November 2011 MasterTechnician

Inside this issue: Out with the Old...

Honda Hybrid Batteries Spark Plug Service Keeping Gas Fresh

Original BMW reManufac Reman Part Number

Series

Engine

Production Years

Models

E30

M42

Up to 04/1991

318i, 318is

64 52 8 385 916

E31

M62 M60

M60: 9/1993 - 11/19/95 M62: From 05/1995

840Ci, 840i

64 52 8 385 908

E32

M60

From 06/1992

740i, 740iL

64 52 8 385 908

E34

M60

From 01/1988

530i, 540i

64 52 8 385 908

E34

M50

Up to 07/1993

525i

64 52 8 385 915

E36

M50, M52, S52

Up to 09/1992

320i, 323i, 325i, 325is, 328i, M3

64 52 8 385 915

E36

S50

From 11/1993

M3

64 52 8 385 909

E38

M60, M62

Up to 09/1997

740i, 740iL

64 52 8 385 917

E38

M73, M73N

From 09/1997

750iL, 750iLP

64 52 6 911 348

E38

M73, M73N

04/1997 to 09/1997

750iL

64 52 2 147 456

E39

M52

Up to 09/1997

528i

64 52 8 385 919

E39

M62

Up to 09/1997

540i, 540iP

64 52 8 385 921

E46

M52, M54, M56, M52, M54, M56: Up to 09/2002 S54 S54: 09/1997 - 09/2002

320i, 323i, 323Ci, 325i, 325Ci, 325xi, 328i, 328Ci, 330i, 330xi, 330Ci, M3

64 52 6 911 340

E38, E39, E52

M62, S62

From 09/1997

740i, 740iL, 740iLP, 540i, 540iP, M5, ALPINA V8 Roadster, Z8 Roadster

64 52 6 911 342

E53

M62

From 10/1998

X5 4.4i / 4.6is

64 52 6 921 651

E53

M54

Up to 10/2002

X5 3.0i

64 52 6 921 650

E65, E66

N62, N62N, N73

Up to 4/2008

745i, 745iL, 750i, 750iL, 760i, 760iL

64 52 2 147 458

E60, E60N, E61

N52, N52N

Up to 9/2008

525i, 525xi, 528i, 528xi, 530i, 530xi

64 52 2 147 460

E46, E83

M54, M56, S54

From 09/2002

325i, 325Ci, 330Ci, M3, X3 2.5i / 3.0i

64 52 6 936 883

E60

M54

Up to 10/2005

525i, 525xi, 530i, 530xi

64 52 2 147 457

E60, E63, E64

N62, N62N

Up to 4/2008

545i, 550i, 645Ci, 650i

64 52 2 147 459

E82, E88

N51

Up to 3/2007

128i

64 52 2 151 495

E90, E90N, E91, N51, N52, N52N E91N

Up to 10/2006

323i, 325i, 325xi, 328i, 328xi, 330i, 330xi

64 52 2 151 495

E92

N51, N52N

N51: Up to 3/2007 N52N: Up to 10/2006

328i, 328xi

64 52 2 151 495

E93

N51

Up to 3/2007

328i

64 52 2 151 495

ctured a/c cOMpressOrs Reman Part Number

Series

Engine

Production Years

Models

E82, E88

N54

From 11/2006

135i

64 52 2 151 496

E90

N54

From 3/2006

335i, 335xi

64 52 2 151 496

E90N

N54

From 04/2008

335i, 335xi

64 52 2 151 496

E92

N54

From 06/2005

335i, 335xi

64 52 2 151 496

E93

N54

From 10/2005

335i

64 52 2 151 496

E82

N51, N52N

N51: From 03/2007, N52N: From 10/2006

128i

64 52 2 153 227

E88

N51, N52N

N51: From 03/2007, N52N: From 10/2006

128i

64 52 2 153 227

E90

N51, N52, N52N

N51: From 03/2007 N52, N52N: From 10/2006

323i, 325i, 325xi, 328i, 328xi, 330i, 330xi

64 52 2 153 227

E90N

N51, N52N

N51: From 03/2007 N52N: From 10/2006

328i, 328xi

64 52 2 153 227

E91

N52, N52N

From 10/2006

325xi 328i

64 52 2 153 227

E91N

N52N

From 10/2006

328i, 328xi

64 52 2 153 227

E92

N51, N52N

N51: From 03/2007 N52N: From 10/2006

328i, 328xi

64 52 2 153 227

E93

N51, N52N

N51: From 03/2007 N52N: From 10/2006

328i

64 52 2 153 227

* Made with the same OE components as original factory parts * Assembled to original BMW specifications * Results: BMW Quality, Reliability and Value

Remanufactured for BMW by

Available only through your local BMW Dealer

Contents

K eeping Gas oline F r e sh

Feature Stories 06 Honda Hybrid Batteries

by Phil Fournier

The subject of our article today is the battery pack that Honda uses to drive its hybrid system.

30 Old Habits: Spark Plug Service Now

by Bob Freudenberger

A whole lot of evolution has occurred since most of us first started replacing plugs, so it’s time we re-examined our procedures and incorporate the latest subtleties.

36 Keeping Gas Fresh

by Henry P. Olsen

The main factors that shorten the life of gasoline are exposure to moisture, air, light, or heat above 80oF.

Cover Story 20 Out with the Old, In with the New

by Henry P. Olsen

Transplanting a modern (OBD II/1996 or later) fuel-injected, feedback engine into a vintage vehicle may be the ideal way to get the power and engine reliability of a modern vehicle into that special car that was built when vehicles were not just practical transportation

4 Master Technician Online

www.mastertechmag.com

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 & Business Office: Master Technician Magazine 134B River Rd. • Montague, NJ • 07827 P.330.620.3929 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: www.mastertechmag.com/more/contact_us/

Advertiser Index November 2012 Beck/Arnley................... 39 DAYCO.......................... 13 Garage Operator............ 19 Henry Rif les.................. 43 Nissan.. .......................... 45 NUCAP.. ........................ 25 PPG.. ................................ 5

November 2012 5

Honda Bat t er ie s

Honda Hybrid Batteries

by Phil Fournier

Image Courtesy: Honda

6 Master Technician Online

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Posted: October 26, 2012 | Keyword: spark plug Hybrids have been with us for thirteen years now. Honda will forever hold the place of having upstaged Toyota by introducing the very first hybrid for sale in the U.S. in 2000, the two-seat, light-weight, three-cylinder Insight. One might say, however, that in retrospect it was a pyrrhic victory given the thrashing that Honda has taken from Toyota in the hybrid market beginning in 2001. Still, the 1st generation Insight (2000-2006) stands alone as the best fuel economy car ever produced for the mass market. Driven conservatively, these cars can do 60-70 mpg (see www.99mpg.com for modifying tricks).

