction), C1560 (Motor Malfunction) and others. 2011-2016 Ford Explorers can set a P07AE (a transmission-related powertrain control code) for excessive effort to turn the wheels. The code often sets immediately after the EPS stops working.

If the visual inspection does not show a seized lower ball joint, tie rod, upper strut mounts or stuck steering u-joints, the issue could be the steering rack binding internally. But be aware that this P07AE code could also set for low tire pressures, so inspecting the entire system is imperative.

Another common Ford DTC is U0131, set in the ABS unit and there will be no communication with the EPS ECU. Evaluating the Ford EPS system is straightforward. The wiring has only five wires: a 100A power feed, ignition on voltage, ground and HS CAN+ and HS CAN-. We will be checking for good power and grounds using a load to ensure the circuits are good, and then we will be looking at the communications line to ensure we have CAN activity on the lines. We can scope the CAN line. Often the small ignition feed wire going to the Power Steering Control Module (PSCM) will be damaged by the protective insulating sleeve near the exhaust. If all the wiring tests are OK, and there is still no communication with the PSCM, we are likely dealing with a failed PSCM. Post repairs of an EPS system typically require the scan tool to calibrate, reset, reprogram (many EPS units incorporate the ECU module) or initialize the system. Following the proper manufacturer’s specific instructions will ensure the EPS system will function as it was designed to.

The evolution and widespread adoption of electric power steering systems in today’s vehicles have revolutionized the automotive industry. These systems offer numerous advantages, including improved fuel efficiency, enhanced driver control and reduced maintenance requirements. However, diagnosing and repairing EPS system issues can be more complex than traditional hydraulic systems due to their electrical and sensor-based nature. Despite a few recalls related to safety concerns, EPS systems continue to play a vital role in making vehicles more efficient, and making

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ECT3000

Trace wires, locate shorts, and find open circuits without removing plastics, molding, or carpet!

PWM Tip P G Generate a pulse width p modulation m s signal!

Use your Pwith o Probewer !

This is a cheat sheet on diagnosing the common Ford Explorer EPS system.

them safer for drivers and passengers alike. As technology continues to advance, we can expect further improvements and refinements in EPS systems, contributing to the future of automotive innovation.

Jeff Taylor boasts a 30-plus year career in the automotive industry as a fully licensed professional lead technician. Jeff works for the CARS Training Network Inc. in Oshawa, Ontario, Canada. He is also heavily involved in government focus groups, serves as an accomplished technical writer and he has completed in international diagnostic competitions as well as providing his expertise as an automotive technical instructor for a major aftermarket parts retailer.

AMP Tip Measure DC current when applying power or ground!

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W C

C O M PA N IE S H E L P IN G T E C H S

12 Transmission Jack Safety Tips

R C

T a w p e T o in r v e

A transmission jack is a must to remove, install or move transmissions, transfer cases, and transaxles in a shop.

While these jacks save backs and time, they are powerful multitask lifting systems that must be operated correctly.

Detailed safety precautions and operating instructions are typically provided by jack manufacturers.

HERE ARE GENERAL TIPS ON HOW TO USE YOUR TRANSMISSION JACK SAFELY: 1.

Study, understand, and follow all safety and operating instructions provided by the jack manufacturer before working with these devices.

2.

Use jacks only on a hard, level surface.

3.

Never overload your transmission jack. Learn your jack’s rated capacity and don’t exceed it.

4.

Center the load on the jack saddle. Off-center loads can damage the seals in the ram and cause jack failure.

5.

Lower the jack slowly and carefully while watching the position of the load.

6.

Most transmission jacks should only be used for the removal, installation, and transportation of transmissions, transfer cases, and transaxles.

7.

Never try to lift or support a vehicle with a transmission jack and do not use a transmission jack as a load-holding device. A transmission jack is NOT the same as a high-reach jack stand. It was designed to hold certain vehicle components — not an entire vehicle.

8.

When transporting a transmission around the shop on a jack, slowly and carefully move around corners because the load could tip. Stay clear of a lifted load.

9.

Keep your jack lubricated with the proper jack oil.

Ranger jacks, for example, require anti-wear hydraulic jack oil with a 215 SUS viscosity rating at 100° F. Use of other fluids could damage a transmission jack’s seals and result in failure.

