Import Car Magazine 2014 06

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A

June 2014

MAGAZINE

VVT Noise Manual Tranny Rattle Import Insights


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CONTENTS

Publisher

Jim Merle, ext. 280

[email protected]

EditorMary DellaValle, ext. 221

[email protected]

Managing Editor

Chris Crowell, ext. 268

[email protected]

Technical EditorLarry Carley

[email protected]

Graphic Designer

Kelly Gifford, ext. 249

[email protected]

Ad Services (Materials)Cindy Ott, ext. 209

[email protected]

Circulation Manager

Pat Robinson, ext. 276

[email protected]

Subscription ServicesMaryellen Smith, ext. 288

[email protected]

Import-Car.com 1

Volume 36, No. 6

Diagnostic SolutionsMazda6 Alignment Case Study

Import Specialist ContributorGary Goms recounts a request he

received to help diagnose a steer-ing problem on a 2010 Mazda6iSport; compelling because itposed some questions about whyseveral different alignment shopscouldnt diagnose the problem.

A Publication

46

3022

3

Tech FeatureBrake Edge Codes Deciphered

Notice anything different aboutthose edge codes on that set of

brake pads you just ordered?Managing Editor Chris Crowelltakes a look at how recent brakepad content regulations willchange how brake pads arelabeled.

46

Saab FeatureFront & Rear Spring Replacement

Bob Howlett, owner of TheSwedish Solution, while partial to

the 2004 and up 9-3 sports sedan,says its prone to a few suspensionissues, especially in the harshernorthern climates. He details whatto look for when one of thesevehicles comes into your shop.

ImportCarStaff 330.670.1234

Saab Front And Rear Spring Replacement


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DEPARTMENTS

4 Editors Notebook

6 News Update

18 Gonzos Toolbox

38 Tech Update:Fuel System FAQs

52 TPMS Update:Tips and Tricks

58 Import Tech Tips

61 Essentials (New Products)

64 Classifieds68 Import Insights: VW

A Publication

2 June 2014 | Import-Car.com

Columns

38

52

58

IMPORTCAR (ISSN 1069-4714)

(June 2014, Volume 36, Number 6): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234,FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 EmbassyParkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscriptionservices representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds.

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Follow us on TwitterBecome a fan on Facebook

Contributing Writers

Bob Dowie, Village Auto Works, Chester, NY

Gary Goms, formerly of Midland Engine

Electronics & Diagnostics, Buena Vista, CO

Bob Howlett, The Swedish Solution,

Orange Village, OH

Scott Gonzo Weaver, Superior Auto Electric,

Tulsa, OK

Bob Dowie, Village Auto Works, Chester, NY

Chris Klinger, Precision Incorporated,

Tucson, AZ

Steve Louden, Louden Motorcar Services,

Dallas, TX

Frank Scandura, Franks European Service,

Las Vegas and Henderson, NV

Joe Stephens, Stephens Automotive,

Palatine, IL

John Volz, Volz Bros., Grass Valley, CA

Babcox Media, Inc.

Editorial Advisory Board

3550 Embassy ParkwayAkron, OH 44333-8318

President Bill Babcox [email protected]

Vice President/ Greg Cira

Chief Financial Officer [email protected]

Vice President/ Jeff Stankard

Group Publisher [email protected]

Controller Beth Scheetz [email protected]

In Memoriam

Founder of Edward S. BabcoxBabcox Publications (1885-1970)

Chairman Tom B. Babcox(1919-1995)

68


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June

9-15 2014

By Mary DellaValle|EDITOR[EditorsNotebook


You deserve to be recog-

nized in a big way. Day in

and day out, you deliver

quality, professional repairs that

are done right the first time.

Your expertise builds customer

trust and confidence. Your com-

mitment to training elevatesyour skills and helps build your

shops and our industrys image.

And, you play a crucial role

in your shops overall customer

service experience. Think about

all those times when:

You listened to Mrs. Jones

try to (wrongly) diagnose her

vehicles problem.

You stayed late to finish arepair so that your customer

could go on vacation on time.

You tried to explain to your

customer why you cant quote a

price over the phone because

you cant diagnose the vehicles

problem with-

out seeing it.

You

jumped

through hoops

to finish the job

so a customers

vehicle couldbe returned the

same day.

You explained and re-

explained the necessity of a

repair so your customers would

understand the extent and

value of the service.

You had to educate your

customers about why shops

charge for diagnostic time. And, the list goes on(Im

sure you can fill in the blank

several times).

You dont think twice about it

because its all within a days

work as you carry out the

responsibilities of your profes-

sion. But, for those looking

from the outside in, its a huge

and very impressive undertak-ing, and most people marvel at

how you juggle it all, keep up

with technology, hone your

skills and return customers

vehicles in the same day.

And, its because of this

commitment to profes-

sionalism that the

National Institute for

Automotive Service Excellence

(ASE) has declared June 9-15 as

National Automotive Service

Professionals Week.

ASE created National Auto-

motive Service Professionals

Week to recognize the men and

women who service and main-

tain the highly complex vehiclesupon which we depend for our

daily transportation, said Tim

Zilke, ASE president and CEO.

The training and education

necessary to properly diagnose

and repair todays sophisticated

vehicle fleet requires a signifi-

cant level of knowledge, skill

and dedication, and ASE is

proud to help recognize theseindividuals for their commit-

ment to their customers and

their profession.

Along with ASE, we applaud

your past, present and future

commitment to professional

automotive service. You are the

driving force in service excellence

that keeps America running. IC

Mary DellaValle, [email protected]

For All You Do...

This Recognition Is For You!


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[NewsUpdate

Mitchell 1 will hold an expanded Shop Manage-

ment Super Workshop July 17-19 in San Diego

at the Hotel Salomar. The training workshop is

designed for those who have previously estab-

lished competence using shop management soft-

ware and now want to learn more advanced

capabilities, better methods and shortcuts.

The curriculum for the

two-day training session

guides users through all

levels of functionality inthe Mitchell 1 Manager and ManagerPlus systems.

The expanded agenda for the Super Workshop

includes bonus breakout sessions, a practice lab

and an expo featuring products and services

offered by industry partners.

In the workshop, instructors will cover program

setup values, inventory, reporting, best practices

and advanced transactions, as well as integration

with aftermarket cataloging. The training explores

both of Mitchell 1s shop management solutions Manager 5.9 and Manager SE (version 6.5).

The breakout sessions will provide in-depth detail

into topics often requested by workshop atten-

dees. Sessions include Reporting Insights, Maximiz-

ing Technician Efficiency with ProDemand and

Connecting with Customers through SocialCRM.

The registration fee is $200 per attendee. For

more information, or to register for Mitchell 1s

Shop Management Super Workshop, visit the

Management Workshop website.

It was a three-peat for Standard Motor

Products (SMP) as the company was selected

as Outstanding Vendor of the Year by the

Federated Auto Parts membership for the thirdconsecutive year.

