August 2011 MasterTechnician

Also Inside: Topology Diagnostics Diagnostic Blitz NY International Auto Show Weekend Warrior: Sturgis www.mastertechmag.com

August 2011 1

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Contents

Feature Stories 06 Diagnostic Blitz

by John Anello

How can applying the brakes cause an engine to go lean? No, it’s not the booster.

22 Topology Diagnostics

by John Anello

The Jeep’s erratic running pointed to the PCM, but what other work had been done recently?

32 NY International Auto Show

by Kerry Jonsson

For over a hundred years the New York International Auto Show has provided the public with an exciting display of cars, technology and a glimpse of the future. Even while the auto industry restructures this year was no different.

Cover Story 14 I’m Stuck in Neutral

by Kerry Jonsson

As with any diagnosis, the first step is the most critical. In this case, we needed to find out if the problem was in the transmission itself, or in the electronics that control it. The facts led us to something we didn’t expect.

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Christopher M. Ayers, Jr. President/Publisher: cayers@mastertechmag.com Bob Freudenberger Editor: bfreud@mastertechmag.com John Anello • Steve Campbell • Paul Cortes Kerry Jonsson • Phil Fournier • Chip Keen Greg McGoniga • Tony Molla • Tom Nash Henry Olsen • Matt Ragsdale • Dave Russ Contributing Editors: bfreud@mastertechmag.com Christopher-Michael Ayers Art Director, Project Mgr.: ayersc3@mastertechmag.com Joann Turner Circulation Manager: jturner@mastertechmag.com Editorial, Circulation, Advertising Sales and Business Office: Master Technician Magazine 486 Pinecrest Rd. • Springfield, PA • 19064 P.484.472.8441 • F.484.472.7460 Master Technician is published by Master Technician, LLC. The publisher and editors of this magazine accept no responsibility for statements made herein by advertisers or for the opinions expressed by authors of bylined articles or contributed text.

The current Issue of the Master Technician Emag is free to qualified automotive repair shop owners, managers & technicians. Contact ayersc3@mastertechmag.com for more information. All other content is available on a subscription basis. Visit www.mastertechmag.com for subscription information.

If you have a letter to the editor, a Tech Tip or a story idea, Email: bfreud@mastertechmag.com, or visit: http://www.mastertechmag.com/more/contact_us/.

Advertiser Index

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August 2011 5

Diagnostic Blitz How can applying the brakes cause an engine to go lean? No, it’s not the booster.

by John Anello, “The Auto Tech on Wheels”

A

shop owner called me in on a complaint of erratic engine operation in a 2003 Saturn View with the 3.0L engine (Figure 1). He stated that the car would immediately start up and run fine with no problems at all. It even had plenty of power. That is, until you applied the brakes -- then, it would begin to run rough and stall.

When the trans was placed in Drive or Reverse, it would do the same thing, but when placed back into Park it would run fine again. It didn’t matter if the engine was cold or hot, but only if the vehicle was put into gear with your foot on the brake pedal. At first, this seemed like your typical brake booster failure, but it led me on a wild goose chase!

The techs had done their homework by looking at many data parameters to see if anything changed from the time the vehicle was placed in Drive from the Park 6 Master Technician Online

Figure 1: 2003 Saturn View with 3.0L engine.

position. They discovered that the fuel trims were increasing to accommodate a lean condition. At this point, they believed that the brake booster was leaking due to the fact that the problem only occurred with your foot on the brake pedal. They pinched off the vacuum line to the brake booster, but the problem still prevailed.

They next decided that the brake switch was the only correlation to stepping on www.mastertechmag.com

P o s t e d : M a y 1 5 , 2 0 1 1 | K e y w o r d : blitz

the brake pedal and having an enginerunning issue, so they removed and unplugged the brake switch. Once this was done the vehicle no longer experienced a problem when the brake pedal was applied. The shop had found the culprit, but they were confused as to what the brake switch had to do with an engine problem, so they called me in for technical assistance.

stepped on the brake the engine started to surge and run erratically. He removed his foot from the brake pedal and the car ran fine. I stood there in disbelief because I have never seen anything like it. I thought it was some kind of practical joke the shop was playing on me, but it was for real. There definitely was a connection between latching the brake switch and having the car run poorly.

When I arrived at the shop, I had the technician show me the problem. He reinstalled the brake switch and started the engine, which ran very smoothly without any problem. Then, as soon as he

I hooked up my EASE scan tool to view some basic parameters such as rpm, coolant and air temp, mass air flow and throttle position (Figure 2), and everything seemed to be within

Figure 2: EASE scan tool to view some basic paramaters. www.mastertechmag.com

August 2011 7

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Figure 3 (Above) Figure 4 (Below)

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range with my foot off the brake pedal.