1

©

10. Do not modify the jack or use adapters unless approved or supplied by the manufacturer.

11.

Do not place any part of your body within or under the jack during use.

12. Only people with proper training should use a transmission jack.

These tips cannot cover every possible situation, so always keep safety in mind.

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Shop Essentials | Tools | Equipment

DECEMBER 2023 | ASP

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P R E V E N T I V E M A IN T E N A N C E O F E V S

Preventive Maintenance of EVs Will EVs keep us busy enough?

B Y C R A I G VA N B AT E N B U R G

W

HEN YOU ARE PERFORMING THE

task of preventive maintenance, you will be much better at it if you have a working knowledge of the system you are maintaining. Electric vehicles (EVs) can gain more range with thoughtful preventive maintenance (PM). Every EV will develop pattern failures over time.

When this happens, most OEMs send out a technical service bulletin (TSB). Understanding them can add to the PM, as a software update can also be considered maintenance. Studying specific EVs will enhance your preventive maintenance work.

What is considered preventive maintenance? Is it only what the OEMs have written in the owner’s manual or could it be more? A typical owner’s manual (Figure 1) is installed in the glove box of every new vehicle and is often 500 pages, or more, today. Once the EV is resold as a used vehicle, the manual may be on eBay and the second owner does not have it for reference. When the owner of an EV does not know what to do, it is often the service advisor who will suggest what is needed.

Did you know most owner’s manuals are free online as a PDF download? Go to www.NASTF.org for more information. All vehicles need more preventive maintenance than most OEMs suggest, even the electric ones.

When the suggested preventive maintenance work order is given with pricing to the owner of a vehicle, the owner needs to understand that the cost of the work is worth it, as it will prevent more expensive repairs later on. It also keeps the vehicle in top shape so that it is safer and gets better fuel economy (electrical fuel).

These are all positive results. Do all customers practice preventive maintenance? No, but a well-trained technician can help by suggesting it, and if the shop has a program in house that keeps track of each customer’s vehicle(s), the process is easy. Fleet managers are good at preventive maintenance, as they keep records of the maintenance required and in turn that keeps commercial vehicles on the road and not in the shop.

There is a gray area between “repair work” and “preventive maintenance.” Keep reading and we will cover the recommended PM as well as additional work.

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Fig. 1: The owner's manual will help with what’s needed for PM (preventive maintenance). (all images courtesy ACDC)

PREVENTIVE MAINTENANCE POSSIBILITIES If we look at pure electric vehicles sold today, like a Nissan Leaf, Tesla Model 3 or Kia Niro EV (the ACDC fleet includes all of these vehicles, plus others), what will a preventive maintenance inspection look like? (See Figure 2.) They still have tires and brakes so alignments are still needed, as are tire rotations, air pressure checks and balancing. Brake fluid still exists. Coolant will be on board to cool down the high voltage inverters, DC-DC converter, on-board HV battery and its charger, drive motor(s) and such, but that antifreeze mixture will last much longer than in an internal combustion engine (ICE). Wiper blades will still streak and washer solvent will run dry. Lights need to be checked but most will be LED, so as not to drain the HV battery pack as much as the old fashioned “glowing elements of tiny wires.” The transmission is gone (as is the ICE) but a gearbox of sorts will exist. It will be a gear reduction unit, with a differential built in, that connects the electric drive motor to the wheels. That gear box fluid will need a change somewhere in its service life.

Most will require that service at 10 years or 150,000 miles. Presently wheel hub motors are not used. Most EVs have one brushless electric motor driving either the front or rear wheels — two if it is AWD. A few light duty trucks will have four drive motor assemblies, one for each wheel with a short drive shaft to each wheel.

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Help Federated Make The Holidays Happy Federated is honored to serve as a corporate partner of the U.S. Marine Corps Reserve Toys for Tots campaign. This holiday season, Federated and its members will be raising money and collecting toys at their stores nationwide that will be donated to Toys for Tots.

For more information about participating or donating, visit www.federatedautoparts.com/ ToysForTots.aspx.