The most prestigious Federated vendor

award was presented to SMP by Rusty Bishop,

CEO of Federated Auto Parts, during the

groups national meeting and annual awards

dinner in Phoenix, AZ. Accepting the award on

behalf of SMP were Bill Collins, Leon De Long,

Joe Donaggio, Phil Hutchens, Eric Sills and

Ken Wendling.

It is a great accomplishment to be chosenas the Federated Outstanding Vendor of the

Year and its even more impressive to be hon-

ored with this top award three years in a row,

Bishop said. SMP received the most votes

from Federated members again this year and

we want to extend our sincere gratitude for

their continued commitment to excellence.

In addition to the Outstanding Vendor of the

Year award, Federated presented its Outstand-

ing Supplier Support Awards to those suppliersdeemed exceptional in five key categories:

Order Fill Vendor of the Year Hastings

Education and Training Vendor of the

Year East Penn

Marketing Vendor of the Year Dorman

Sales Representation Vendor of the Year

Federal-Mogul Motorparts

Electronic Cataloging Vendor of the Year

CARDONE

Mitchell 1 to Expand ShopManagement Training with

Super Workshop

Federated MembershipNames Standard MotorProducts Outstanding

Vendor of the Year


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[NewsUpdate

Automotive Service Professionals

Week Declared For June

Federal-Mogul Holdings Corp. announced the next step in its on-

going strategy to drive the global growth of its premium products

and leading brands. Effective immediately, the companys Vehicle

Components division will be renamed Federal-Mogul Motorparts.Federal-Mogul Motorparts is a leading provider of premium

brands, including MOOG, Fel-Pro, Champion, Wagner, ANCO and

Ferodo to the global aftermarket. Federal-Mogul Motorparts also

provides high-quality vehicle braking, chassis and wiper compo-

nents to global original equipment manufacturers.

For more than a century, we have remained focused on providing

the highest-quality components across each of the product

categories and regions we serve. Vehicle manufacturers recognize

this, as our friction products are found on seven of the top 10 vehicle

models in Europe, and the best-selling vehicle in North America,said Daniel Ninivaggi, CEO of Federal-Mogul Motorparts, and co-

CEO of Federal-Mogul Holdings Corp.

The new Federal-Mogul Motorparts name and logo will be rolled

out globally effective immediately, leading into new marketing

campaigns for its product brands.

Federal-Mogul VehicleComponents Division Renamed

Federal-Mogul Motorparts

The National Institute for Automotive Service Excellence (ASE) has

declared June 9-15, 2014, as National Automotive Service Profes-

sionals Week. Building on the success of Automotive Service

Professionals Day established in 2001, ASE launched National

Automotive Service Professionals Week in 2005 to honor the com-

mitment and dedication of automotive, truck and collision techni-

cians, along with parts specialists and other support professionals

who serve the motoring public. This will be the ninth consecutive

year that ASE continues this recognition, and has it listed in Chases

2014 Calendar of Events.


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[NewsUpdate

Not even heavy rain and winds could dampen the

festive mood at Automotive Electric Distributors

(AED) in Vancouver, WA, on May 9, the day that

David Cramer received the keys to his custom

2014 Raybestos Rattlesnake Toyota Tundra.

Cramer, a property manager with Ross Pacific

Management in Vancouver, WA, took delivery of

his enviable ride in the presence of his mother,

father and a large group of AED staff members.

The signature-edition truck was built by BrakeParts Inc., manufacturer of Raybestos brake prod-

ucts, and was the grand prize in the brands

Summer 2013 North American sales promotion.

The winning entry was pulled from more than

170,000 entries received.

Addictive Desert Designs customized the

Raybestos Rattlesnake, which includes custom

bumpers, side steps and chase rack. World-

renowned tattoo artist Corey Miller gave the truck

its custom wrap. A rattler with the flair of a CoreyMiller tattoo is shown on both sides of the truck,

and a signature Raybestos Flying R is

emblazoned on the hood.

Thanks to Toyota Racing Development, a

Toyota 5.7 L aluminum i-FORCE DOHC 32-valve

V-8 with a tuned TRD Supercharger helps the

Raybestos Rattlesnake reach 600+ hp. It also

includes a high-lift off-road suspension and off-

road shocks. Its stopping power comes from the

same Raybestos short track racing brake packageused by the Joe Gibbs Racing team.

Raybestos RattlesnakeSweepstakes WinnerReceives His Ride


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[NewsUpdate

With a sharp focus on supporting its

customers through specialized train-

ing, WORLDPAC held its third

Supplier & Training EXPO, May 15-18

at the Marriott World Center in

Orlando, FL. Fulfilling the theme,

Leading Through Education, more

than 500 hours of training was con-

ducted over the three-day event.

Business owners and technicians

numbering 1,400 traveled from nearand far from 45 states, Canada and

even Puerto Rico to partake in the

world-class training for which

WORLDPAC is known. That number is

up from 1,000 attendees at its second

event in 2012. A customized lineup of

120 instructor-led technical training

sessions and business-management

classes were offered, also significantly

up from 75 classes in 2012.

With technology accelerating at

every turn, so too has the need foradvanced technical training so busi-

ness owners can meet the service and

repair challenges on an increasingly

sophisticated vehicle fleet. Thats why

many WORLDPAC customers closed

their business on Friday to attend the

event, realizing the value of being a

part of something bigger that will pay

dividends in shop productivity and

profitability. Two-thirds of the owners

and techs were first-time attendees,

and the overall sentiment was howcould they afford not

to be there.

Many business owners said how

fantastic it is that WORLDPAC would

do this for us, said Mario Recchia,

WORLDPACs senior vice president

marketing, who added, We believe

in education, but if they dont come,

the event wont happen. Theyre

making an investment in their time.

Focusing on the customer is an

overused phrase, but its really evi-dent here from the top downall of

our senior management is here,

continued Recchia.

WORLDPAC customizes topics that

are most suited to its customers

needs, aimed at helping them better

diagnose and service late-model vehi-

cles, more of which they are adding

to their broadening service portfolio.

Serious about the high-level of train-

ing offered, the classes are conducted

by some of the industrys mostrespected instructors, and includes

many from the WORLDPAC Training

Institute (WTI) and its supplier com-

munity, as well as OEM suppliers like

ZF, Denso, Bosch and Delphi.

The vehicle-specific training is

complemented by business-manage-

ment courses, which are often the

first to sell out. Training and hiring

are our customers two most press-

ing challenges, explained Recchia,

so our business-related classes arevery popular. WORLDPAC is also

first-to-market with training on newer

models, like Fiat.

Beyond the wealth of knowledge

acquired from the wide array of train-

ing classes, owners and techs benefit

from time spent networking and shar-

ing best practices with their peers

from all across North America. The

business owners world is five to10

miles from their place of business,

explained Recchia. Here, you canbuild relationships with owners from

45 states, Puerto Rico and Canada.

And that they did, especially dur-

ing the heavily trafficked Supplier

EXPO, held Friday and Saturday

evening, featuring 100+ international

suppliers (up from 80 in 2012).

Realizing that training is pivotal to

their success, owners and technicians

welcome educational venues of this

caliber with open arms. All the while

listening to its customers concerns,WORLDPAC is committed to over-

delivering on the training and

education front.