The subject of our article today is the battery pack that Honda uses to drive its hybrid system. As technicians, our battery experience is generally limited to the leadacid 12V battery that has been used as the power source for vehicles for as long as most of us have worked on vehicles.

Lead-acid is an old technology that has not advanced a great deal in the last 100 years.

Its weight-to-power ratio is not very good, and the number of times it can be charged and discharged before failure is way too low to be a good alternative for hybrids.

Key of terms: 1st Gen Civic 2003-2005.

2nd Gen Civic 2006 and up.

Accord Hybrid 2005-2007.

2nd Gen Insight 2010 and up. www.mastertechmag.com

Nickel Metal Hydride (NiMh) has been the battery of choice for hybrids due to its reasonably good weight-to-power ratio, its stability under high charge/discharge conditions, and its long life. While lithium based batteries have a higher weight-topower ratio, their occasional instability (remember the laptop fires?) has made November 2012 7

Honda Bat t er ie s

them a less desirable choice up until the advent of the all-electrics and the plug-in hybrids.

Honda Hybrid Battery construction

Figure 1: Each stick is the size of six D-cells.

As you can see in Figure 1, the batteries used in the Honda pack look suspiciously like the D-cells you’d use in a flashlight.

There are six of them in this stick, which is one of 20 such sticks in the battery pack.

As with all NiMh cells, these cells are nominally 1.2V each. Since there are 120 of them in the Honda pack, that yields a nominal 144V, though the pack is often advertised at 156V. Actually, operating voltage, as we will see a little further along, varies between 125 and 185V, depending on conditions, whether heavily loaded or absorbing large numbers of electrons during heavy regenerative braking.

Each battery stick is equipped with a thermistor strip that is Positive Temperature Coefficient. In other words, as temperature goes up, so does resistance. It is heatshrunk tightly to the battery cells (Figure 2).

This is different from the three temperature sensors that sense the air temp inside the battery box, which are the standard NTC sensors that we are used to. I measured the resistance in the PTC strip at room temp and it was about 1 ohm. Raising the temperature with a heat gun to 110 8 Master Technician Online

Figure 2: Honda Civic stick with voltage tap end.

deg. F. brought the resistance up to 15 ohms. I have not yet figured out how the computer calculates this volt drop, but it is reported to the scan tool at about 2.4V with a cold battery. Per the code listings, the computer is able to detect a single cell heating up, though it cannot tell which cell is heating. More about this later.

Safety

The first hybrid courses I attended drove me nuts with an exaggerated focus on the dangers of the cars. All in all, the cars are designed to be very safe and their track record speaks for itself. I know of no documented cases of technicians being killed or even seriously injured while working on a hybrid vehicle. Toyota hybrids use relays on both the positive and negative cables and both are open circuit www.mastertechmag.com

Figure 3: Civic Hybrid capacitor discharge at shutdown.

the instant the key is turned off. Honda’s use only one relay, but likewise the relay opens on shut down and the capacitors begin discharging immediately. The HV battery is completely isolated from the vehicle body, and does not use a chassis ground at all. However, while the danger is small, it is true that the cars contain lethal voltage. In theory, they can indeed kill you. So, as hybrid instructor Craig Van Batenburg told us, what do you do before you clean your gun? You check to see if it has bullets in it first. Likewise, you check the battery voltage (wearing your highvoltage lineman’s gloves) at “touch” points to see if it is safe. I went one step further and used my scope to check the powerdown and discharge of the capacitors.

(Figure 3) The scope capture shows the timeline of capacitor discharge. Note that throwing the disconnect switch makes absolutely no difference as it only insures that the system will not power back up.

waiting five minutes. My recommendation is to check for voltage regardless.

The oscillation at 15 seconds is key shutdown. By one minute, the HV voltage was down to 7V. Honda recommends

Both first- and second-generation Insights have the battery module located below the deck in the hatch area (Figure 5).

www.mastertechmag.com

One small additional caution: Honda vehicles have a back-up starter motor, which allows the gasoline motor to start even if the high-voltage battery is removed.

Note that with the engine running, the generator bolted to the engine’s flywheel will absolutely generate high voltage, since it is a permanent magnet generator and can’t really be shut off electronically. Make sure you isolate the cables that connect to the HV battery if you are going to move the car around with the battery removed.

Battery pack locations Honda Civic and Accord battery packs are located in a box behind the rear seat. Also located in the box are the Motor Control Module, capacitors, relays, inverter, and the DC-DC converter that takes the place of the alternator on all hybrid vehicles (Figure 4).

November 2012 9

Honda Bat t er ie s

The two computers on top of the battery are the BCM and MCM (Battery Control Module and Motor Control Module).

Diagnostics Honda’s diagnostic flow charts are pretty straightforward; have code, replace entire battery pack, and, in most cases, replace or reflash the BCM (Figure 6) to match the replacement battery pack.

We in the aftermarket generally like to search for something of more substance than that, though. In research on the subject, I have found that Honda apparently had some reason to set multiple different codes depending on the type of failure instead of simply setting a single code that means “replace battery.” However, unlike Toyota, they do not set codes that identify the cell stick or pair of cell sticks that is failing. The early (Gen 1 Civics and Insights) did not even list voltages of cell sticks. The scan tool data greatly limited useful information to the three battery air temp sensors, the PTC data that is for the entire pack, and the battery state of charge (Figure 7).

Later models (Accord, Gen 2 Civic and Insight) listed data for pairs of cells (Figure 8 -- Snap-on MODIS).

(Above) Figure 4: Accord back seat area.

Look at this chart (created by a nowdefunct company that was repairing

(Below) Figure 5: Insight battery module.

10 Master Technician Online

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batteries using used cells out of junkyard cores) and think about the multiple code descriptions given (Figure 9).

chart above claims there are four.) Here is what Honda has to say about sub codes 72, 73, and 78 (Figures 10, 11, 12).