DECEMBER 2023 | ASP

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The coolant that takes heat away from the high voltage parts will need replaced. That waste heat was not used to heat the cabin until Tesla, in M/Y 2020, installed a unique heat pump on the Model Y. It had an eight-way valve, commonly called the “octovalve” system. Before that, the waste heat from the drive system was not used for cabin heat as it was erratic, so EVs needed a supplemental heater to warm the occupants.

There are four types of cabin heat: • heating coolant with HV in a small tank, • heating cabin air with a HV grid, • heat pump with a back HV grid, and • heat pump with “octovalve.”

There may be more to come. Make sure you read and understand the thermal systems in modern EVs to know what to do to maintain them. You will see a “flush and fill” but at long intervals. The A/C system is much like a hybrid vehicle with an electric compressor so A/C work stays the same, unless you have a heat pump system.

PRIVATE OWNER CUSTOMERS When a new owner of any EV comes in for service, it is a good time for the service advisor to educate them about the PM needed. Most EV owners think there is nothing to do at all to take care of their car or truck. Not true. Talk to them about their concerns and get a complete history of their electric vehicle. If you take great care of them, and their vehicle, they will send more people to your shop and that is good for everyone.

FLEETS If you have fleet customers, the technician’s job is to keep the fleet vehicles operating safely, cleanly and reliably. Downtime is a big problem for fleets. It goes way beyond preventive maintenance, so if you see something that could cause a breakdown, let the fleet manager know. Communication is key between the EV fleet technician and fleet manager. The best fleet technicians I have met are fully engaged in the systems of operations and are always looking for more technical training. This transition from fossil fuels to renewable forms of energy is an exciting time and fleets will need thousands of EV-trained technicians. Volunteer to be the EV tech and your future will be secure.

Maintenance of any EV by a lower-level technician is problematic unless a well-trained tech is in the next bay mentoring the new general maintenance tech. What about a cabin air filter on a heat pump EV (Figure 3) where the high voltage cables are inches away under the dash? There are many examples on an EV that can be a problem for an inexperienced technician. They may just be unaware of what is nearby. (Remember, “you don’t know what you don’t know,” and that can be dangerous!) The OEMs have their recommended service intervals. In most areas of the country (California can be an exception) a dealer or independent shop can recommend more maintenance if they see the need or believe the owner would benefit in the long run to do more PM than the OEMs recommended. In California you may have to present some proof that the extra PM is needed — not just your own experience. Training is still vitally important from just a safety aspect when performing preventive maintenance on EVs.

12-VOLT BATTERY

Fig. 2: ACDC suggested preventative maintenance schedule for EVs.

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The 12-volt battery is really important. Many 12-volt batteries are located in the hatch or trunk area. Test it! Look up the specifications and make sure it is OK. When a customer relies on their EV for work and other activities that require “on time” performance — like their job — being late is not an option. The 12volt battery really is the most critical part of the EV (just like any vehicle) if you want it to start. It is often overlooked. Did you know that Tesla will monitor the 12-volt battery and report to the driver before it fails that it needs replacement? Did you know Tesla recently switched from lead acid chemistry to lithium (16-volt)?

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BLEEDING MULTIPLE COOLING SYSTEMS

Fig. 3: Orange HV cables near the cabin air filter.

In either case, if the 12-volt battery (we use that number for simplicity) is getting low on a charge, before it is too late, the high voltage battery is connected to the DC-DC converter and in turn recharges the 12-volt battery. The car is programmed to do that, even when it is parked. By having that function, the EV will always start. Ford has added that feature. Keep in mind that the HV system can go live at any time if the 12-volt battery needs replacement.

Air will get trapped in any liquid cooling system and the thing to remember is that many of the cooling channels are horizontal, not vertical, as in most ICE systems.

(Figure 4) Once you have flushed or added coolant and bled the cooling system, drive carefully in an area away from traffic and rock the steering wheel from side to side. Be careful as you do this. The idea is to get the air moving horizontally and that will help get the last of the air back into the coolant reservoir. You may need to add some coolant after the road test. If you do, you will know that the road test was worth your time. These systems often have bleeder screw(s) somewhere. They can be at the top of the inverter or at the radiator.

TECH TIPS The General Motors Bolt EV locked the radiator cap by allowing the outer portion of the radiator cap to just turn in a circle without doing anything.