All of this fits within the realm of

WORLDPACs value-proposition that

focuses on delivering the Right Part

at the Right Time, an ease of doing

business spirit, listening to its cus-

tomers, having a vested interest in

their success, paying attention to the

details and never resting on its lau-

rels. Bottom line for WORLDPAC: Itsall about the customer.

Fulfills Mission of Leading Through EducationBy Mary DellaValle

WORLDPAC Hosts Third Supplier & Training EXPO


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[NewsUpdate

MAHLE Aftermarket Inc. was presented with the Polk Inventory Effi-

ciency Award from IHS Automotive during an awards ceremony at the

Global Automotive Aftermarket Symposium (GAAS), held recently in

Chicago. Ted Hughes, marketing manager, and Chris Booth, supply

chain coordinator North America, were on hand to accept the

award.

The award, now in its 10th

year, recognizes members ofthe automotive aftermarket

for their efforts toward inven-

tory efficiency and process

improvement within their

organizations.

Honored with the award in

the manufacturer category,

MAHLE Aftermarket Inc. was

recognized for the implementation of a systematic approach to man-

aging its product portfolio, using vehicles in operation (VIO) data toprioritize trends and new coverage areas, while customizing inventory

based on parts demand and consumption.

Wagner Brake EngineersExplain Transition To Low- andZero-Copper Brake Pads

MAHLE Awarded Polk InventoryEfficiency Award, Presented by

IHS Automotive

Automotive service providers and other aftermarket professionals canlearn more about the industrys transition to low- and zero-copper

brake pads through a brief technical video now available on the

Wagner Brake brands website, www Wagner rake com.

The new video, featuring Federal-Mogul Product Development

Manager Sarah Olson, explains the global implications of recent

legislation mandating the dramatic reduction of copper and other

potentially hazardous materials in original equipment and replace-

ment brake pads. Olson is part of the engineering team that devel-

oped a broad portfolio of low- and zero-copper formulations. IC


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E

lectrical issues on todays cars have certainly

taken center stage. Mechanical issues are stillthere too, but now its common for a

mechanical problem to be diagnosed, monitored or

calibrated by some electronic means. You just cant

get away from the electrical if youre in the auto-

motive repair business these days, as its taken

over just about every facet of the automobile.

And because of the advancements in automo-

tive technology, the skill set required of todays

technicians differs from those of the stereotypical

mechanic from just a fewdecades ago. Not that long

ago, the electrical section of a

repair manual was just a

chapter or two. Today, its

volumes and volumes of

schematics and diagnostic

procedures. Im old

enough to remember

when points and con-

densers were the norm,and Ive watched the

industry go from elec-

tronic ignition to

todays electronic

jungle of wires and

processors.

Even though I

work on all of these

newfangled electri-

cal systems on the modern car, deep down Im

still the kid who enjoyed tearing down an oldjunker and putting it back together. Now, Im sur-

rounded by modules, proximity keys and sen-

sors. Occasionally its kind of nice to step away

from the computer and just turn a wrench or two.

I look forward to those simpler jobs, the ones

that need a craftsmans touch and not a box of

transistors and capacitors to start your diagnosis.

Heating vents with levers and cables, or a hand

choke that needed just the right touch to get it

started. No electronics, no service light, just theessentials the days when you actually had to

unlock a door with a key.

I still marvel at the

ingenuity and engi-

neering of those times.

I guess its one of the

reasons I like going to

old car and steam engine

shows so much. Electron-

ics are great, but the earlymechanical devices that

were commonplace a

century ago still amaze me.

Theres a certain satisfac-

tion in taking a broken me-

chanical device and making

it functional again. For exam-

ple, when a restoration project

shows up at the shop, and I get

When A Craftsmans Touch Took Center StageOn Vehicle Repairs

By Scott Gonzo Weaver, owner Superior Auto Electric, Tulsa, OK


[GonzosToolbox

RecallingDays Gone By...


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a chance to turn off the laptop

and open the toolbox. These jobs

restore both the customers

vehicle and some of my old,

almost forgotten, mechanical

abilities.

Those jobs where youve wres-

tled the components into place,

and youre covered in grease,

but, for some reason, youve got

a big smile on your face the

look of accomplishment and a

job well done. And while youre

cleaning up the tools, you look

over the finished project still

smiling, knowing youre done

and can move on to the nextproject.

That feeling, for me, just

doesnt compare to finishing up a

job on a modern car when the

last thing to do is watch a blue

line steadily move across a

computer screen, waiting for it to

say Task completed.

Im not trying to put down the

modern car far from it. Theycertainly are engineered to be on

the road much longer than cars

used to be. Solving an electrical

issue is pretty awesome in its

own right too, but its a different

experience. Its nice to take a

break once in a while from the

technical diagnostic process and

just be a mechanic again.

The future of electronics intodays cars is constantly chang-

ing, and sometimes all it takes is

a little R&R on an old jalopy just

to make me remember how far

weve come. In the meantime,

the latest restoration job is done,

and its time to go for a test drive

(with a big smile on my face). IC


[GonzosToolbox


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Data Gathering Is Critical To Your Alignment Diagnosis

By Gary Goms, Import Specialist Contributor

STEERING/ALIGNMENT[DiagnosticSolutions


According to the owners narrative,

the Mazda had skidded on an icy street,

struck a curb with the left front wheel,and now the steering was pulling to the

left, with the steering wheel position

changing from center to about 20-30

degrees counterclockwise.

According to the owner, the original

alignment shop replaced the damaged

front wheel and tire and adjusted the

front toe angle. The alignment print-

out indicated that the Mazda had +1

degree camber on the left (driversside) and -0.4 degrees on the right

(passengers side), producing a 1.4-

CASE STUDYMazda6

A

bout a year ago, I got a request from a privatevehicle owner to help diagnose a steering prob-lem on a 2010 Mazda6 iSport. Given the power

of the Internet, it seems that this person had somehowdiscovered one of my older Diagnostic Solutionscolumns on alignment problems.

While Im not fond of dealing with technicalrequests from private individuals, this request wascompelling because it was well researched and poseda few serious questions about why several differentalignment shops couldnt or didnt diagnose thealignment problem on this vehicle. Because this repairmight require the services of a shop equipped with aframe alignment bench, I recommended that myreader report the accident to his insurance companyat the outset.


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degree camber split. The caster angles were +3.0

and +3.8 degrees, respectively. Total front toe angle

was +1.17 degrees.

According to the report above, the steering axis

inclination (SAI) apparently wasnt measured, but

the front toe angle, as well as the rear suspension

camber, toe and thrust angle, were adjusted to

specification. The left front camber adjustment

remained the same.

Keep in mind that alignment readings change due

to differences in a vehicles daily weight distribu-

tion, slight differences in machine calibration and

how the machine rounds the numbers. Not happy

that the steering pull hadnt been repaired, the

Mazda owner solicited an opinion from a second

alignment shop.

The second shop recorded essentially the same

readings with the addition of an SAI, which was

+6.2 degrees left (drivers side) and +6.6 degrees

right. The Included Angle was 7.1 degrees left and

6.3 degrees right, indicating approximately 0.8 de-

grees more camber on the left side. The rear align-

ment angles remained essentially the same. Ill stop

here because, for whatever reason, neither shoprepaired the problem.