In particular, I researched the P1449 code on Honda’s website and found it listed with three subcodes (though the

These charts are part of the Honda service information. As you can see, the subcode 72 sets when the temperature according to the battery air temperature sensors registers too high. Subcode 73 sets with the PTC strip located on every battery stick signals that one of the sticks is running too hot. Subcode 78 sets when the battery software calculates that the battery will no longer hold up under a load.

These break-downs in codes leads one to believe that someone somewhere along the

Figure 6: 2003 Civic Hybrid battery code software.

Figure 8: Snap-on MODIS These errors mean the IMA light is on P1433, P0A7F Non-repairable error Battery is worn out P1447 Possibly repairable Battery is badly unbalanced.

There are four different P1449 P1449 Possibly repairable codes. Three are repairable, one is not.

P1447 & P1449 Probably not Battery is badly unbalanced and together repairable some cells are overheating P1431, P1432 Possibly repairable Battery or cells overheating Some cells have failed completely P1446, P1570 Possibly repairable (voltage deviation) Failure of electronics or sensors P1446, P1570P1443, inside the battery, BUT the battery P1445, P1569, Repairable has been sitting so it must be P0A27, P1553-P1559 reconditioned and the cells may not be good.

P1600, P1601

Figure 7: 2005 Civic Hybrid battery pack replaced soc 55%. www.mastertechmag.com

Not a real error

Figure 9: Multiple code descriptions November 2012 11

Honda Bat t er ie s

line intended that these batteries were to be repaired, yet in every case Honda’s only fix is to replace the entire battery module.

Panasonic (now Primearth) is the battery supplier, the same outfit that builds the batteries for the Toyota Prius and is either partly or wholly owned by Toyota. I contacted Primearth to see if they would sell me individual battery cells. They responded politely, but in the negative. I have felt very uncertain about the wisdom of repairing battery packs by replacing cells with other used ones of the same age. Those that have done so are using a variety of methods to determine the condition of the cells. There are a number of inexpensive testers that are designed for

Figure 11: 2003 Civic Hybrid P1449 sub code 73.

Figure 10: 2003 Civic Hybrid P1449 sub code 72.

12 Master Technician Online

Figure 12: 2003 Civic Hybrid P1449 sub code 78. www.mastertechmag.com

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November 2012 13

Honda Bat t er ie s

small batteries used in hobby applications.

These can be used with some success to load test the individual cell sticks. The device will both charge and discharge the

Figure 13: 2008 Civic bolted battery ends.

sticks multiple times and will report on the calculated amp-hour rating. The question is, of course, will that reading parlay into a reliable figure for the life remaining in the battery stick, the key word being “reliable.”

I was contacted by a battery maker in China, and, after some negotiating, I managed to convince them to sell me enough battery cells to create two replacement battery packs (40 sticks of six cells each, welded). At issue in the rebuilding of battery packs with replacement sticks is the fact that the sticks do not come equipped with PTC strips.

The battery must be disassembled and the strips removed from the old cells, then reattached to the new cells with heat shrink.

This is a fairly tedious process (Figure 13).

Figure 14: Rebuilding the Civic pack.

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Additionally, the cells in the Gen 2 Civic (2006 and up) and the Accord are built slightly differently with two cell sticks attached together with a welded plate rather than being bolted in at both ends (Figures 14, 15).

Gen pack. This idea could have some merit as the 2nd Gen batteries have shown better longevity. As the used batteries that are supplying the cells age, the value of this method is going to decrease, since no battery has an indefinite shelf life.

Only time will tell if rebuilding these batteries with new cells is a cost-effective idea. At present, several factors work against it. First, the number of suppliers, even from China, appears to be extremely limited. Second, Honda can easily influence the situation by lowering the price on their replacement batteries any time the notion strikes them. That they currently are very much opposed to the idea of someone else building batteries for their cars is evidenced by the very high core charges they apply to the batteries they sell ($3K when last I checked). Toyota, in stark contrast, charges no core charge whatsoever. One hybrid battery specialist I know is modifying used cells from 2nd Gen Civic battery packs to fit in the 1st

Predictive Failure Analysis The sale of used hybrid vehicles is often problematic due to purchaser concern about the life expectancy left in the hybrid HV battery. Since replacement cost of a new unit purchased through Honda bumps up against $3,000, the anxiety created is understandable. I have been asked if it is possible to predict upcoming failure of the Honda battery if there are no trouble codes in memory. The short answer is no, it is not possible, but here’s what I did to create a “maybe you can tell” situation.

It requires a couple of hours of time and represents a possible safety threat. First, I removed the back seat and the battery cover to get at the high voltage cables (Figure 16; Accord shown, Civic similar).

Then, I attached two test wires, one to each of the HV cables on the DC side and ran them up and out of the battery pack so I could attach them to my PICO scope (Figure 17).

Figure 15: Gen 2 Civics have paired sticks. www.mastertechmag.com

I then drove the vehicle under conditions of extreme charge and discharge, simply by braking hard from speed to create maximum regeneration and then accelerating hard to create a maximum assist condition from the electric motor.

November 2012 15

Honda Bat t er ie s

Figure 16: Removing the Accord’s back seat and battery cover reveals potentially-lethal cables.

I did this with the original battery in my 2003 Honda Civic and then with a replacement battery that I built. Figure 18 is the capture from the original battery.

Notice that the voltage on the high side during hard regen is pushing towards 180.

(Sorry, the noisy signal is unavoidable due to the terrific amount of electrical noise in the battery box area). On the load side, the voltage dropped to 124. Note that this battery module set codes in a 2005 Civic, but in spite of 2,000 miles of driving, set no failure codes at all in a 2003 Civic. My only explanation for that is a difference in battery software.

Now, look at the same test done with the same car, but using the battery I rebuilt with the Chinese cells (Figure 19).

16 Master Technician Online

The scaling is a bit different, so it looks a somewhat exaggerated, but you can see that on the low side, the voltage dropped to 136 (more likely 144 without the noise) and on the high side peaked out at 172V. Comparing this to the testing of a standard lead-acid battery, we can easily understand how the narrower window under similar load conditions would predict a better battery.