When I placed my foot on the brake pedal, I didn’t see any drastic changes in any of the parameters to point me in a sensible diagnostic direction. The shop mentioned to me that the fuel trims were changing when the brake pedal was being applied, so I decided to warm up the engine to take a look at it myself. I placed the long-term and short-term fuel trims in a graphing mode using one screen on the Escan, then placed both upper O2 sensors in a graphing mode on another screen. I watched the O2 sensors and fuel trims with the engine idling and all seemed okay (Figure 3). When I stepped on the brake pedal, however, both O2 sensors went lean and the short-term fuel trim maximized to positive 25% without the PCM achieving any fuel control at all (Figure 4). This could be seen by viewing the flat line in both O2 signals that stayed near zero. As soon as I took my foot off the brake pedal, both O2 sensors hung at close to 800 mV due to the added fuel needed to overcome the prior lean problem. The PCM immediately went into fuel control by decreasing the fuel Figure 3 (Opposite Top): O2 sensors and fuel trims with the engine idling and all seem okay.

Figure 4 (Opposite Bottom): Stepping on the brake pedal, both O2 sensors went lean & the short-term fuel trim maximized to positive 25% without the PCM achieving any fuel control. www.mastertechmag.com

trim to about negative 10% to achieve O2 switching.

The engine was running very lean with my foot on the brake pedal, and the PCM just could not add enough fuel to overcome the condition. The only major contributors to fuel delivery on this system would be the MAF sensor and the fuel pump. I didn’t see a major change in the MAF reading on the scan tool as I put my foot on and off the brake pedal, so I decided to check the fuel pump output with a pressure gauge.

At idle with my foot off the brake pedal, the pressure was within specifications at about 50 psi (Figure 5), but as I applied the brake pedal it dropped to about 20 psi ( Figure 6). This was why the engine went lean and the PCM increased the fuel trim counts on both banks. The only correlation I could put together at this point was that when my foot was on the pedal, the brake lights were being energized, so there had to be a shared ground or power feed with the fuel pump that was being overloaded. I was now on a diagnostic blitz mission because I had found the cause of the seemingly mysterious problem, but I needed to isolate the specific location of the defect.

It was all about fuel pump wiring.

I went directly to the fuel pump feed wires under the vehicle and I had the tech August 2011 9

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apply the brake pedal while checking the power and ground feeds to the pump.

I discovered a weak ground for the fuel pump. I followed the ground wire, but it seemed to travel back into the car. I didn’t want to waste a lot of time just looking around and hoping and poking -- I needed to know exactly where the pump ground resided. This is where an information system that will show you what grounds are shared and where to locate them in the vehicle comes in handy. So, I went to my Mitchell Repair Information system to pull up a diagram Figure 5: At idle, with foot off the of the fuel pump circuit. It labeled a brake pedal, pressure was within specifications at about 50psi. pump ground #G403 located at the “right rear corner of the vehicle” (Figure 7). I also pulled a diagram of the brake lights (Figure 8) and discovered that there was a common ground “splice pack” #G403 located in the “right rear of storage compartment.” I appreciated this more precise location description because “right rear corner” did not specify inside or outside of the vehicle. Then again, it was only a label on a diagram and not a ground location feature, which I would have used next within the program.

I opened the hatch and pulled back the rug at the right rear and found a broken ground strap (Figure 9). There was no direct fuel pump ground feed to the body of the vehicle, but rather a ground that was supposed to back-feed through this Figure 6: Applying the brake pedal, pressure dropped to about 20psi.

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Figure 7: Mitchell Repair Information system diagram of fuel pump circuit.

Figure 8: The diagram of the brake light circuit gives good descriptions of ground locations. www.mastertechmag.com

August 2011 11

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Figure 10: This is what the ground should look like.

Figure 9: Broken ground found in the right rear cargo compartment.

broken strap into the harness. Looking at a similar ground in the left rear cargo compartment gives you an idea what a good connection should look like (Figure 10). What was amazing to me was how the fuel pump motor back-fed through that connection to achieve enough of a ground to run at all. If any shared circuit on that connection suddenly needed a

ground when the brakes were applied, there was just not enough to go around.

This was why the fuel pump slowed down and put out less fuel pressure whenever the brake lights were energized.

This was a crazy problem because it was so hard to believe that a brake switch could take down a vehicle. At first it made my mind wander and draw a blank because stuff like this just doesn’t fit the pattern of normal diagnostics. It was exciting in the end to nail the culprit, and my only hope is that you can walk away learning something from this story.

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August 2011 13

I’m Stuck in Neutral As with any diagnosis, the first step is the most critical. In this case, we needed to find out if the problem was in the transmission itself, or in the electronics that control it. The facts led us to something we didn’t expect.

by Kerry Jonsson

I

n your neck of the woods, things may be different. Where we are, we have automotive repair shops and transmission rebuilders. Although some of the large trans franchises are moving into general auto service, for the most part we’re still split. The 2006 Jeep Grand Cherokee that’s our subject here came from one of those transmission shops. They were doing the honorable thing. We specialize in diagnostics, and they specialize in rebuilding. The vehicle was brought to them because the owner felt the problem was related to the transmission. The vehicle would go into neutral intermittently while driving. The owner would pull over and shut the car off, restart it, put it in gear and resume driving. While this isn’t the classic symptom of a slipping transmission 14 Master Technician Online

that goes nowhere when you step on the gas, it could still be construed as a transmission-related problem.