THE CUSTOMER INTERVIEW

Since Im quoting solely from the customers point of

view, I can only speculate what was said at the service

desk of either shop. Did the owner request a routine

alignment, or did he communicate a specific com-

plaint? And did he describe the accident in specific

terms? If the alignment technician assumed he wasdoing a routine alignment inspection and all of the

readings fell into the green zone, he might not have

concerned himself with the apparent split between left

and right front camber angles. And, because the origi-

nal camber reading is well within Mazdas service

specifications, he might have given it a pass.

On the other hand, if the owner complained of a

steering pull to the left after striking a curb, then the

technician should have fully understood the signifi-

cance of the left/right camber split. Of course, all ofus have experienced the owner declining recom-

mended repairs due to budget issues or doubting

the shops recommendations. So, in any case, my

objective isnt to be critical of any shop, but rather

to emphasize the importance of gathering critical

information from the customer before starting an

alignment.

Looking at the numbers, the Mazda6 front suspen-

sion consists of an upper and lower control arm with

a short-long-arm (SLA) configuration thats sus-


STEERING/ALIGNMENT[DiagnosticSolutions

Initial Alignment Report: Camber angle pulls the steering

toward the side with the most positive reading. The abovecamber angles indicate and confirm that the Mazda did

indeed pull toward the left.


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pended by a coil-over shock bear-

ing on the lower control arm. The

car struck the left-front wheel

against the curb hard enough to

bend the wheel rim and damage

the tire. Obviously, the force from

that curb impact was transmitted

through the front spindle,

through the lower control arm

and through the rear control arm

mount.

The result was an increase in left

camber angle (+1.0 degrees) and a

decrease in left side caster angle(+3.0 degrees left compared to

+3.6 degrees right), which would

suggest that the wheel had been

pushed in at the bottom and to-

ward the rear, which is consistent

with a wheel skidding into a curb.

The second alignment done in

March shows an SAI from +6.2

degrees left and +6.6 degrees

right, suggesting that the spindlewasnt bent. Moreover, driving

straight ahead with the steering

wheel tilting counterclockwise

about 20-30 degrees from center

would suggest that the steering

was correcting for a badly toed-

in left-front wheel.

Since the left tie rod apparently

remained straight, it would tend

to toe the wheel in, producingthe +1.17 degree total toe angle

now being displayed on the

machine. Of course, the original

printout indicates that the left

and right toe angles were split

from side-to-side, but Im specu-

lating those were measured with

the steering wheel not centered.

RECOMMENDATIONSAND THE REPAIR

I responded to the help request

only by properly qualifying my

comments. Clearly, Im not the

person operating the alignment

machine and Im certainly not

looking at the actual vehicle. So

Im speculating on the possible

damages based on several align-

ment reports and upon the cus-

tomers account of what

happened. But I think its safe to

say that the initial inspectionshould center on the rear mount-

ing point of the lower control arm.

It could be that only the control

arm is bent or its possible that the

frame mount is bent as well.

The other issue was collateral

damage. The customer com-

plained of an intermittently hard

brake pedal and brake pull. Here

again, Im not in a position to ana-lyze why the brakes would react

in such a fashion. A steel brake

line could, for example, have been

pinched, or the rubber brake line,

caliper guides and other related

hardware could have been dam-

aged. All of this requires a visual

inspection by a qualified brake

technician. Other collateral dam-

age came up after the customerhad the lower left-front control

arm replaced, but well leave that

to the last paragraph.

After the left-front lower control

arm was replaced, the drivers-

side alignment angles were re-

stored to -0.07 degrees camber and

+3.3 degrees caster. The camber

and caster angles arent perfect, so

they suggest that some damage


STEERING/ALIGNMENT

[DiagnosticSolutions


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still remained at the left-rear lower control arm

mounting point at the frame. On the other hand, a

slight camber/caster split generally wont produce a

steering pull on a front-wheel drive vehicle.

After the final repair and alignment, the reader

reported that the steering wheel felt stiff and

wouldnt fully return after cornering. Given the

direction of impact, its entirely possible that the

steering rack gear was slightly bent. Here is another

reason to keep an open estimate when diagnosing

and repairing collision damage. In many cases, this

type of concealed damage wont be apparent until

the vehicle is driven on a daily basis.

Afterthoughts: When I began aligning vehicles in

1968, I used mechanical gauges that came with a card

overlay to indicate desired settings. I soon discovered

that all of the cards in my file didnt produce the de-

STEERING/ALIGNMENT

[DiagnosticSolutions

Final Alignment Report: The final alignment report indicates

that the lower control arm replacement essentially brought

the drivers-side camber and caster angles into specification

and remedied the left-front steering wheel pull.


33/90

sired results. So, I began recording alignment-in read-

ings and alignment-out readings, along with mileage.

It didnt take long to compile a paper database that I

could use to fine-tune the alignment settings to my

customers driving habits.

Two years ago at a trade show, a representative

from a major alignment manufacturer demon-

strated his latest machine and explained all of the

latest additions, including automatic run-out com-

pensation and a full video for each vehicle applica-

tion explaining adjustment points and tools

required. So, Ill be the first to say that this type of

machine is needed to not only enhance productivity

and create a nearly perfect wheel alignment, but

also to re-learn steering wheel centering and other

safety-related sensor inputs as well.

But, the principles I used in 1968 still apply tomodern wheel alignments:

1. Accurately determine the reason the customer

wants his/her wheels aligned.

2. Accurately analyze the significance of the

alignment data.

3. When dealing with collision damage, under-

stand the angles of impact and the related

damages that might result.

4. Remind the customer that he might want to

notify his insurance company when collisiondamage is evident.

5. Learn to fine-tune alignments to correct for

unusual vehicle loading patterns, highly cam-

bered road surfaces and other variations in the

vehicles driving environment.

Based on my experience, following these sugges-

tions will help provide a wheel alignment that will

meet or exceed your customers expectations. IC

Gary Goms is a former

educator and shop owner

who remains active in the

aftermarket service industry.

Gary is an ASE-certified

Master Automobile Techni-

cian (CMAT) and has earned

the L1 advanced engine per-

formance certification. He

also belongs to the Automo-

tive Service Association

(ASA) and the Society of

Automotive Engineers (SAE).


34/90

N

otice anything different

about those edge codes onthat set of brake pads you

just ordered? If you havent yet,

you will.

Heres the deal: Brake friction

formulations are now covered by

new regulations in California and

Washington, which require the

phase out of copper and other met-

als that are potentially harmful to

the environment. As a result, theseregulations, while currently limited

to two states, are affecting all vehi-

cle service providers across North

America as the friction industry

shifts to low- and zero-copper for-

mulations in all regions. Addition-

ally, millions of new vehicles

equipped with low- or zero-copper

brake pads are already being sold

throughout the U.S. and Canada.