To illustrate the shortcomings of attempting to do this with a scan tool, I repeated the experiment (using the new battery pack), but opened a window to run my HDS software concurrently with the PICO software. Figure 20 is the result.

Notice how the green line (Battery Module

Figure 17: Voltage taps for scope. www.mastertechmag.com

Voltage) on the HDS barely moves from the reported 157V while the amperage being pushed into or pulled out of the battery shows perfectly well. This problem was corrected with the Gen 2 Civic and the Accord models, but since I have not had a battery failure there, I have none to test.

It is perhaps well to note that this type of research is not easy to accomplish; many times we can simulate failed conditions to

create a testing scenario, but duplicating a deteriorated battery would be no small project, and well beyond my own capability.

Concluding thoughts Many factors have gone into the shortage of Honda Hybrid vehicles for replacement batteries in the aftermarket. The largest one in my California market was the 10year, 150K-mile warranty on vehicles

Figure 18: Honda Hybrid battery pack voltage PICO.

Figure 19: 2003 Civic with rebuilt battery. www.mastertechmag.com

November 2012      17

Honda Bat t er ie s

classified as PZEV. The second biggest one is the Honda backup starter motor.

Many vehicle owners that I have either corresponded with or spoken to on the phone have been reluctant to replace their battery due to the cost, and due to the fact that they have already operated the vehicle for perhaps TWO YEARS with the failed HV battery. Since the Honda software will simply exclude the HV battery from operation once it sets a certain level of trouble codes, the vehicle will start on the 12V battery, and both the performance and fuel economy will suffer a terrible hammering. Yet, the car is still drivable.

Until California institutes a smog inspection system that incorporates hybrid vehicles, these folks will be able to continue to operate their car with relative impunity.

But, let me tell you, if you have the unfortunate need to drive a 1.3L Civic, CVT equipped, with a bad HV battery, I think you will agree with me that the performance is SCARY bad. Tell your customer for only $3K you can make his car whole again!

One other tip: About 18 months ago due to some negative press, Honda came out with a reflash recall for the 2nd Gen Civics that was supposed to make the battery last longer. There was a rash of complaints on Internet forums about deterioration of fuel economy and performance after the flash.

My suggestion is that if you find a 2nd Gen Civic that has not been reflashed with the later calibration, leave it alone. The flash is non-reversible. Battery life for the 2nd Gen Civics has mostly been very good anyway.

Figure 20: HDS and PICO running concurrently.

18 Master Technician Online

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Ou t w it h t he Old

Out with the Old, In with the New

by Henry P. Olsen

20 Master Technician Online

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P o s t e d : S ep t em b er 14, 2 012 | K ey w or d : Old-Ne w

Transplanting a modern (OBD II/1996 or later) fuel-injected, feedback engine into a vintage vehicle may be the ideal way to get the power and engine reliability of a modern vehicle into that special car that was built when vehicles were not just practical transportation. If your installation is done correctly, you will have a classic with great performance, driveability, and reliability -- just as good as that of the recent vehicle the engine came out of. But such engine swaps can also turn into a mechanic’s nightmare.

Before you take the engine package out of the donor vehicle (if the engine is not from a running vehicle, you can always find a match), it would be a good idea to make some recordings of the PCM’s data with a scan tool that can play back the live engine data throughout the driving range. This can help you immensely if you have problems once the engine is installed and running.

You can save yourself a lot of time and effort if you select an engine package from a vehicle that falls into approximately the same weight range as the one it

This vintage 1967 Camaro has a modern EFI engine under its hood.

www.mastertechmag.com

November 2012 21

Ou t w it h t he Old

is destined for because the PCM was programmed for a specific weight (as well as final drive ratio, considering tire diameter, overdrive, and axle ratio, exhaust system backpressure, and aerodynamic drag -- you’d be hard-pressed to find a vintage car that’s not pretty much a barn door). The PCM has limits on how much data it receives from its various sensors can vary from its vehicle-specific programming and still be accommodated.

If these limits are exceeded (major changes

in vehicle weight or final drive ratio, for example), you may experience engine ping, low power, or other problems.

One advantage a modern fuel-injected engine has over a vintage carburetorequipped motor is that the PCM, in effect, acts as an on-board tuner continually optimizing the air/fuel mixture and ignition spark advance based on the density of the air, gasoline formulation, and driving conditions (engine load). The inputs the PCM references that allow it to perform these necessary tuning adjustments are those for the ECT (Engine Coolant Temperature), MAP (Manifold Absolute Pressure -- engine load/vacuum), Mass Air Flow (air density, temperature, and amount),TPS (Throttle Position), VSS (Sehicle Speed), rpm (crankshaft and camshaft position), O2, and knock sensors The EFI engine in this 1947 Suburban (this last one allows the PCM to sense has a whole lot more power than the original six cylinder, and it even engine spark knock and retard the timing gets better gas mileage. timing until it just stops, keeping as much advance as possible without detonation).

When you’re tuning a carburetor-equipped engine, you will need tools like a dial-back timing light, an exhaust gas analyzer, and a weather station, but with EFI engines the PCM and its sensors make all the tuning adjustments an experienced tuner can do in less than instantaneously and continuously.

22 Master Technician Online

Those of us who are still working with vintage carbureted engines use tools such as five-gas exhaust analyzers and dial-back timing lights to determine what jetting and spark advance adjustments are needed. We also use a Race Air Pro weather station from Computech www.mastertechmag.com

to reference the air density conditions that are present when we are tuning the engine. These readings are valuable to a more advanced tuner because whenever the air density changes, both the jet size and spark advance the engine needs to produce maximum power will change.

A modern engine management system acts as an on-board, real-time tuner as it adjusts the air/fuel mixture and spark advance hundreds of times per minute with

reference to the data it gets from its various sensors. The PCM also is monitoring things such as the engine misfire rate, catalyst efficiency, and watches for incoming data that is out of the range it was programmed to expect. Plus, it has a comprehensive monitor that looks for open or shorted circuits. All of this means that the PCM does more in one second to tune a fuelinjected engine than a good carburetor tuner can do in a lengthy tuning session.

The PCM of a modern fuel-injected engine is basically just a computer, and like any computer unless it gets the inputs it has been programmed to expect, it will not be able to send the correct output commands. Said more succinctly, garbage in/garbage out. When the inputs the PCM uses to determine how much fuel or spark advance to supply do not match what it was programmed to expect, the PCM may come up with an incorrect air/fuel mixture or ignition spark advance for the engine’s needs, causing performance to suffer.