To remove the cap, you need to insert a small flat

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P R E V E N T I V E M A IN T E N A N C E O F E V S

Fig. 5: GM wants the customer to leave the radiator cap alone.

more. If allowed to go unnoticed, problems could cause an accident, injury or death. Other items need periodic replacement, like wiper blades, cabin air filters, washer solvent and such. All EVs will wear out tires and brakes (eventually). The more you know what to look for, measure, and feel, the more thorough you can be. Preventive maintenance is important and necessary.

Fig. 4: Using the correct antifreeze is a must when cooling HV parts.

screw driver into a slot (Figure 5) that locks the cap to the housing. GM is trying to keep those without skills away from the fluids.

When the Nissan Leaf came out in M/Y 2011, code “P31DE” would set to tell you to perform a PM service.

That service was to remove the HV battery pack and replace the HV “Junction Box.” No easy task and an experienced technician will be needed to do this job.

In the battery junction box are the HV contactors that connect and disconnect the HV battery when starting and shutting down the car. Nissan keeps track of how many times the contactors have switched on and off “due to high current” as stated in their service information. It is unclear exactly why and when this will happen. If you see that code “P31DE” now you know why it was created.

When you follow the PM for the Mitsubishi i-MiEV, you will notice a service that will have you clean the J1172 EVSE receptacle. We have seen no other OEM require this, but it is easy, so why not do it. Use some contact cleaner and Q-tips to clean the pins.

SUMMARY The key word — preventive — describes a service for well-trained techs to oversee or perform. When a vehicle is on a lift you are checking for safety problems like loose steering and suspension parts, fluid leaks, worn tires and

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PREPARING A VEHICLE FOR SERVICE Talk to the service manager about asking the customers to “prepare their vehicles for service.”

What does that mean? Imagine how much better your job would be if every vehicle you worked on was emptied of all the customer’s stuff, if the interior was vacuumed and had gasoline in the tank or a charge in the EV battery. What if the smart key that was given to you was the one the customer used every day? Or if the vehicle has locking lug nuts, the key was left on the passenger seat.

Maybe the vehicle’s exterior was even clean before the appointment. Possible? Sure, but most service advisors don’t ask. You know what? If you asked a customer to “prepare their vehicle for service” most would do exactly that. You could service the EV faster and do a better job without dealing with all their junk. At my shop we started this policy with little pushback. The techs at my shop loved it!

It was done out of respect for them.

Craig Van Batenburg is the lead trainer and CEO of ACDC, a hybrid and plug-in technician training company based in Worcester, Mass.

ACDC started hybrid training in early 2000. ACDC owns a fleet of 18 EMVs, from the most popular models to current EVs. Recently, ACDC has expanded to 5,000 square feet and added a battery lab.

Class info is available at www.FixHybrid.com or call 508 826 4546.

Contact Craig at Craig@fixhybrid.com.

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T E C H S H E L P IN G T E C H S

Techs Helping Techs Readers share lessons learned from their service bays

T

HIS IS THE TIME OF YEAR WHERE

readers share some of the tips and tricks they picked up from their own service bays. Thanks to all who submitted items to help educate the entire Auto Service Professional audience. Hats off to you!

ESCAPE PARK BRAKE HARNESS If you encounter a 2017 Ford Escape equipped with 17-inch wheels, and the electric park brake warning indicator is on, check for DTCs. Codes C1034, C1A43, C2005, C2007, C2008 and/or U2002 may be present. If the vehicle has 4WD, you may also see the ABS warning on with DTC C003A or C0037 in the ABS module. If so, inspect the rear electric park brake/brake skid control wiring harness on both sides. Look for a damaged wiring harnesses where the wheel(s) may have rubbed on the harness. If either or both harnesses are damaged, replace them, and use a tie strap to obtain adequate clearance between the harness and the wheel.