Friction Material Company Code TQ=Wagner ThermoQuiet

Brake Lining Material Type

Hot Friction Level

Cold Friction Level

B14 = Environmental compliance marking

B refers to the designation

14 refers to the year the pad was manufactured

Explained

By Chris Crowell, Managing Editor

BRAKE EDGE CODES[TechFeature


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36/90

NEW EDGE CODESEXPLAINED

As part of these changes, all

brake pads and shoes manufac-

tured after Jan. 1, 2014, for sale in

California are required to have

new markings that indicate their

compliance with these state regu-

lations regarding friction formula-tions. On the pads in particular,

these markings will be a combi-

nation of letters and numbers

tacked onto the end of an edge

code.

You will continue to see the

standard edge code info thats

been in place since the 70s,

which (usually) notes the manu-

facturer, followed by thenormal and hot temperature

friction coefficients.

Now enter A B and N

three new compliance designa-

tions from the Automotive After-

market Suppliers Association

(AASA) that correlate with the

various phases of the implemen-

tation timeline.

A. Asbestiform

fibers, less than

0.1% by weight

Cadmium

and its com-

pounds, less than

0.01% by weight.

Chromium (VI)-salts, less

than 0.1% by weight. Lead and its compounds, less

than 0.1% by weight.

Mercury and its compounds,

less than 0.1% by weight.

By 2014 in California and 2015

in Washington, all brake friction

materials are restricted to no

more than 0.1% by weight of as-

bestiform fibers, chromium, lead

and mercury, and no more than0.01% by weight of cadmium.

B. Contains between 0.5% and

5% of copper by weight

Asbestiform

fibers, less than

0.1% by weight.

Cadmium

and its com-

pounds, less



Article continues on page 36


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than 0.01% by weight. Chromium (VI)-salts, less


Lead and its compounds, less




By 2021 in both states, copper

in all brake friction materials

must be less than 5% by weight.

Contains

less than 0.5% of

copper by weight

Asbestiform

fibers, less than

0.1% by weight.

Cadmium

and its compounds, less than

0.01% by weight.

Chromium (VI)-salts, less

than 0.1% by weight. Lead and its compounds, less




By 2025, California law requires

that copper must be less than 0.5%

by weight. Washington will adopt

a date for 0.5% by weight copper

following a feasibility assessment.

Also note that there is an X or

WX compliance marking as

well that indicates an exemp-

tion from the regulation.

In the recommended edge

code structure, the numbers

that follow the A, B or N are for

dating purposes. So, N14 would

mean an N formulation, man-

ufactured in 2014.

You might also see an optional

set of four numbers, placed

either before or after the new

compliance markings. This series

of numbers is the manufacturers

batch or specific date code if

there is a 1660, it would mean

those pads were produced on the

60th day of 2016.

In addition to the edge codes,

the Washington State regulation

requires all brake pads and shoes

manufactured after Jan. 1, 2015,

to have a leafmark icon printed

on the packaging to show thelevel of compliance with the

friction material regulation.

WHAT DOES THIS MEANTO YOU?

Not much beyond knowing the

parts youre using and under-

standing the language of a brake

pad. Maintaining compliancewith these regulations is up to the

manufacturers.

The A level inventory will be

phased out over the designated 10-

year implementation timeframe.

Bill Hanvey, vice president of pro-

grams and member services for the

AASA, noted that many suppliers

are already well ahead of the time-

line, so you have probably alreadyseen B and N leafmarks and edge

codes. As mentioned, although

these changes were prompted by

legislation in California and Wash-

ington, these compliant pads will

be used across the country. In addi-

tion, the Brake Manufacturers

Council is working with the EPA to

try and make the regulations stan-

dard across all 50 states. IC



The coefficient of friction: The Greek letter (pronounced mew) isa number that is the ratio of the resistive force of friction (Fr) dividedby the normal or perpendicular force (Fn) pushing the objectstogether. Its represented by the equation: m = Fr / Fn.

In the edge code, the first letter notes the normal coefficient of fric-

tion (temperatures ranging from 200 F 400 F) and the second letternotes the hot coefficient of friction (ranging from 300 F 650 F).The edge code letters are directly tied to that formula, where Fn is

150 lbs. and Fr is the pressure recorded by the load cell during a nor-mal or hot test sequence. E equals 0.25 to 0.35; F equals 0.35 to 0.45.For example, an average load cell recording of 42 lbs. per square inchduring a test would produce an m of 0.28 that would relate to an Erating on the edge code. If thats recorded at both temperatures, anEE would show up on the pad.

Still not sure what the old edge codes meant?Heres a quick tutorial.

Edge code: SCB 115 FFSCB = the code for the manufacturer115 = brake lining materialFF = Hot and cold coefficients of friction

Edge Code Refresher


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Fuel System


By Andrew Markel, Editor, Brake & Front End Magazine

FUEL SYSTEM[TechUpdate

FAQsHow do I test the wiring for the fuel pump on avehicle?

An accurate way to validate if the vehicle wiring can ade-

quately deliver the power necessary to operate the pump is

to use an appropriate known good load in place of the

fuel pump. An appropriate substitute load is one that re-

quires the same amperage as the fuel pump when its op-

erating. When a known good load is installed in place of a

fuel pump, an expected current should flow through the cir-

cuit. If the expected current flows through the circuit with

the known good load installed, the circuit is functioning

normally. If current flow is correct, voltage and resistance

are what they should be.

What are the symptoms of aclogged fuel filter?

The most common symptoms noted are

a loss in horsepower, leading to slow

acceleration and, in some cases, diffi-

culty starting.

What are the signs of

stale gas?

Stale gasoline is the loss of

volatility, which means the

gasoline has lost its light-

end components and will

not vaporize well enough to

support ignition. The symp-toms can vary according to

ambient temperature. The

diagnostic red flag is a fuel

gauge needle pegged on

full.


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[TechUpdate FUEL SYSTEMWhat are the signs of diesel

fuel contamination?

The symptoms of diesel contami-

nation greatly depend on the per-centage of fuel present in the

tank. A lower percentage might re-

sult in a minor power loss; a higher

percentage, thanks to a lack of

volatility, might result in a crank-

ing, no-start condition after an

overnight cold soak.

One basic test for diesel fuel is

to place a few sample drops of

gasoline on your fingertips and rubthem together. If an oily residue is

left, suspect diesel fuel contami-

nation. If the cranking, no-start ve-

hicle has fuel pressure, but acts as

if it has a fuel delivery problem, try

adding a substitute fuel like

propane to the air intake. If the

cylinders begin to fire, suspect

diesel fuel contamination.

What are the signs of

E85 contamination?

Drivers begin experiencing

lean-fuel driveability symp-

toms, such as hard starting

and loss of power, accompa-

nied by a P0171 or P0174

DTC, depending upon the

application.

As an aside, note that

ethanol and methanol

are distinctly different alco-

hol compounds. Methanol is

used in racing applications

because its high latent heat

of vaporization keeps the

engine cool, and because it

produces slightly more horse-

power than gasoline.

Due to fuel quality concerns, some Toyota and Scion vehicles with PortElectronic Fuel Injection (EFI) may experience clogged or blocked fuelinjectors. The following procedure has been developed to clean the fuelinjectors.