The OTC 3111 Code Connect is an easy-to-use scan tool that will allow you to view and record the datastream to review later for comparison purposes. It will read any DTCs (Diagnostic Trouble Codes) and in many cases will provide you with valuable repair information with one touch of the Code Connect button. www.mastertechmag.com

The PCM uses a set of “maps” to determine what air/fuel ratio and spark advance it should supply. These “maps” factor in the weight of the vehicle, the final drive ratio, and the aerodynamic drag the PCM was programmed for.

The PCM then uses the inputs from the O2 and the knock sensors to fine-tune the mixture and the spark advance.

If you put a fuel-injected engine package from a 6,000 lb. truck into a 2,500 lb. car, or if you make any changes November 2012 23

Ou t w it h t he Old

to the final drive ratio from what the PCM was programmed for, the data inputs will not match what the PCM was programmed to expect. This means that the PCM may need to be reprogrammed to match the new application.

It is also critical that the airflow and temperature of the incoming air supplied to the throttle body match what the PCM was programmed to expect in the vehicle it was designed for now that is in its new home. The PCM was programmed for an inlet air package that breathes cool outside air. If you are using an aftermarket openelement air cleaner, it’s drawing from inside the hot engine compartment. The PCM will see that the incoming temperatures are much hotter than it expects --. the underhood temperatures can reach 150 deg. F. or more as it is heated from the radiator and

the exhaust system. Whenever the inlet air temperature exceeds 130 deg. F., the PCM will retard the spark by as much as 10 deg., which will cause performance to suffer.

The PCM also uses the knock sensor to retard the spark whenever it “hears” ping or detonation as a means to prevent engine damage, as well as to attempt to set optimum timing advance for best performance. We have worked on several vintage vehicles with modern fuel-injected engines with a lack-ofpower compliant caused by a knock sensor that was over-retarding the spark advance because the knock sensor was exposed chassis noise that sounded like spark knock. Once we were able to isolate the chassis noise, the knock sensor no longer heard this false signal and performance improved drastically.

If you have any driveability problems and you don’t have any pre-engine transplant recordings of the PCM’s data, you can always use the data from a vehicle that matches the donor engine.

24 Master Technician Online

www.mastertechmag.com

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November 2012 25

Ou t w it h t he Old

The easiest way to see how much the PCM has to correct the air/fuel mixture and spark advance for the conditions it sees (now that it is in your vintage vehicle) is with the use of a scan tool.

One of the common mistakes many people make when they install an EFI engine in a vintage vehicle is using an air cleaner that picks up hot air from under the hood. The PCM will retard the timing by as much as 10 deg. F. when the inlet air temperature is over 130 deg.

This can also be used to see if the PCM has any trouble codes which may or may not turn on the MIL (Malfunction Indicator Lamp, or “Check Engine” light.

There are several companies that offer reprograming software that allows you to turn off the DTC (Diagnostic Trouble Code) routines for off-road applications such as when there are no catalytic convertors, oxygen sensors, or evaporative emissions control systems. If you have advanced computer skills, companies such as HP Tuners and EFILive offer PCM tuning software that can allow you to reference and modify the maps the PCM references to determine what the spark advance and fuel injector on-time should be based on those maps. For any changes in vehicle’s weight, tire size, transmission and final-drive ratios, or exhaust system back pressure, the air/fuel mixture and the ignition spark advance rate can also be altered. Other

The original air inlet system got its air from an area that is both cool and dry.

26 Master Technician Online

www.mastertechmag.com

optional advanced tuning software available from companies such as HP Tuners offers allows the user to modify the air/fuel mixture and the spark advance rate.

Before you make any PCM programming changes, you first need to be sure all the inputs the PCM is referencing are correct, then you will need to clear the learned values it stored from the vehicle it came from (you want to start with a PCM that has not learned anything yet). Take the vehicle out for a drive and put some miles on it --

both on the freeway and city streets -- then take your scan tool and look at the LongTerm fuel trim values (LFT). Readings in the +10% to -10% range would be considered normal. If the LFT are higher or lower than that range, you will need to make some corrections. When you hit values over 25%, or lower than -25%, you will trouble codes, but often if the readings are in the + or - 20% range the PCM may not be triggering codes, but there is still room for improvement. When you are able to get the LFT values of +/-5%, the PCM is working in

Once the open element air cleaner was replaced by a cool air box on this 1947 Suburban, both power and driveability were much improved. www.mastertechmag.com

November 2012 27

Ou t w it h t he Old

a range that allows it to make the needed tuning changes without having to overcorrect, and performance will be optimal. The PCM does its best work when it only has to make small corrections.

If run into any performance or driveability problems, the first thing to do is get a scan tool and make some recordings of the PCM’s data.

Look for things like intake The OTC Genisys is a professional-grade air temperatures or spark scan tool that can read and record the timing that are not what you datastream, plus it provides datastream specifications. It also has the ability to test would expect, LFT that is injectors, EGR solenoids, and transmission beyond the normal +/- 10% shift solenoids. Genisys makes a great deal range; values going out of of repair information available from InfoTech, normal range are indicators such as wiring diagrams, and incorporates Repair-Trac, which is a database of suggested of where the problem lies. repairs for known issues, and Code Assist, Even a basic scan tool which comprises the top three suggested such as the OTC 3111 with repairs for many DTCs. Code Connect will help readings are not within 10%, you should you diagnosis the problem, replace the MAF sensor, or reprogram but an advanced scan tool such as the the computer’s volumetric efficiency OTC Genisys and Pegisys we use will calculation to match the readings you are supply you with the advanced diagnostic getting from the MAF, if it is not defective. capabilities and manufacturer-specific data that will make the job easier.

Combining the timeless style that you It is also critical that the air flow data the PCM is getting from the MAF is accurate.