We started by pulling codes with our DRB III. We were only able to access the PCM, and found a P0700. This gave us some hope. A DTC in the transmission may give us some concrete evidence that may lead us to the cause of the problem. www.mastertechmag.com

P o s t e d : J u n e 1 , 2 0 1 1 | K e y w o r d : j e e p esm

Since the problem was intermittent, it was going to be difficult to experience it and hard to test for it. A little knowledge, however, goes a long way. We were going to need to know two things to finger the culprit. Number one, have any of the computers picked up a self-diagnostic trouble code that may lead us to the cause? And, number two, how is the system laid out? On many Ford systems, the PCM controls the transmission, whereas other manufacturers have a separate Transmission Control Module (TCM) calling the shots. What computers do I have to have access to get this information? The StarMobile is

We needed to use our StarMobile scan tool to access the TCM, although your aftermarket scan tool may work. We got communication code U0404, which means there are problems with data from the ESM.

the factory scan tool for this vehicle. We tried using our DRB III, but only pulled a P0700, which meant there was a code in the TCM. In this Grand Cherokee, the TCM is mounted in the PCM, or they are simply one unit. However, from the scan tool’s perspective you need to select PCM to retrieve engine codes and TCM to get transmission-related codes. Our DRB III could get into the engine, but could not get into the transmission. To get into the TCM for data, we were going to need a StarMobile, which is the factory scan tool from Chrysler. You may have an aftermarket equivalent that will access these systems. As long and you can pull the codes/data and they’re accurate, you are okay. We looked in the TCM and only saw one code: U0404. The definition is “Implausible Data Received from ESM.” ESM! What the heck is an ESM? More importantly, can it cause this symptom?

How am I going to test it?

Both Mitchell and Alldata provide Bus Communication wiring diagrams that will show you which control units are on the bus. These units communicate on a Even though the ESM may have Controller Area Network (CAN), with a put out some bad data, our scan tool could communicate with it. Our CAN-high signal and a CAN-low signal. problem is intermittent, so it may The high signal starts close to ground and not be present now. Very often, the square wave goes up to approximately the problem control unit will not 2.5 volts. The low signal starts at around have communication codes, but another computer will. www.mastertechmag.com

August 2011 15

I ’ m Stuck in Neutral

5.0 volts and drops to about 2.5 volts.

These two signal wires mirror each other.

Following the CAN wires in our diagram shows all the different control units that are connected. We needed to look for an ESM. After sifting through the wiring for the automatic transmission, we saw an “Assembly Shift Lever.” This is also known as the Electronic Shifter Module (ESM) in Mercedes-Benz speak. Since Daimler bought Chrysler, it integrated some of its systems into newer model Jeeps.

Mercedes-Benz uses an ESM to determine what gear position the driver has selected. It is not just a switch assembly that sends inputs into a TCM, but it is

its own control unit. It communicates the gear position through the CAN network. This makes it difficult to test the unit without scan tool access to the ESM. Looking at scan data would be the fastest way to determine if it’s working.

You can use an oscilloscope to make sure the square wave signals are not shorted to another power source or ground, but you will not be able to interpret the actual software communication.

Check your scan tool to see if you have communication with the PCM, TCM (even though they are in the same unit), and ESM. Check for codes in each system and look at any data PIDs, especially ones dealing with gear position.

A look at the scan data shows the highlighted PRNDL PID under Bussed Outputs, indicating that we’re in Drive. Two PIDs above Shift Lever Position also indicate Drive. This is a bussed input from the ESM, and at the moment it’s functioning.

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August 2011 17

I ’ m Stuck in Neutral

When looking for communication codes, don’t necessarily look in the ESM and expect to find an internal failure.

It could happen and that would be the smoking gun. You may attempt to communicate and if you can’t, check powers and grounds to the control unit and scope the CAN lines to make sure you don’t have a wiring problem. If everything is okay, you probably have a bad control unit. This is not true in every case. If we had a failed control unit the symptoms of the problem would always be present. In this case, we always had communication with the ESM through our StarMobile. Also, the vehicle only went into neutral intermittently. In

many instances, the problem control unit will not have any communication DTCs. Look in other control units for communication codes. The control units that rely on information from the ESM should flag codes when communication is lost.

We know the PCM had a P0700 and we did not find any codes in the ESM. We looked in the TCM and found the code P0404, which is essentially loss of communication with the ESM, but we had communication now. It is possible the loss of communication with the ESM caused the TCM to put the transmission into neutral. Being

To remove the shifter, you have to remove the key interlock cable.

There is no adjustment on this cable. Simply unclip the housing mount and thread the cable through its holder.

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an intermittent problem this would be hard to prove conclusively. We decided to look into data to see if any clues would jump out at us. The TCM is the only control unit that can put the transmission into neutral, so we decided to look there first. The data is grouped into three sections. There are direct inputs, bussed in inputs, and bussed outputs. Look at the TCM wiring diagram and you will see the direct inputs such as gear pressure switches and fluid temperature.

load comes from the MAF sensor reading in the PCM. Vehicle speed comes in from the ABS and traction control systems.