Applicable Vehicles:All 1990-2006 Toyota and Scion models equipped with EFI.

Repair Procedure1. If the fuel injector nozzles are visibly blocked, or if the injectors do notpass the fuel injector volume test, complete the fuel injector power flushusing the following instructions:

Before an injector cleaning is performed, its recommended that thefollowing items be cleaned with Toyota Throttle Plate Cleaner orequivalent:

Idle air control device

Throttle plate (both sides if possible) Throttle body (Continues on page 42)

Toyota: Fuel Injector Cleaning Procedure


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b

Bring the engine to operatingtemperature.

c

Disconnect the fuel pump electricalconnector.

d

Start the engine. After the engine hasstalled, turn the ignition switch OFF.

e

Disable the fuel return line by block-ing the line or installing the appropri-ate plug in the return outlet, ifapplicable.

Note: Do not clamp plastic lines.f

Install the device adapter to the fuelline and then secure the swivel fittingon the end of the hose.

g

Make sure the ball valve on the

device is turned OFF (valve handle iscrosswise to device). Screw the can ofEFI cleaner onto the device canadapter.

h

Open the valve on the device, startthe vehicle, and allow it to run untilthe engine stalls.

i

Turn the ball valve OFF and removethe empty can.

j

Place a shop towel over the canadapter and slowly open the ballvalve to depressurize the system.

k

Remove the supply and return lineadapters, reconnect vehicle fuelsupply and return lines (replacing anyfuel line gaskets and seals), andconnect the fuel pump electricalconnector.

l

Before starting the vehicle, pressurizethe fuel system and check for leaks.

Run the engine for 4-5 minutes, and thensnap the throttle several times to

dislodge any carbon that may remain inthe system.

2. Add 1 can of Toyota Non-PressurizedFuel Injector Cleaner Fuel Tank Additiveor equivalent to the fuel tank.

3. Road-test the vehicle to verify normaloperation.

Courtesy of ALLDATA.

A customer is unsure if they filled up with E85

what should I ask them?

Ask them what color the handle was on the pump. E85gas pumps use a bright yellow handle to alert consumers

that theyre using something other than standard E10

grade fuel.

Im not getting 12 volts at the fuel pump.

Whats wrong?

The reason youre not getting 12 volts or more at the fuel

pump on a late-model vehicle is because the fuel pump

does not need a constant 12 volts. The PCM varies the

speed of the fuel pump to increase or decrease fuel flow

using pulse width modulation (PWM) of the pumps sup-

ply voltage. The PCM determines how much fuel is re-

quired based on engine load and inputs from its other

sensors. This type of system typically appears on an en-

gine that has an airflow sensor to monitor engine load.


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*Excludes sales tax. See web site for complete details.

DAN COXowner, H&C Brakes & More

/// AutoZonePro.com. Just one more extra mile we go for guys like Dan.

Hear more from Dan and get 5% off all online orders for 90 days*


48/90


Situation: Engine dies shortly after refueling andcannot be restarted again.

Cause: Fuel contamination related to a recentintroduction of ethanol fuel blends. Ethanol is usedas an octane booster and replaces MTBE (methyltertiary-butyl ether) in many fuel formulations.

High levels of water and other residue contami-nants may cause damage to a fuel delivery system.

The introduction of ethanol to existing storagetank and distribution systems works to absorb thebuild-up of water and free residual contaminantsaccumulating over a period of time at these loca-tions, and permits them to be pumped intovehicles at the time of refueling.

Aside from the engine not running, early tests onvehicles with severe contamination reveal, for

example, clogged fuel filters and oxidation as thecause for fuel pump seizure.

Correction: In the case of a fuel delivery systemfailure after refueling, follow the procedure below:

1. Drain all contaminated fuel from the fuel tankand fuel lines.

2. Clean all deposits/residue from the bottom ofthe fuel tank.

3. Replace the fuel filter/regulator assembly.4. Replace the fuel pump if its seized.

Note: For more information related to ethanol

fuel blends, refer to SI M13 01 06 (Alcohol Fuel

Blends in MINI Vehicles).

Courtesy of ALLDATA.

MINI Tech Tip:Fuel Pump Failure After Refueling With Ethanol Fuel Blend

Models: R50, R52, R53 with W10 and W11


49/90

TechUpdate]FUEL SYSTEMWhat is the first thing to check if I suspect a problem with a fuel pump?

(extra $100 for multiple photos

The first thing you should do if your customers vehicle stalls or will not start is to advise them to add two

gallons of gas, if you think it might be fuel related. Sometimes, a fuel pump is diagnosed as defective for not

pumping gas when the gauge is actually inaccurate.

What should I do when I install the

new pump and it doesnt work?

Its not uncommon for new fuel pumps to

be installed because of inconclusive test-

ing procedures. Inherent misdiagnosis can

occur when performing open circuit volt-

age tests and continuity checks of ground

circuits. The test equipment used to per-

form these checks (test lights and digital

multimeters set to read voltage) does not

load the circuit to the same degree that

the fuel pump does when the pump oper-

ates. IC


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By Bob Howlett, Owner, The Swedish Solution

CHASSIS REPAIRS[SaabFeature

I bought my first Saab 28 years ago,

the year after I started working at

The Swedish Solution in 1985, and

have been driving one ever since.

When everything is working right, I

believe its one of the nicest cars onthe road. Im partial to the 2004 and

up 9-3 sports sedan; its fast, fun and

responsive.

Saabs can, however, be prone to a

few suspension issues, especially

in the harsher northern climates.

The front strut bearings can start

creaking, and then bind up, andweve seen more than a few front

and rear coil springs break due to

corrosion. So, lets discuss what

you can look for when one of these

vehicles comes into your shop.


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Most of the time the customer complaint will be

I hear a rattle in the front over bumps. Weve all

heard those complaints and usually well find

loose sway bar links or worn ball joints or tierod ends.

On these Saabs, also take a close look at the

springs, both front and back. Sometimes its not

easy to see the broken spring because its just the

bottom coil that has broken off. Other times, espe-

cially in the case of the 2004 9-3 were working on,

its easy to see the broken spring. Its on the lift

with its wheels off, so lets get started.

We can see the broken spring (see Fig. 1), as well

as the three colored dots that help us identifywhich spring well need for the job.

1. Remove the upper retaining bolt for the sway

Import-Car.com 47

SaabFeature]CHASSIS REPAIRS

Fig. 1


52/90

bar link (see Fig. 2). There is noneed to remove the complete

link, unless its worn and youre

replacing the link.

2. Remove the one bolt that

holds the strut bracket to the

strut, and then remove the brake

hose from the strut (see Figs. 3

and 4). There are only two bolts

that hold the strut to the steering

knuckle (see Fig. 5).

Note: There is no camberadjustment in the front of this car,

so we wont necessarily need to

recheck the alignment. However,

any time suspension work is

done on any car, its a good

opportunity to recommend one.

3. Lower the car and remove

the three bolts that hold the

upper strut mount (see Figs. 6

and 7). Any decent spring

compressor will work, so com-press the spring and remove the

upper bolt (see Figs. 8 and 9).