Here’s where you can use the rpm and air flow data from a recording made during a wide-open throttle run to compare with the expected readings you would get from a MAF calculator spread sheet. If 28 Master Technician Online

see when you look at a vintage automobile with the power, driveability, and reliability of a modern fuel-injected, electronicallymanaged engine is a very good way to bring your vintage vehicle into the 21st century. When you compare a modern engine that can go 60,000 miles or more before it would need a “tune-up” to the www.mastertechmag.com

The OTC Pegisys is also a professional grade scan tool. It uses a wireless connection to the vehicle, and has the capability of connecting to the Internet for repair information on all systems. It has the same embedded repair information as the Genisys, plus you can use it with a PC to perform J2534 PCM reprogramming.

12,000 miles that a vintage carburetor-equipped engine would go before the ignition points needed adjustment or replacement, you can understand why you see so many vintage vehicles with modern engines under the hood. If you take the time to properly transplant and program the PCM of the modern engine package you are installing into your vintage vehicle, you can have it all -the style and look of a vintage ride with the reliability and power of the cars of today.

There is still clean-up work to do, but the EFI engine has this classic 1947 Suburban running like a modern vehicle. www.mastertechmag.com

November 2012      29

Spar k Plug S er v ic e

Old Habits: Spark Plug Service Now

by Bob Freudenberger

A whole lot of evolution has occurred since most of us first started replacing plugs, so it’s time we re-examined our procedures and incorporate the latest subtleties

Here’s the nowfamous Champion one-piece 7989 that addresses the two-piece O.E. plug separation problem in Ford Triton 4.6L, 5.4L, and 6.8L V8s.

Meanwhile, get those originals out ASAP (courtesy Federal-Mogul).

30 Master Technician Online

www.mastertechmag.com

Posted: October 19, 2012 | Keyword: spark plug In 1860, the year before the Confederates fired on Fort Sumter and the Civil War began, a Frenchman named Jean-JosephÉtienne Lenoir invented the spark plug as a way of igniting the mixture in his coal gas-fueled internal combustion engine. His patent application describes a hollow brass bolt with a porcelain insulator cemented into it. Two platinum wires projected from the combustion chamber end and had a small gap between them. One was connected to the bolt for ground, and the other went through the top of the insulator to a terminal.

While that sounds basically like what we’ve got today, a multitude of important

changes have occurred in the spark plug’s long evolution. Take insulator materials, for instance. Porcelain, mica, and glass were tried and eventually discarded, and heat formed aluminum oxides are now used. They’re hard enough to cut glass, have plenty of electrical resistance and heat conductivity, and are capable of withstanding considerable thermal and mechanical shocks.

Downsizing If you’re approaching senior citizenhood, you may remember when plug threads were usually 18mm in diameter, and the hex was 13/16ths. That evolved into 14mm and 5/8ths. Real estate in the

While you may not think much of their cars, the French were very much in the forefront of early automotive developments. This is Lenoir’s strange internal combustion engine. www.mastertechmag.com

November 2012 31

Spar k Plug S er v ic e

Might as well read the instructions on the box, although this one recommends a .004 in. larger gap than the service manual does.

combustion chamber is at a premium now with multiple valves, direct injection, and precise engineering of the flame front, so it’s not going to stop there.

Rich Keller, Champion’s Director of Ignition for Product Engineering, tells us, “There’s going to be a trend over the next three or four years of M14 going to M12.” “Because of direct injection and other factors, I see M10 coming,” Mark Wilkinson, Group Product Manager for Robert Bosch North America, says.

Throughout the automotive age, electrode erosion that widened the gap and rounded the corners, which makes it harder for spark to form, was a challenge. In fact, the main reason ‘48 Chryslers got the first resistor plugs was to lessen electrode wear. Slowing down the juice cut out some of the surges that normally occur (the spark may quench and reform several times). Of course, they became more important for reducing radio interference.

Gap growth is supposed to be minimal with fine-wire-electrode platinums, but this one from an ‘08 GM 3.6L was almost .010 in. larger than stock after only 44K miles. So, by 100K the big voltage requirement would be overtaxing the ignition system.

32 Master Technician Online

Wire fire A great deal of metallurgical research also went into developing electrode materials, which resulted in hard alloys that resist erosion, and even encapsulated copper on the ground side to carry heat away. www.mastertechmag.com

That’s pretty much old hat today given the wholesale switch to the premium precious-metal fine-wire type. With a center electrode typically just over a millimeter in diameter, compared to a traditional 2.5mm, they’re supposed to improve starting, reduce fouling, and just generally perform better because they have a lower voltage requirement and reduce quenching.

replacement interval (and with extended service intervals in general, but that’s another story). We just encountered an example of the first problem yesterday.

We pulled the plugs out of an ‘08 Pontiac Torrent GSX 3.6L V6 with 44K miles on it. The stock gap was supposed to be 0.040 in., but they all measured 0.048 to 0.050 in. At that rate of widening, they’d be up around 0.060 in. by 100K, which would raise the voltage requirement Fine, but what about the typical enough to put a substantial extra load on 100K-mile replacement interval and gap the ignition system. This reminds us of growth? The Bosch Iridium box states “4X something an engineer said to us years Longer Service Life” (and “Satisfaction ago: “With DIS, for example, you’re looking Guaranteed for 7 yrs.” -- ?). That can’t at about 27,000 volts as normal. Factory be referring to 400K miles, can it? training is really teaching a misconception when it tells technicians the system can We at Master Technician have two big problems with the nearly-ubiquitous factory- generate 100,000. Sure, it can do it, but it’ll blow itself up in the process.” recommended 100K-mile spark plug

As slow and careful as we tried to be, as much penetrant as we applied, and as many times as we turned it gently in and out, we still wrecked the aluminum head threads in this case. It had just been in there too long. www.mastertechmag.com

November 2012 33

Spar k Plug S er v ic e

Screwed Problem #2 with the 100K-mile recommendation is the dreaded thread seizure issue, which brings us to thread plating and the use of anti-seize compound.

“We use a zinc plating that’s also a thread lubricant, and a plastic acrylic resin that has a slow thermal decomposition,” Keller says. Wilkinson tells us, “There are basically three types of coatings: black oxides, zinc -- which is sometimes called trivalent chromate -- and nickel. Most OEMs prefer nickel, and it holds up well in salt-spray tests, so that’s what we use.”