Shift lever position comes in from the ESM (or Assembly-Shift Lever, as worded in the wiring diagram). A bussed output would be information put out by the TCM. This includes the shifter position.

Looking at figure #3, you can see that the TCM can put out even if the limp-home mode is activated. When looking at data, we noticed the shifter position was in both the bussed input and outputs. As we moved the selector lever through the Bussed inputs such as engine load, various gear positions, we saw the change vehicle speed, and shift lever position in data. At the moment everything was come in from other control units. Engine working fine. Having nothing else to go

When installing the shifter, put it in park. Pull on the shift cable all the way rearward, then position the lever so you can pop the ball socket on the lever. Then tighten the 13mm nut to secure the adjustment. www.mastertechmag.com

August 2011 19

I ’ m Stuck in Neutral

on we decided to inform the customer position. To make sure of this, pull the where we were and that we believed the cable all the way toward the back of the problem was in the ESM. vehicle. This insures the transmission is in the park position. The driveshaft should After looking at the cost of the part and not rotate when you try to turn it. With the cost of labor to drive around and the shifter in Park, adjust the lever in the wait for an intermittent problem, the shifter until the ball on the lever can be customer opted for the new ESM module. attached to the ball socket of the cable. At The job involves the removal of the this point tighten down the 13mm nut center console; not too time consuming. and the shifter and cable will be properly There is a single electrical connection for adjusted. Reassemble the center console the power, ground, illumination, brake and go for a test drive to verify that you switch, manual shift controls and CAN can catch all the gear positions. connections. The shifter has mechanical connections with two cables. The upper, If you have the opportunity drive the smaller cable is for the key interlock so vehicle with the scan tool connected, that you can’t remove the key from the you can watch the gear position in both ignition unless the shifter is in park. bussed input and output PIDs. You may The other cable is connected to the get lucky and catch the problem when transmission mechanical shift input. it happens. With this vehicle, the ESM This allows for failsafe operation of park, did indeed fix the problem. After several reverse, neutral, and drive, in the event of days, the customer called back and let us electrical failure. The key interlock cable know the transmission was now staying has two clips that when squeezed together in gear. By looking at the DTCs and the unlock the cable housing and allow it to data, we actually found the fault in the be removed. Then unhook the ball end of TCM, which led us to replace the ESM and the cable from the shifter assembly. resolve the issue. We now know that loss of communication or incorrect data from the The shifter cable just slides out, and the ESM can cause the transmission to go into ball socket has to be popped off before neutral. We checked the system electrically you can totally remove the shifter. When as best we could. It would have been more installing the new shifter, the lever in the conclusive to drive the vehicle until the assembly is not locked down. A 13mm nut problem occurred, but sometimes we have must be tightened when both the shifter to work within time limits. That’s life, and cable and shifter lever are in the correct this time it worked out okay.

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August 2011 21

Topology Diagnostics More evidence that the PCM is probably not the problem, and an ethical dilemma

by John Anello, “The Auto Tech on Wheels”

I

was called to a shop to program a new Powertrain Control Module on a 2007 Jeep Grand Cherokee (Figure 1). The shop diagnosed the Jeep and made the decision to purchase a new PCM to resolve a no-start situation.

Reprogramming has become a common practice for me these days because a lot of shops do not want to get involved with the procedure. It may be due to costly subscription fees or just the liabilities involved when programming a controller. If you don’t know what you’re doing, or are just not careful enough you could be the proud owner of a new or rebuilt computer. So, sometimes it may be easier for a shop owner to hire my company for these services.

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Figure 1: 2007 Jeep Grand Cherokee

I arrived at the shop and plugged in the old contoller first to read software information about the module so that I could select the proper software I needed on the Chysler website (Figure 2). I placed my Chysler www.mastertechmag.com

P o s t e d : J u n e 1 4 , 2 0 1 1 | K e y w o r d : t o p ology

StarMobile interface on the truck and booted up the WiTech software program to “topology” view with the vehicle online with Chrysler’s website. This view is live and provides a lot of information for the working technician with just with

Figure 2: Powertrain Control Module located at right rear of engine compartment

one glance at the screen. The controllers are all grouped by different types of networks. Blue lines indicating CAN B, black lines indicating CAN C, gray lines indicating a path to a controller that is not actually on the car, and red lines indicating a dead link to an inoperative controller (Figure 3).You will also notice that any controllers with codes are highlighted in yellow and without codes in blue. If any controllers are in red, they are considered inoperative and off the network. If you look closely, you can see a small green lightning bolt icon on certain controllers indicating that a flash file is available. This is the way a scan tool should be built to really make things easier for the technician.

Figure 3: Topology view of onboard controller using the Chrysler WiTech software www.mastertechmag.com

August 2011 23

The topology view showed that the PCM was inoperative and I could not communicate with it. The shop techs had the same problem when they hooked up their scan tool, so after performing some checks on the vehicle they determined that the PCM had internal issues. I plugged in the new controller and it didn’t respond, either. The shop had also plugged in the new PCM, but they thought it had to be programmed before it would communicate. I explained to them that even though no software is loaded in the new PCM, it still had a boot file in it to allow it to communicate with the scan tool. There was no way I could do the programming without

communication with the PCM. When I minimized the topology screen to view the codes below it, there were a lot of “U” codes stored in other controllers in the network because of the PCM failure (Figure 4). The shop had made a bad decision to condemn the old PCM for not communicating with their scan tool.