The strut is ready to come out, so

you can now swap the springs.

4. Pay attention to how the

strut comes apart so you can put

it back together correctly (see

Fig. 10). The order is spring,

boot, insulator, bearing and top

mount. We wont be replacing


CHASSIS REPAIRS[SaabFeatureFig. 2 Fig. 3 Fig. 4

Fig. 5 Fig. 6 Fig. 7

Fig. 9 Fig. 10

Fig. 8


53/90

the strut or mount because they

were done 40,000 miles ago, but

if they werent, now is a good

time to recommend replacement.

5. Put the boot in the new

spring, put on the insulator and

then insert the new bearing

(see Fig. 11).

6. Youre now ready to put the

strut back together and put it

back in the car (see Fig. 12).

7. Broken rear springs are usu-

ally easier to spot (see Fig. 13),

and much easier to replace.

Support the rear control arm and

remove the one retaining bolt

that holds it to the rear knuckle

(see Fig. 14 on page 50).

8. A small pry bar is all thats

needed to pull the control arm

down far enough to remove the

Import-Car.com 49

SaabFeature]CHASSIS REPAIRS

Fig. 11

Fig. 12 Fig. 13


54/90

spring (see Fig. 15).

9. Remove the rubber insula-

tors from the old spring and

push them into the new spring

(see Fig. 16). Set the new springinto position and, using a screw

jack, push the control arm back

into position so you can rein-

stall the retaining bolt (see Fig.

17). Remember that any time

you tighten a suspension bolt

that goes through a bushing it

should be done with the vehicle

at ride height.

10. When doing this job, takea look at the sticker on the

inside of the drivers door jam.

Youll need the suspension code

to be sure you get the correct

springs. The first two digits on

the bottom row are the front

spring code and the next two

are the rear spring code.

You can see that spring

replacement on these vehicles isrelatively simple and its easy to

see when the rear springs are

broken. Since its sometimes not

as easy to see the broken front

springs, be sure to take a closer

look during your inspection.

The perception may be that

these cars are hard to work on

or parts are hard to get, but that

is not the case. There is a good

supply of dealer parts when

needed and there are also many

good aftermarket parts

available.

Even though Saab is nolonger making cars, the ones on

the road now should be with us

for at least another 6 to 10 years.

So, if a Saab comes into your

shop, dont send it down the

road and miss a good opportu-

nity. There is a good chance

with a thorough inspection that

a Saab will turn into a better-

than-average invoice. IC


CHASSIS REPAIRS[SaabFeature

Bob Howlett joined the Swedish Solution

(swedishsolution.com) crew in 1985 and

bought the business 10 years ago. Bob is

an ASE-certified Master Technician and is

an L1 Advanced Level Specialist. The

Swedish Solution specializes in Saab,

Volvo, VW and Audi, but it employs four

ASE Master Technicians who can service

all makes and models.

Fig. 14

Fig. 16

Fig. 15

Fig. 17

When doing this job, take a look

at the sticker on the inside of the

drivers door jam. Youll need thesuspension code to be sure you

get the correct springs.


55/90

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56/90

If youre a shop owner or technician, you al-

ready know that TPMS has been mandatory

equipment on all cars since 2007. Youre

probably also aware that many of your cus-

tomers do not know this, nor do they generally

know much about the fragile nature of the

sensors inside their tires. This disconnect can

cause customer/service adviser conflict,especially when it comes to corrosion issues,

to which TPMS valve stems have proven

particularly and fatally vulnerable.

Corrosion weakens the TPMS sensor stem, which

makes removing stuck parts without breaking the

stem a dangerous exercise.

Corrosion problems plague nearly every part of the

valve stem:

Metal parts rust-weld to the stem and freeze.

A brass valve core mistakenly installed intothe stem, within a short period of time, will be

impossible to remove without destroying the

internal threads.

Each type of corrosion weakens the sensor

stem itself.

REMOVING STUCK PARTS

Andrew Pearl, a manager at Direct Tire & Auto

Service in Boston, gave me his magic trick for

loosening corroded parts:

Spray a little PB Blaster, let the part sit and just

work it out, as opposed to one good pull. Work it

back and forth and sometimes you get lucky.

Mike Ryan, a manager for a nearby Firestone

Complete Auto Care, agreed, noting he even

tested PB Blaster against a different kind ofpenetrating oil. We got the PB-sprayed part off,

but then we had to clean the other penetrating oil

off of the other part and use PB on it instead to

get it loose.

But, sometimes, even the power of PB wont

help. Weakened valve stems will often break

under the least amount of torque, and, quite

often, even if you get the nut loose, the damage

has already been done. Many of the threads [of

the corroded TPMS sensor stems] that the nut

Advice From The Field To

Reduce Comebacks And

Put Customers At Ease


By Sean Phillips, Contributing Writer

TPMS[TechUpdate

TPMS Service TipsReal-World


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goes onto tend to basically turn

into dust, Ryan added.

To make this process even more complex, there

are also the National Highway Traffic Safety

Administration (NHTSA) regulations on TPMS,

which basically say that if a sensor breaks before it

gets into your shop, you can put in a temporary

rubber valve stem (if you must), but if it breaks inyour shop, you cant release the car until the TPMS

sensor is replaced. Many of my interviewees

expressed frustration at the effects of irreparable

long-term corrosion being defined by NHTSA as

breaking in your shop.

REPLACEMENT PARTS AVAILABILITY

This, of course, means that dealers and techs must

have quick access to replacement sensors in anenvironment where covering the market involves a

very large number of sensor SKUs.

I dont recall a time when we needed to keep a

customers car due to a lack of replacement sen-

sors, said Keith Cudgma, a district manager for

Firestone Complete Auto Care.

Since few shops will actually carry the wide

variety of replacement sensors to cover necessary

applications, they rely on the quick availability of

OE and aftermarket sensors from dealers and auto


TPMS[TechUpdateWeakenedvalvestemswilloftenbreakunderthe

leastamountoftorque,and,quiteoften,evenifyou

getthenutloose,thedamagehasalreadybeendone.


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parts wholesalers. Pearl agreed

that the availability of OE sensors

is much better than it was in the

early years of TPMS. Typically

dealers have [OE sensors] on the

shelf because its a known prob-

lem, Ryan said. I would say

that I can probably get 80%-90%

of the sensors that are out there.

OUNCE OF PREVENTION

The real key to preventing corro-

sion is proper maintenance of the

parts. Thats why the service

packs, which contain replace-

ments for every small part that

attaches to the valve stem the

nut, valve core, valve cap and any

rubber gaskets necessary to seal

the valve stem hole are so

important.

Some customers might thinkthe service pack is really just a

boondoggle so that shops can

charge more, but nothing could

be further from the truth. Its crit-

ical that these parts are changed

often to ensure proper TPMS

function, to keep corrosion from

taking hold inside the threads,

and to keep the rubber gaskets

from drying out and cracking.

Its really just like the old

days, Ryan said. Whenever we

were going to do a tire, wed

replace the valve stem. Its the

same principle, basically. You have

rubber in there it dries out, and

the seal may leak from that. You

dont want that to happen.