While neither of those experts thinks much of black oxide, they’re both okay with zinc and nickel, saying that they’re good enough today that you can do without anti-seize. They’re not dead-set against it, though, as long as you apply it very sparingly so that it doesn’t drip down on the business end, and adjust your tightening technique. Keller says, “The torque value is intended for clean, dry threads. If any kind of lubricant is used, tighten to below the low side of the spec or you’ll risk distorting the threads and the shell, perhaps to the point of a seal failure.” “We say in our service literature to reduce torque by 30% if you use anti-seize,” Wilkinson tells us.

“Otherwise, you might stretch the housing to the extent that you break the gas seal.”

Why did you wait so long?

Some techs absolutely will not install a plug without anti-seize regardless of the plating on the threads. If that’s you, just make sure to use only a dab that won’t drip down onto the insulator nose, and to reduce torque by 30% to avoid overtightening, and thread and shell distortion that can break the gas seal.

34 Master Technician Online

Our opinion? Well, we never allow motorists to go over 60K on a set of plugs if we can in any way prevent it, so the point is mostly moot for us. We hate gritting our teeth and putting a pipe on our ratchet handle, spraying penetrant and waiting and hoping, or heating and candle waxing. That combined with the gap growth mentioned above has convinced us that we’ve saved a lot of people serious money by pitching that much more reasonable interval. New plugs are cheap, after all, while engine work and electronics are anything but. Wilkinson adds, “Stressful environments, such as are caused by turbocharging and direct injection, may mean plugs will have to be changed more frequently than every 100,000 miles.” www.mastertechmag.com

A related issue is the Ford Triton 4.6L, 5.4L, and 6.8L engines with the high-thread plug. “The original equipment spark plug was a two-piece design with an upper shell and a lower shell,” Keller says. “When there was carbon seizing, the bond would break and the plug would come apart [we saw one break at 35 ft.lbs.] So, we came up with a one-piece shell that won’t do that.” More justification for 60K.

We’ll conclude with a few observations: • Wilkinson tells MT, “Some techs have a tendency to think it’s best to put the same brand back in that the car came with. They might say they only put ACDelco in a GM, for example. Well, ACDelco doesn’t actually manufacture plugs anymore

-- it closed its plants -- but has them made by other big-name companies.”

• We well remember platinums for Porsches costing about eight bucks a piece in the mid ‘70s (there’s been a lot of inflation since -- that would be almost $32 in today’s dollars!), but now new designs and heavy competition have driven the price of premiums way down.

• In our humble opinion, high tech systems make regular spark plug replacement more critical, not less. And in spite of complex electronic engine controls, plugs are still the first things to suspect when you’ve got a hard starting, performance, or emissions problem.

You can tighten tapered-seat plugs 15 degrees after contact if you want, but we prefer to use a torque wrench -- 20 Nm in this case. www.mastertechmag.com

November 2012 35

K eeping Gas oline F r e sh

g n i p e e e n i K l o s h a s G e r F

by Henry P. Olsen

36 Master Technician Online

www.mastertechmag.com

P o s t e d : S ep t em b er 2, 2 012 | K ey w or d : f r e sh gas

The life span of the gasoline you buy at your local station can range from several months to a couple years from the day it was refined depending on how it was stored. The main factors that shorten the life of gasoline are exposure to moisture, air, light, or heat above 80oF. The ideal fuel

storage tank is located in a cool, dark place, and is well sealed to keep outside air and moisture away from the gasoline.

The gas tank of modern fuel-injected vehicles is sealed and will not allow the gasoline to be exposed to light, but you still have the heat issue to consider.

Most vehicles built before 1971 have vented gas tanks, and therefore the gasoline in their tanks will degrade at a much faster rate -- it is exposed to the oxygen and moisture in the air that enters through the tank’s vent system.

The first thing that happens to gasoline that is not properly stored is the lighter components in it evaporate, making the gasoline that is left behind a less volatile liquid. The next thing that happens is oxidation -- this is what causes old/ bad gasoline to give off a sour odor.

Every state in the U.S. currently sells gasoline with ethanol in it, but several states do not require a label on the pump that informs the consumer of that fact, or of what percentage is used. www.mastertechmag.com

November 2012 37

K eeping Gas oline F r e sh

Oxidized gasoline will also be darker in color and will over time change into a gummy residue. Using oxidized gasoline is always a bad idea since it can clog your

fuel filter and create varnish deposits in the fuel pump, lines and the injectors (or the carburetor, if so equipped).

This map shows the various blends of gasoline that are required across the United States as of January 2009.

38 Master Technician Online

www.mastertechmag.com

If the gasoline contains ethanol, there is an additional set of potential problems because ethanol is hygroscopic, which means it attracts moisture. So,

www.mastertechmag.com

theoretically gasoline with ethanol should become contaminated more quickly and easily than pure gasoline. If it’s been contaminated with an excessive

November 2012 39

K eeping Gas oline F r e sh

amount of moisture it will be cloudy in appearance, and when it is allowed to sit the moisture will often drop to the bottom since water is heavier than gasoline.

The reformulated gasoline that is sold across our nation often contains ethanol, and is blended to burn cleaner and reduce smog-forming and toxic pollutants in the air we breathe. Every state currently sells some E10 gasoline; the areas that are not yet at the 10% ethanol level will most likely be mandated to have E10 in the near future. Ethanol is an oxygenate that is used in an effort to reduce the exhaust emissions of the engine. The use of ethanol may or may not actually accomplish this, but this reformulated gas will often cause a vintage carburetor-equipped engine to have driveability and performance problems if it is not tuned for these new blends. There are ethanol analyzers on the market from companies such as OTC/SPX Tool Company and Zeitronix that can supply the user with a reading of the percentage of ethanol in the gasoline you are using, and this type of tool can provide a tuner with some very valuable information that will help him/ her make informed tuning decisions.

The gasoline you buy at your local gas station is blend of gasoline, deposit control additives, and ethanol (if required in your area of the country). These components arrive at the fuel terminal as separate compounds and they are blended together to meet the specs for the brand of gasoline 40 Master Technician Online

it will be sold under. The expectation is that through a process known as “stop light blending” the three components will become a homogeneous blend as the fuel truck travels down the road on its way to the gas station. Gasoline and ethanol are miscible, which means that they will mix together to form a homogeneous solution if they are properly blended. But if blending is not complete, there can be pockets of

This hand-held tool from OTC/SPX can measure the ethanol content of the gasoline.