This vehicle had a wiring problem and I would have to pull some diagrams to power-flow system operation prior to my diagnosis.

I used Mitchell On Demand to pull a diagram of the PCM (Figure 5). I colorcoded the grounds at terminals #9 and #18 with green , battery feeds at terminals

Figure 4: “U” codes stored in memory.

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Figure 5: Highlighting the circuit diagram for an easier view of the power and ground feeds.

#10 and #29 with red, and ignition feed at terminal #11 with purple. This coloring process makes it easier to read a diagram by isolating the circuits you need to check and mentally flows circuit operation so that you grasp it better. I backprobed the PCM terminals with a test light and found that there was no ignition feed at terminal #11.

I printed out another diagram (Figure 6) and followed the ignition feed circuit back to Fuse #24 located in the junction box at the left side of the lower dash. I checked the fuse with a test light and there 26 Master Technician Online

Figure 6: Highlighting the circuit diagram to follow the PCM ignition feed back to fuse #24. www.mastertechmag.com

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Figure 7: Validating power feed at fuse #24 at the left side lower fuse panel.

Figure 8: Highlighting the circuit diagram to find the source feed for fuse #24.

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was no power on either side of the fuse with the key on (Figure 7). I now needed to find out how fuse #24 got its power, so I next printed out another diagram (Figure 8) and followed the #24 fuse feed all the way back to terminal #9 of the C2 connector within the fuse panel housing highlighted in purple.

Figure 9: Validating ignition switch feed into the fuse panel junction block.

Figure 10: By passing fuse #24 to power up the PCM. www.mastertechmag.com

I placed my test light on the #9 terminal pin at the C2 connector of the left side junction box and found that the ignition feed going into the panel was okay (Figure 9). The culprit was a bad fuse panel with an open internal feed circuit. The fix here was to replace the entire fuse panel. At this point the only choice I had was to run a temporary feed line to the PCM to validate my findings to see if the car would run and to make sure there weren’t any more problems at hand. I jumped out the ignition feed to the PCM with a power source (Figure 10) and the car started and ran fine.

I then finalized the diagnosis and went back to my topology view to do a health status on the system (Figute 11). I could now see that the TCM and the ABS modules were also up and running because they most likely shared the same August 2011 29

ignition feed that was missing. I could also see that there are flash files available for the PCM and the TCM if the owner of the vehicle decides to do some upgrades.

knowing what happened? After all, the customer only wants to see the car running no matter what it takes. I know we’ve all been there, and it is definitely a test of character. How well will your So, the car was running and there conscience let you sleep at night? was no need for the new PCM that the shop purchased. Parts suppliers The lesson here is that while the usually won’t take back an electrical occasional PCM will fail, it behooves you part, so now the shop owner faced an to be absolutely certain that everything it ethical dilemma. Should he be honest, needs to function is available before you eat the unnecessary expense and chalk spring for the expense of replacing it. I it up to a learning experience? Or, hope this one hits home with a lot of my should he have me program the new readers to always take step back in your control unit and bury the whole mess diagnostics and make sure you’re seeing without the owner of the vehicle ever the big picture.

Figure 11: Validating the temporary fix by revisiting the topology view.

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A world of ideas and innovation. 1,500 new product introductions. Hundreds of new manufacturers. The latest technology on display. It’s “new” on full throttle everywhere you look—and it’s only at the SEMA Show.

Wrap your head around that.

Register today at SEMAshow.com/MTIS www.mastertechmag.com

Las Vegas Convention Center, Las Vegas, Nevada Exhibit Days: Tuesday, Nov. 1 - Friday, Nov. 4, 2011 Education Days: Monday, Oct. 31 - Friday, Nov. 4, 2011 August 2011 31

The New York International Auto Show

by Kerry Jonsson

For over a hundred years the New York International Auto Show has provided the public with an exciting display of cars, technology, and a glimpse of the future. Even while the auto industry restructures this year was no different.

T

he New York International Auto Show (NYIAS) started its brilliant career in 1900. That makes the show 111 years old. It’s had several venues over the last century, but for more than two decades its home has been the Jacob Javits Convention Center. The circuit starts in late November with the L.A. International Auto Show, followed

by Detroit in January, Chicago in early February, then closes with New York.

This year’s 2011 show ran the last two weeks in April (next year’s will be early in that month). You can research the 2012 show at www.autoshowny.com. The two days before the show is opened to the public are devoted to the press giving people who write about and photograph cars an opportunity to see new models 32 Master Technician Online

up close, talk with representatives of the manufacturers, and overdose on our addiction to swag.

The show typically opens with the GNYADA (Greater New York Automobile Dealers Association) breakfast. The opening ceremony includes a guest speaker, in this case Carlos Tavares, President of Nissan of the Americas.