As for customer opposition,

Ryan said he has not seen any

problems with the cost of service

packs because they cost pretty

much the same as a valve stem

used to cost.

COMMUNICATION IS KEY

As difficult as it may be to deal

with corroded valve stems, deal-

ing with the customer can some-

times be more difficult if not

handled correctly. The importance

of communication every step of

the way was stressed by everyonewith whom we spoke.

Cudgma noted, It comes

down to the communication. If

the communication is handled

properly and the customer is

informed, there are no surprises.

But, if you break the valve stem,

and then inform the customer, it

normally doesnt go real well.

So, the best approach is to tell

the customer beforehand if you

anticipate that a valve stem

might break. If you inform the

customer that something might

break before it happens, and then

if it does, they will at least know

it was not out of carelessness.

Ryan stressed the value of

being prepared. If you know of

some vehicles that usually have

more [corrosion] problems than

others, you know which cus-

tomers youll need to inform.

If were going to service the

tire and itlooks like the

TPMS sensor is

going to break

or require

replacement,

then we

inform the cus-

tomer prior to

starting the

job, Cudgmaadded. If we

end up breaking it, and we

havent informed the customer,

we replace the sensor at no

charge.

Good communication also

means honestly letting the

customer know what the cost

might be.

Some people will get frus-trated, Ryan said. I dont think

they realize the expense that can

be involved with TPMS, but

theyre starting to get used to it.

Its like with early run-flat tires.

People didnt realize they were

going to last only 30,000 miles,

that there was no spare and they

were going to have to spend

$1,200 for a replacement set. IC


TPMS[TechUpdate

The best approach is to tell the customer

beforehand if you anticipate that a valve

stem might break. If you inform the

customer that something might break before

it happens, and then if it does, they will at

least know it was not out of carelessness.


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VOLVOCURING MANUAL

TRANSMISSION RATTLE

In an effort to increase fuel effi-

ciency, todays engines produce

more torque so they can be

driven at extremely low rpm.

Reduced viscosity engine and

gearbox oils, less vehicle weight

and improved aerodynamics also

contribute to better fuel econo-

my. But theres a downside to

this trend: resonant vibration.The dual-mass flywheel (DMF)

is designed to significantly

reduce the resonant vibrations

that an engine would normally

transmit into the gearbox. A

DMF is basically two flywheels,

one attached directly to the

engine, the other to the input

shaft of the gearbox. These two

halves are connected to each otherby a damper mechanism and hub.

If a 2001-12 Volvo XC70, V70,

S60, or a 2003-12 Volvo XC90,

comes into the shop with a rattle

noise from the transmission dur-

ing engine shutdown, idling or

engaging the clutch, its a high

probability that the DMF is bad.

Once youve determined that

the noise is coming from the bellhousing area of the transmission,

remove the transmission to

inspect the DMF.

Measuring Radial Free-Play

The DMF should be mounted on

the crankshaft during this meas-

urement. You will need a torque

wrench.

1. Torque one of the bolts that

holds the clutch and DMF

together to 6 Nm (4.4 ft.-lbs.).The secondary side of the DMF

will turn in the same direction as

the applied torque.

2. Draw a line over both the

primary and secondary sides of

the DMF (see Photo 1).

3. Now, torque the bolt in the

opposite direction than before to

6 Nm (4.4 ft.-lbs.). The secondary

side of the DMF will now turn inthe same direction as the applied

torque.

4. Draw a line over both the

primary and secondary sides of

the DMF (see Photo 1).

5. Measure the distance (S)

between the two lines on the

primary side of the DMF.

6. If the distance (S) is below

35 mm (1-3/8 in.), the radial play


[ImportTechTips

Photo 1

Photo 2


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ImportTechTips]

Import-Car.com 59

of the DMF is within specs.

Measuring Axial Free-Play

The DMF should be removed

from the crankshaft and placed

on an even surface during the

measurement. You will need a

dial indicator.

1. Use a dial indicator and

place it as shown (see Photo 2).

The DMF should be in equal bal-

ance when the dial indicator is

put in place.

2. Apply a force of approxi-mately 100 Nm (22.5 ft.-lbs.) on

pin (A) at the opposite side of

the dial indicator.

3. Read the distance of the axial

free-play on the dial indicator.

4. Turn the DMF 1/3 of a revo-

lution and perform the same pro-

cedure from the beginning, apply-

ing the force on pin B.

5. Repeat the procedure for pinC.

6. If the largest distance from

the three cases is below 2 mm

(0.078) the axial play of the

DMF is within specifications.

Replace the DMF if radial or

axial free-play measurements are

outside specifications, or if there

is physical damage to the DMF

or clutch plate surface.Courtesy of the ALLDATA

Community Automotive Diagnostic

Team, a select group of automotive

experts dedicated to helping techni-

cians fix hard-to-repair vehicles more

efficiently. Meet the team by visiting

http://support.alldata.com/alldata-

community. 2014 ALLDATA LLC.

MAZDA

VARIABLE VALVE TIMING NOISE

WHEN STARTING ENGINE

Applicable Models:

2003-08 Mazda6 (2.3L)

2004-08 Mazda3 with VINs

lower than JM1BK******864673

2006-08 Mazda5 with VINs

lower than JM1CR******306808

2006-08 MX-5 with VINs lower

than JM1NC******146287

When the engine is first started,some vehicles may exhibit a loud

ticking noise from the variable

valve timing (VVT) actuator. This is

caused by the lock pin of the VVT

actuator not fully engaging or from

a worn lock pin hole. Heat treat-

ment has now been added around

the hole of the VVT rotor lock pin

to prevent this from happening.

Repair Procedure:

1. Verify customer concern.

2. Write down the customers

radio station presets.

3. After the engine cools down,

disconnect the negative battery

cable (to prevent DTCs from being

stored).

4. Remove the cylinder head

cover.5. Turn the crankshaft clockwise

so that the notches on the VVT

actuator can be checked.

a. If the notches are not aligned,

go to the next step.

b. If the notches are aligned,

there is no problem with the VVT

actuator and this information is

not applicable. Refer to MS3 for

troubleshooting. (Fig. 1)


64/90

6. Turn the camshaft counter-

clockwise to align the notches on

the VVT actuator. (Fig. 2)

7. With the notches aligned,

turn the camshaft clockwise 90

degrees. (Fig. 3)8. Check the notches again.

a. If the notches are not

aligned, go to the next step.

b. If the notches are aligned,

there is no problem with the

VVT actuator and this informa-

tion is not applicable. Refer to

MS3 for troubleshooting. (Fig. 4)

9. Replace the VVT actuator.

10. Set the customers radiostation presets.

11. Start the engine to verify

there is no fuel leakage around

the high-pressure fuel pump.

12. After the engine cools

down, change the engine oil.

13. Verify the repair.

Courtesy of MotoLOGIC

Repair & Diagnostics: www.moto-

shop.com/motologic. IC


Fig. 1

[ImportTechTipsFig. 2

Fig. 3 Fig. 4


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Import-Car.com 61

Documents

Import Car Magazine 2014 06