Paul Simmons Bellview Auto

CLEAN THOSE PUSHRODS If you’re servicing/rebuilding/cleaning an engine that features overhead valves and pushrods that have an oil hole running through each pushrod — and you plan to reuse the pushrods — it’s important to make sure the oil passage is clean. A contaminated or plugged pushrod will prevent oil from getting to the rockers. Never assume (even with new pushrods) that the oil passage is clean. Use a small dedicated pushrod cleaning brush, solvent and compressed air to clean. The small diameter brushes are available from the performance aftermarket, from sources such as Comp Cams. You can squirt a brake cleaner solvent into the passage, scrub it with the small bristle brush, and blow dry with compressed air. Always wear safety glasses.

Dave Collier State Road Service

A small rifle brush works great to clean pushrod oil passages. (photos by Mike Mavrigian) DECEMBER 2023 | ASP

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CLEANING OIL IN COOLING SYSTEM If you encounter a condition of oil in the cooling system (coolant contaminated with oil or transmission fluid), naturally you first need to diagnose the issue to find out where the fluid transfer is taking place so you can repair the problem. But before putting the engine back into service, you need to clean the cooling system. Drain all coolant — including coolant from the block. Mix a 50/50 solution of distilled water and a degreaser such as Simple Green. Or make a mix of 75% water with 25% low-suds liquid laundry detergent. Add this mix to the system, and bleed the cooling system. Add only water if topping off is needed. Run the engine for about 30 minutes at operating temperature, revving to about 2,500-3,000 rpm intermittently. Then drain the cooling system (including the block). You may need to perform this procedure several times in order to properly clean the system. Once cleaned, fill the system with the appropriate coolant that is specified for the engine and bleed.

Mitch O’Connel Concourse 1

Fig 1

Fig 2

Fig 3

OIL SPRAY RESULTED IN MAF ISSUE

Here’s a tried and true tip for new technicians. If you encounter a stuck, rusted or frozen threaded plug in an iron engine block, instead of fighting with it and potentially drilling it out, try heat and wax. Use a torch, with acetylene only, and heat the plug until it’s glowing red. While still hot, apply a piece of wax to the plug edges. (This allows the wax to quickly liquify and get into the threaded area.) Then, immediately try to remove the plug using the appropriate wrench or bit. Usually, this will allow the plug to easily be removed. Caution: since you’re using a high level of heat, this is best done with the engine out of the vehicle to avoid the risk of a fire. And be sure to wear eye protection and heavy gloves — welding gloves are best. Avoid using just any cheap wax, such as candle wax. Use only a pure non-colored wax or paraffin. This type of wax is available from machinist supply sources.

A longtime customer who has his fleet of plow trucks serviced at our shop brought in a 2017 Chevy Silverado for regularly scheduled maintenance. After doing an oil change, belt replacement, routine brake job and wiper replacement, the truck ran perfectly. About two weeks later, he returned, complaining about reduced engine power and engine stalling. When we asked him when the problem began, he said just after he had the truck oil-sprayed. (He has his trucks oil sprayed before each winter to help protect against undercarriage rust.)

Knowing this, we began inspecting with the oil spray in mind. We quickly discovered that an over-zealous oil spray managed to enter the intake air system and contaminate the MAF. After cleaning the mass airflow sensor (using approved cleaner), all was well. It pays to ask the customer questions, as this saved a lot of diagnostic time that would have been wasted.

Jody Holtrey Mountain Motors

Gary Rittenhouse Valley City Service

Fig 1: Heat the plug with a torch.

Fig 2: Apply pure wax, allowing it to melt/migrate into the threads.

Fig 3: Immediately remove the plug.

REMOVING STUCK THREADED PLUGS

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NO HEAT IN F-150 If you have serviced 2015-2019 Ford F-150 trucks equipped with the 3.5 turbo EcoBoost or 5.0L engine for customers who drive in extreme cold conditions (colder than minus 4 degrees, for example) and the engine is equipped with a block heater, you may have gotten complaints of poor or no heat in the HVAC system.

This may be due to deposits from the coolant becoming trapped in the heater core. You may need to flush the cooling system, (see the repair manual for the procedure for your specific engine,) replace the heater core and maybe the block heater. First, run the engine to operating temperature and set the temperature control to full warm, with the blower on medium setting. Measure the heater core inlet hose temperature — it should be above 150 degrees Fahrenheit. Then measure the heater core outlet hose temperature. The inlet and outlet hoses should be within 10 to 30 degrees of each other. If not, drain and flush the system using a bottle of Motorcraft Premium Cooling System Flush or equivalent. Again, follow the flushing procedure for the specific engine, as procedures differ. Plan to replace the heater core. Inspect the block heater. If it’s a stainless steel unit P/N CV6T-6A051-AA or HL3T-6A051-AB, reinstall it. If it’s brass P/N 94BB-6A051-AA, replace with the stainless unit. Make sure the new heater has the correct connector for the wiring harness.