This gathering paid honor to the victims of the Japanese earthquake and tsunami and to how that country’s car companies are rebuilding with the aid of our American auto industry. At the breakfast, a consortium from the automotive industry presented The Red Cross with a check for over 30 million dollars to help with relief efforts. The breakfast www.mastertechmag.com

P o s t e d : J u l y 2 0 , 2 0 1 1 | K e y w o r d : nyia

also included some awards ceremonies, such as the Ken Purdy award for automotive journalists and more recent awards such as “Ad of the Year.” This year’s winning ad was Kia’s “Or That” campaign, which had rapping hamsters comparing “boxy” rides to the Kia Sol. So much for the old “it’s not your father’s Oldsmobile” campaign.

You would think with the automotive industry being in the process of rebuilding itself there would not be much to see. Government regulations continue to push the envelope of fuel mileage and emissions reductions. Also, manufacturers need to get Americans excited about purchasing new cars again.

The auto service industry typically does well during economic downturns as vehicle owners hold on to what they have as opposed to trading for newer models. However, we need to keep pace with all the new technology coming out of Detroit, Asia, and Europe. The more successful technology will migrate into other manufacturers and in three to five years time we will be working on this advanced technology regularly.

With manufacturers making cars more proprietary, we must look at how we will be spending our scan tool and training budgets. Yes, there I said it: “Scan tool and training budgets!” To keep pace, we are going to have to invest in ourselves. www.mastertechmag.com

Honda Honda opened with the introduction of the 2012 Civic models. There are five new/revamped models starting with the Civic HF, which targets individuals looking for fuel efficiency without having to buy a stripped down vehicle.

The Civic EXL provides a combination of fuel economy, performance, and multimedia tech for its passengers. The Civic Hh Hybrid now uses lithium-ion batteries. The company hopes this will correct some of the teething problems with the earlier Civic’s nickel-metalhydrides failing prematurely. The Civic GX is a natural gas model, pretty much a southern California thing, but it will be made available in other metropolitan areas. The sporty Civic SI now comes in two different models, which we foresee will be a problem when ordering parts in our not-too-distant future.

FoMoCo Next was Ford as it unveiled the 2013 Ford Taurus and SHO models powered by either a 3.5L V6, or an optional 2.0L turbocharged four known as the ECOBoost. The SHO has the turbocharged V6 with some upgrades to the suspension and braking systems.

Once again, a possible parts problem down the road. Gone is the Ford Crown Victoria police vehicle, otherwise known as the Interceptor. The Taurus model is August 2011 33

N Y International Auto S h o w

Honda opened the show with five all-new Civic models. The Hh hybrid advances to Li-Ion batteries and the GX uses CNG, so we hope you’re up on your compressed natural gas training.

Ford’s electronic steering assist uses an electric motor that drives a belt. This belt is serviceable, although as you can see it will require the steering rack to be taken apart. We will have to wait and see if we are going to repair or replace this new technology.

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Don’t gamble with your reputation. Keep it Genuine.

Your Mercedes-Benz customers expect the best without excuses or compromise. When a customer trusts you enough to give you their Mercedes-Benz to work on, there’s one way to make sure it’s still all Mercedes-Benz when you give it back: Use Genuine Mercedes-Benz Parts. For more information, contact your local Mercedes-Benz Wholesale Parts Dealer or visit us at www.mbwholesaleparts.com.

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August 2011 35

N Y International Auto S h o w

The service connector is located on the battery pack of this hybrid Ford Focus. Typically, the service connector splits the series-wound battery packs in half to drop the voltage to safer levels. You should still use high voltage gloves and CAT III test leads when servicing hybrid vehicles.

The new performance-oriented Grand Cherokee SRT-8 will have an adaptive damping system. With a turn of the dial, you will be able to set up the vehicle for Track, Sport, Auto, Snow and Towing modes. Your scan tool investment will allow you to diagnose problems with these systems.

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going to become the new police vehicle offering from Ford, so there is a good chance that somewhere down the road you are going to see one in your shop.

V8 a 450 mile range on a tank of fuel.

Look in future installments of Master Technician Online for an in-depth look at its operation and diagnosis. The camshafts have variable valve timing, so engine oil condition will be important in Jeep Being under the Chrysler group, keeping that MIL off. and recently sold to Fiat, Jeep has already revamped its line of vehicles Nissan and is enjoying some sales success. Nissan’s New all-electric Leaf enjoyed The Wrangler is still the same vehicle honors at the show as World Car of mechanically with only a few trims being the Year on the second press day. There added. The Grand Cherokee has received are some potential technical problems a shot of adrenaline with the new SRT such as high-voltage leaks that cause 8, a 6.4L hemi V8 capable of producing the vehicle to shut down. Hybrids, on 465 horsepower. With a new “Active the other hand, typically have parallel Valve Exhaust System” fuel consumption systems so the vehicle can still be is reduced, giving the high-horsepower driven. Nissan also introduced the 2012

Hyundai promoted its “Over 40” club. New in their vehicles is a dualplate six-speed manual gearbox. Also offered are two new automatic transmissions, a six speed and an eight speed. www.mastertechmag.com

August 2011 37

N Y International Auto S h o w

Versa powered by a 1.6L engine that is touted as being very fuel efficient. The injection system is new and sprays a finer mist that increases efficiency and reduces emissions. We will have to see what happens when these injector start to clog. Variable valve timing is used on both the intake and exhaust cams, and we know how that has worked for Nissan in the past.

increases fuel economy and horsepower, and reduces emissions. M-B also presented the A-Class concept vehicle.