This in-dash ethanol content display unit from Zeitronix is a valuable tuning tool. www.mastertechmag.com

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November 2012 41

K eeping Gas oline F r e sh

gasoline that have a higher-than-intended concentration of ethanol in the gasoline retailer’s tank. The maximum ethanol content allowed in pump gasoline sold in the United States as of the year 2010 is 10%, but here in the real world you may accidently get a “hot load” of ethanol.

A much higher volume of regular grade gasoline is sold than of mid-grade and premium -- the sales of premium at some discount retailers can be as low as 1 to 3% of their total sales. This means that it is stored in the station’s in-ground tank for an extended period of time, plus the station management will most likely keep their premium fuel tank only ¼ to ½ full. So, premium will be exposed to air that may contain moisture over an extended period of time. Therefore, you should try to buy premium at a station where it makes up a higher percentage of sales. Remember that ethanol and water/moisture are attracted to each other, so any moisture that gets into the storage tank will quickly mix with the ethanol. Once the water/ moisture content gets to a certain point, it will cause the ethanol to separate from the gasoline and settle to the bottom of the tank. Since the fuel is also pumped from the bottom of the tank, you do not want to be the “lucky” customer who buys that troublesome, damaging blend of less gasoline and more water and ethanol.

The gasoline you buy at local stations is basically the same from brand to brand 42 Master Technician Online

other than the deposit-control additive package; the lower-cost chains often use the minimum required of these additives.

Several of the higher-quality gasoline retailers sell fuels that are blended to meet the “Top Tier” standards that several of the world’s top auto makers recommend (Mercedes-Benz and BMW, for example); this “Top Tier” gasoline contains a higher level of deposit-control additives.

This tool can be used to measure the volatility of gasoline.

The fuel tank in this vehicle has a sealed gas cap. www.mastertechmag.com

Quality fuel system cleaner additives such as Chevron’s Techron Concentrate Plus can be used to upgrade any brand of gasoline so it will have a level of detergents that will equal or exceed the deposit control protection of “Top Tier” gasoline.

The major-brand gasoline stations often do a better job of proper housekeeping of their fuel tanks and filters to keep

their gasoline free of contaminants and water than many of the discount chains. There are also companies such as Rockett Brand Racing Fuel that offer a higher-quality street-legal 100 octane unleaded gasoline that is blended for maximum performance. Because it is blended from carefully-selected premium hydrocarbons, it has a shelf life of up to two years or more if it is properly stored.

There are more parts in a vented gas cap than you might expect.

These are typical aftermarket valves that can be used to vent the fuel tank of a street rod. www.mastertechmag.com

A fuel cart can be used to empty a tank before the car is put into extended storage.

November 2012 43

K eeping Gas oline F r e sh

When you are going to store a vehicle or park it for an extended period of time, the best way to avoid any fuel-related problems would be to completely empty the fuel tank and run the system out of fuel, then refill it with fresh gasoline when the vehicle is brought out of storage. If the storage period is from three months to less than a year, a 95% full gas tank is an acceptable choice. The worst choice is a half full or less tank. The oxygen and moisture in the air in the tank will cause the gasoline to destabilize over time, and, if the gasoline contains ethanol, phase separation can occur. That’s what happens when gasoline

Sealed fuel tanks “breathe” through a vapor canister.

44 Master Technician Online

that contains ethanol is exposed to enough moisture to reach its saturation point. The ethanol will separate from the gasoline

This carburetor fuel inlet needle is swollen from exposure to gasoline with a high ethanol content.

A fuel system cleaner such as Chevron’s Techron Concentrate Plus can be used to upgrade any brand of gasoline so it will have a level of detergents that will equal or exceed the deposit-control protection of a gasoline that was blended to meet “Top Tier” gasoline standards. www.mastertechmag.com

“Henry rifles will only be made in America or they won’t be made at all.”

Anthony Imperato

President of Henr y Repeating Arms

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It’s not a prideful boast. It’s a solemn oath from all of us at Henry Repeating Arms. Every Henry rifle is and always will be made in America by American workers. Decent, hard working folks like you who take great pride in their work.

We won’t follow the path of other manufacturers who have their products made overseas and slap their name on them. When you read the rollmark on the barrel of a Henry, it’s going to read Made in the USA. We start with only the finest ingredients - gun barrel quality steel from Ohio, genuine American walnut from Missouri and Iowa, steel castings from Wisconsin and brass components from Pennsylvania. We manufacture a rifle that you will be proud to own – with the smoothest action, flawless reliability, and pinpoint accuracy. Made in America with the same integrity as the Henry rifle President Lincoln owned.

We are a family owned business and we stand behind every rifle that leaves our plant. You will find our customer service second to none, and we’ll do whatever it takes to guarantee your complete satisfaction.

We invite you to become part of the Henry family. Please order our free catalog, which includes information about our rifles, a list of dealers in your area and a free Henry decal.

For a FREE color catalog visit www.henryrepeating.com or call Toll Free (866) 200-2354 www.mastertechmag.com

November 2012 45

K eeping Gas oline F r e sh

and then this the highly-corrosive ethanol/ water mixture will settle to the bottom of the tank where it will raise havoc will every part of the fuel system that is exposed to it.

The use of a fuel stabilizer such as STA-BIL and Eastwood’s Fuel Guard is a very good idea anytime you are going to store your vehicle for more than a couple of months.

They are formulated with antioxidants that protect the gasoline from the deteriorating effects of the oxygen in the air, thus increasing the fuel’s stability for up to 12 months. They also contain a corrosion inhibitor to address the ethanol and water

corrosion issues, plus detergents to help remove gum, varnish, and other deposits from the fuel system. If your vehicle has a vented fuel tank, the use of a fuel stabilizer is even more important, Marine STA-BIL was formulated for use in a car or boat that has a vented fuel tank. Most motor vehicles produced after 1970 have non-vented tanks, therefore the gasoline is not exposed to as much moisture as a vehicle with a vented tank. Both Eastwood and STA-BIL also offer ethanol treatment chemicals that will stabilize gasoline that contains ethanol, plus these chemicals will help prevent ethanol phase separation and other harmful effects.

The use of fuel stabilizers and ethanol treatment chemicals such as these can keep your gasoline fresh and help prevent ethanol phase separation and the other harmful effects of gasoline that contains ethanol.

46 Master Technician Online

www.mastertechmag.com

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November 2012 47

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