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delphiaftermarket.com Use a tie strap to pull the harness away from the wheel.

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MISFIRING OPTIMA A few months ago, a customer brought in a 2007 Kia Optima EX (2.7L V6 DOHC) complaining of engine running rough. When we scanned, DTCs P0300, P0301 and P0303 (all misfire codes) were found stored. After replacing the timing belt and associated hardware, the vehicle returned the next day with the same codes. We replaced the No. 1 and No. 3 coils and boots and all six spark plugs. The vehicle returned again with the same codes.

We performed the following tests: • Checked the long and short fuel trim, after the codes are set, to see if Bank 1 is lean. If it is, swap the injectors bank-to-bank and see if the problem moves to Bank 2.

• If the miss is still on Bank 1, bench test the Bank 1 (right side) OCV (oil control valve). Energize the OCV and verify that it opens and remove the ground to verify that it closes again. Cycle it on and off several times to see if it sticks.

• Swap the OCVs from bank-to-bank and see if the problem moves to Bank 2. If it does, the OCV has likely failed.

• If the miss is still on Bank 1, unplug the OCVs and see if the trouble codes return. If they do, the CVVT (constant variable valve timing) actuator may be malfunctioning.

While potential causes include fuel injector(s), variable valve timing oil control valve and/or variable valve timing actuator sprocket, in this particular case, the fix involved simply replacing the variable valve timing oil control valve.

Greg Altman Summit Auto Clinic

BAD COIL BRACKET GROUND We recently had a 2014 Chevy Silverado HD2500 with a 6.0L engine with an intermittent/random misfire when cold, but the engine seemed to smooth out and improve as it warmed. During a lengthy diagnosis, we eventually discovered that this was traced to a bad/intermittent ground at both coil pack brackets. We cleaned all contact surfaces and even ran a separate ground wire to each coil bracket. Problem solved.

Rob Holland Holland Auto

DON’T USE TEFLON FOR THREADS

LS crankshaft flywheel flange bolt holes are open to oil, so be sure to apply thread sealant.

SEAL THOSE LS FLYWHEEL BOLTS

You may encounter female threads that have rust or slight burrs that make it difficult to remove a bolt. After cleaning the threads, even using a dedicated thread chaser bit (never use a cutting tap), you may need or prefer to apply some type of thread lube to avoid the issue in the future. When a lubricant is required for threaded fasteners, use only the type of lube required for the application (engine oil, dedicated thread lube, anti-seize, etc.) Avoid using a Teflon spray lube, as tempting as it may be, simply based on the name “Teflon.” A Teflon spray lube can eventually work its way out of the threads and dry, resulting in potential metal-to-metal galling.

Here’s a tip for anyone unfamiliar with the GM LS series of engines. Some are unaware that the flywheel bolt holes on the crankshaft flange are open to crankcase oil. If you’re replacing or installing a flywheel or flexplate, be sure to apply a thread sealant to the bolt threads before bolt installation. If you fail to do so, you’ll end up with an oil leak that you may automatically assume is due to a rear main seal leak.

Clark Williams Intercity Service

Brian Carmichael Branson Automotive

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T E S T IN G B O D Y C O N T R O L M O D U L E S

Testing Body Control Modules We break down the Chrysler TIPM B Y B I L L F U LT O N

O

N MODER N DAY SYSTEMS IT IS

becoming increasingly important in our initial diagnostics to conduct a full system network test. In doing so we are checking to see if a module is on line and communicating and whether the module has detected a DTC. Fig. 1 from a late model Chrysler system using the OE Wi-Tech scan tool indicates that the modules color coded in blue have reported no DTCs. The modules in yellow are communicating and have reported a DTC, while the modules that are color coded in gray indicate these modules are an option, and are not included in the network on this vehicle.