Although it is a smaller A Class, it is still going to have all the technological advancements found on the luxury models, particularly when it comes to safety. Electronic Stability Control and active accident prevention systems will all be standard features as ABS and traction control are now. All these new systems are going to require powerful Hyundai Hyundai was promoting its line of scan tools for diagnosis. vehicles that all get over 40mpg on the highway. The Sonata Hybrid, Elantra, Chevrolet Accent, and Veloster can all make that The 2013 Malibu was brought to market claim. Direct injection and continuing about a year earlier than anticipated. development of the internal combustion GM wants to see more sales and wants engine are two strategies Hyundai has the Malibu to compete with Camry and invoked to achieve better fuel efficiency. the like. It must be difficult to run a car The company feels that the development company with the government looking costs and infrastructure for hybrids over your shoulder. The Malibu will and plug-in hybrids are just too high only have the 2.5L four making 190 and their sales figures back this up. The horsepower. The optional engine is the Sporty Veloster receives a dual-clutch mild hybrid 2.4L ECOTECH. The Chevy six-speed manual transmission. Other Volt was still the talk of the show with its models will use six- and eight-speed all-electric platform with ICE (Internal automatic transmissions and a single- Combustion Engine) only there to run clutch six-speed manual gearbox. a generator. Better get some mild hybrid training, and soon.

M-B

Mercedes-Benz unveiled the new C63 Subaru AMG coupe. The 6.3L non-turbo engine Subaru has upgraded its lineup over has high-pressure direct injection, which the past four years. This year it is the 38 Master Technician Online

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August 2011 39

N Y International Auto S h o w

Impreza’s turn, and it boasts 36mpg, which is pretty good for a 4WD car. This is important to our customers especially in the northeastern part of the country.

A return to a longer-stroke 2.0L engine makes 148 hp. Other than this, the changes are largely cosmetic. Subaru does tend to have a high resale value, so your customers are more likely to invest in the vehicle they have as opposed to buying a new one.

and conventional IC engines for its model lineup. These technological advancements mean we will need to step up our knowledge. The Touareg will have a supercharged TSI V6 with an eight-speed automatic transmission. It will also have a powerful electric motor that has a disengagement clutch. TSI and FSI engines have specially-shaped pistons and combustion chambers to swirl and concentrate the charge around the spark plug. Dual-plate clutches are Scion also something we are going to have to In 2002, the Scion brand was start servicing in the coming years. introduced at the New York Auto Show.

Before the 2011 show, Scion unveiled the new second-generation tC. The IQ Audi was also introduced within the past year. Audi has been enjoying much success This micro sub-compact will have ABS, in certain segments of the luxury car traction and stability control. This means market. It plans on expanding its sales a capable scan tool will be necessary to beyond the A4 and Q7 and to promote quickly diagnose all these systems. To the new A6, A7, and A8 models. The maintain that young, sporty image, the Audi “Presense” system will tension the company displayed its FR-S concept seat belts, roll up the windows, preload car. The flat-four boxer engine displaces the brakes and activate them before 2.0L and uses a D4S injection system an accident has actually occurred. that has both direct and port injection. MMI Infotainment will continue to There is no doubt that this technology be developed. Audi is promoting clean will eventually make its way to Scion’s diesel TDI starting with the A8 and followed by the A6 and Q5. The gasoline production cars.

TSFI engines use direct injection also. A 2.0L four and 3.0L supercharged V6 will Volkswagen The Touareg Hybrid was the focus of be available in the A6 and A8. R8 Etron the Volkswagen press event. VW provides and Q5 Hybrid will start going into TDI clean diesel, hybrid powertrains, production next year.

40 Master Technician Online

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August 2011 41

N Y International Auto S h o w

Ferdinand who?

Porsche once again pushes the envelope of performance and engineering with the new Turbo S and Hybrid models. The Turbo S has a host of computer-controlled systems such as Launch Control, Porsche Dynamic Chassis Control (PDCC), and Porsche Torque Vectoring Plus (PTV Plus). Launch Control provides traction from a standing start, while PDCC provides traction control during high-speed cornering. PTV Plus uses an electronically-controlled differential lock to maintain traction during spirited driving. The Hybrid model uses a supercharged 3.0L V6 mated to a 47 hp electric motor and a nickel metal hydride battery. It can propel the vehicle for one mile up to 50 mph in electric power only. It also has a unique Sailing mode that can completely decouple the engine from the drivetrain at cruising speed when the driver lifts the gas pedal, and syncs the engine and driveline when the driver applies the pedal again. Better bone up on your electrical theory and get into a hybrid training class.

Jag & Land Rover

variable valve timing and direct injection.

At over 2,000 psi, fuel is injected in a stratified charge for greater efficiency. I wonder what kind of fuel pressure gauge we are going to use with direct injection.