Fig 2: Aftermarket scan tool network tests. Notice the list of modules that have reported and indicate no DTCs.

Fig 1: Late model Chrysler system using the OE Wi-Tech scan tool indicates color coded module condition.

Fig 3: TIPM module on the class C high speed terminals.

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T E S T IN G B O D Y C O N T R O L M O D U L E S

Fig 4: A schematic of gateway modules.

vehicle started. Many Chrysler TIPM modules have a solid state integrated fuel pump relay. This is known as a pattern failure and Chrysler has issued a TSB to install a common external ISO type relay to correct this issue. The TIPM is also responsible for powering up the headlights meaning you could have a headlight out and the problem could be in the TIPM module.

The standard procedure in the event whereas no communication problem exists is to disconnect the battery and ohm out pins 6 and 14. Normally with two 120 ohm resistors in parallel in the high speed network the ohmmeter should read 60 ohms. In addition the ohmmeter reading between pin 6 and pin 14 to pin 16 which is B+ should indicate an open. Continuing with our ohmmeter test between pin 6 and pin 14 to ground should also indicate an open. These tests cannot be

Fig 5: Without a scan tool request the voltage signal at pins 6 and 14 will be at rest at 2.5 volts.

The modules that are yellow include the TIPM module and the PCM. The framework in this article will revolve around the late model Chrysler systems that use this TIPM module. TIPM stands for Total Integrated Power Module. This module is sometimes referred to as the Central Gateway Module. This module is known as the bus master module whereas all data from every module on the high speed bus circuit goes through the TIPM module and then the data is sent to pin 6 and pin 14 on the DLC. This module is responsible for powering up pretty much all components. You may have a no start with no fuel pressure and the issue may be a bad TIPM module. You could have a turn signal problem and the problem could be the TIPM module. Aftermarket scan tool network tests are shown in Fig. 2 . Notice the list of the modules that have reported and indicate no DTCs. The TIPM module has a poor track record for various failures. There have been cases on a no-start where we wiggled the harness connectors and found that the

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Fig 6: CAN high signal on pin 6. With a scan tool connected and a request is made to the TIPM module, pin 6 voltages will toggle between 2.5 and 3.5 volts, while voltages at pin 14 will toggle between 2.5 and 1.5 volts.

Fig 7: CAN low signal at pin 14.

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Fig 10: Notice inputs such as battery voltage. This was captured during KOEO conditions. Battery voltages as seen here below 9.2 volts will cause the TIPM module to shut down.

Fig 8: A 16-pin breakout box is a required tool.

done on the Chrysler systems simply because of the TIPM module being the bus master. These ohmmeter tests must be done at the TIPM module on the class C high speed terminals. Refer to Fig. 3. A schematic of a gateway module is seen in Fig. 4. In addition there will not be any activity on the high speed network until a scan tool is connected and a request from the scan tool is sent to the TIPM module. This is where we select a specific module where the DTC exists or where we think the problem may be. In cases where the ohmmeter test proved OK we would need to look at the signal at pins 6 and 14 with a DSO. Without a scan tool request the voltage signal at pins 6 and pins 14 will be at rest at 2.5 volts. See Fig.5.

With a scan tool connected and a request made to the TIPM module, pin 6 voltages will toggle between 2.5 and 3.5 volts while the voltages at pin 14 will toggle between

Fig 9: Notice that the TIPM is responsible for powering up the A/C compressor.

Fig 11: Here we see that the TIPM sees the request for the wipers and sends out battery voltage to the wiper motor.

2.5 and 1.5 volts. See Figs. 6 and 7. This is a standard uniform protocol on all CAN compliant systems. A 16 pin breakout box is a needed tool. See Fig. 8. Some later Chrysler systems incorporate a gateway module which serves as a bus master. If these signals are corrupted it will be necessary to disconnect one module at a time to see if the signal returns to normal.

Now let’s look at some specific data from the TIPM module. In Fig. 9 notice that the TIPM is responsible for powering up the A/C compressor. In the event of no A/C operation, this data is what we need. If an A/C request is made by the driver, the TIPM module will send out battery voltage to the A/C compressor. In addition notice the A/C pressure sensor indicating 1.9 volts. This assures us that a sufficient A/C charge is present. Notice also the 5 volt reference needed to power up the A/C pressure sensor is included. Continuing on with DECEMBER 2023 | ASP

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Fig 15: Example of ignition switch status, indicating that the key transponder has been properly read.