Land Rover unveiled two new models; the Range Rover Evoque is a slightly smaller and sportier SUV, and the Range Rover Autobiography Limited Edition.

The Evoque has a four-cylinder engine with direct injection and a six-speed automatic gearbox. The Autobiography has been called the Rolls-Royce of SUVs, offering serious luxury and a host of interior technology for passengers to play with.

Walter P.’s legacy Chrysler closed the first day of the show with some new trim lines for the 300 model. The company is being integrated into the Fiat family, so we will probably see more changes in the future. Right now, Fiat is using the existing dealer network to promote its own Fiat 500 here in the states.

For the moment, just strap in and start Jaguar is revamping its lineup with the new XKRS and XFR models. The XKRS putting away money for all the new scan has a 5.0L supercharged engine that tools and software you are going to need features both intake and exhaust cam to fix these technological marvels.

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August 2011 43

S t urgis: Two-Wheeled A d v e n t u r e

Are You Up for a Two-Wheeled Adventure?

By Glen Quagmire

OK.

We know you’re a car guy (or girl, but mostly guys). If you weren’t a motorhead you wouldn’t be cruising this web site. And you surely have a car or two or three or more stashed in your garage, your driveway, or your buddy’s barn. But being a motorhead, you’re almost certainly interested in pretty much anything that’s powered by an internal combustion engine.

But if there’s one pretty sure bet in all of this, you now have, or used to have, a motorcycle. Maybe it’s a Harley, maybe a rice rocket, or a full custom.

Yours could even be a classic bike like a Norton, an Indian, or an old BMW.

Maybe you have a power boat, a snowmobile, an ATV, maybe you have a race car, or maybe even a remotecontrolled airplane. You might even be a licensed private pilot.

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P o s t e d : J u l y 1 5 , 2 0 1 1 | K e y w o r d : S t urgis

But it seems like the interests of most car guys extend to related vehicles that involve wheels, gasoline, speed, and related mechanical devices.

In fact, I’ll go out on a limb and suggest that more than half the readers of WW have, or used to have, a two-wheeler.

And I’d bet that many are sitting in dark corners of shops nestled under a combination of dust and cobwebs, just waiting to be made roadworthy again, “As soon as I get the time.”

Well, that time may have come.

Seems that one of the biggest motorcycle gatherings in the world takes place every August in beautiful downtown Sturgis, SD. Yep, that’s right. South Dakota. Right in the geographic center of the country where pretty much everybody has an equal opportunity to claim the longest commuting distance and the chance to earn their own “Iron Butt” honors.

The Sturgis Motorcycle Rally has been held every year since its founding in 1938, except for wartime years in the 1940s. And boy has it grown.....

Read this full story, and more like it when you become a paid subscriber. View our Weekend Warrior page to find this story.

Or, type in Keyword: Sturgis. www.mastertechmag.com

August 2011 45

Repair and Business Solutions for Professional Automotive Technicians & Shop Owners

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Volume No. 3

Inside the Insider

Just Say No to Taxes

by Scott S. Shields, CPA

Just Say No to Taxes It is amazing how any size business can reduce its income tax debt by taking advantage of existing deductions, tax credits, and government programs.

Page 1

Prepare to Pass Taking an ASE Test is easy. Passing one, not so much. So how do you maximize your chances for success? It’s all in the preparation.

Page 1

Issue No.1

As the end of the year approaches -- a lot faster than most of us would like -- I spend a great deal of time with my clients doing yearend tax planning. It is amazing how any size business can reduce its income tax debt by taking advantage of existing deductions, tax credits, and government programs. If your business is a “pass through entity,” such as a partnership, Limited Liability Company (LLC), or an S Corporation, the business benefits will pass to your individual personal tax return reducing the tax debt on your Federal Form 1040.

(Continued on page 2)

Prepare to Pass

by Tony Molla, VP Communications, ASE

iShop 3.0 What is it?

And, why should it matter to you?

Page 8

The Best of the Test In 2012, we’ll be introducing a number of new and improved services which begin with the official launch of the enhanced computer-based testing program...

Page 10

46 Master Technician Online

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Questions/Comments: Contact Us via Website or Call Chris Ayers Jr 484.472.8441

What began over three decades ago as a modest attempt to offer four automobile certification exams on a pilot basis has grown in an industry-recognized program embraced by technicians, manufacturers, the aftermarket, and employers alike. Today the non-profit National Institute for Automotive Service Excellence (ASE) offers more than 50 certification tests in a dozen specialized areas, and nearly 400,000 automotive professionals proudly hold ASE credentials. Offered in the U.S. and Canada, and to our armed forces at military bases around the globe, ASE certification is internationally recognized as one of the best professional credentials in the automotive industry.

Research shows that ASE Certification is not only good for the individual—it’s good for the businesses that employ them. In fact, many shop owners recognize the value ASE provides and offer incentives like salary increases, bonuses and they often cover the cost of testing, provided you pass the test. For many, that’s the catch, but it’s not that difficult of a bar to reach if you know what to do.

(Continued on page 4) July 2011

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