Fig 12: Here we see that the TIPM is responsible for powering up the blower motor. In addition notice the brake switch status is shown as well as the engine temperature.

Fig 13: The TIPM is responsible for powering up the headlights.

Notice the left low beam is listed as well as the duty cycle to the left high beam.

Fig 14: The fuel level sending units report fuel level to the TIPM. This vehicle features a saddle-type fuel tank.

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data from the TIPM module, let’s look at Figs. 10 and 11. Notice some inputs such as battery voltage in Fig. 11. This was captured during KOEO conditions. Battery voltages seen here below 9.2 volts will cause the TIPM module to shut down. In addition the TIPM module has sent system voltage to the blower motor. The brake switch status is also shown. The TIPM module can display a charging failure. The PCM is still in charge of controlling the alternator field current. In the event of a charging system failure the PCM will bus the failure to the TIPM module.

Let’s look at more data. In Fig. 10 we see that the TIPM module sees the request for the wipers and sends out battery voltage to the wiper motor. I recently had a technician in my class who had a customer with a complaint that the wipers would not work. He replaced the wiper motor to no improvement. He didn’t realize the data from the TIPM was what he needed. The problem turned out to be a bad TIPM module.

Looking at more data from the TIPM module in Fig. 11 we see that the module is responsible for powering up the blower motor. Notice the brake switch status is shown as well as the engine temperature. In Fig. 12, notice that TIPM is responsible for powering up the headlights. The left low beam is listed as well as the duty cycle to the left high beam. The TIPM will pulse the high beams at a 40 hertz frequency with a duty cycle command. We actually had a customer come in with the left headlight out. The car owner replaced his own headlight with no improvement. The problem turned out to be a bad TIPM module.

Fig. 13 tells us that the fuel level sending units report fuel level to the TIPM module. Notice that there are two sending units on this vehicle that has a saddle

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Fig 19: Selecting data from an individual module.

Fig 16: Status of the right front turn signal request as well as the right low beam and right high beam duty cycle.

Fig 17: This figure shows that the TIPM ground side controls the radiator fac relay and is responsible for powering up the rear wipers.

Fig 18: A partial list of the KOEO test functions available on Chrysler systems.

type gas tank. Fig. 14 shows the ignition switch status and indicates that the key transponder has been properly read. Notice the data in Fig. 15 that indicates that the TIPM module is responsible for powering up the two cooling fans. Be careful here and be mindful that some cooling fan drivers are of the solid state type and a shorted cooling fan can and will blow these solid state drivers. In addition notice the PRNDL status is indicated. Fig. 16 shows us the status of the right front turn signal request as well as the right low beam and the right high beam duty cycle.

Fig. 17 shows us that the TIPM ground side controls the radiator fan relay and is responsible for powering up the rear wipers. Fig. 18 is a partial list of the KOEO test functions available via the scan tool on these Chrysler systems. Fig. 19 is where we select data from an individual module.

We have to give the folks at Chrysler a lot of credit here in making diagnostic decisions by being aware of all of the data available from the TIPM module.

Thanks for your commitment to this very resilient industry. The industry is better because of your commitment.

Bill Fulton is the author of Mitchell 1’s Advanced Engine Performance Diagnostics and Advanced Engine Diagnostics manuals. He is also the author of several lab scope and drivability manuals such as Ford, Toyota, GM and Chrysler OBD I and OBD II systems, fuel system testing, many other training manuals in addition to his own 101 Lab Scope Testing Tips. He is a certified Master Technician with over 30 years of training and R&D experience. He was rated a Top Technical Trainer and has instructed for Mitchell 1, Precision Tune, OTC, O’Reilly Auto Parts, BWD, JD Byrider, Snap-on Vetronix and Standard Ignition programs. You may have also seen Fulton in many Lightning Bolt Training videos and DVDs and read his articles in many auto service magazines. He currently owns and operates Ohio Automotive Technology, which is an automotive repair and research development center.

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