Import Car Magazine 2014 07

7/25/2019 Import Car Magazine 2014 07

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July 2014

Fuel Injection/Emissions Import Insights False DTCs

A MAGAZINE


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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. 7

Tech FeatureBrake Pulsation Q&A

Being able to diagnose and solvebrake rotor pulsation problems is

critical to eliminating brake-related service comebacks. Thisbrief Q&A by Brake & Front EndEditor Andrew Markel should helpease any brake pulsation/runout-related service woes.

A Publication

32

5022

3

Diagnostic SolutionsOil Consumption Issues

Due to the variables in enginedesign and operating conditions,

internal engine oil consumptioncomplaints are often the most diffi-cult to solve, says Import SpecialistContributor Gary Goms, as he dis-cusses some of the more commonreasons for internal oil consumption.

5

Hyundai FeatureFuel System/Emissions

Contributing Writer Bob Dowietakes a look at Hyundai fuel injec-

tion, focusing on problems thathave associated driveability com-plaints, the most common of whichare misfire codes, and providesmany clues to help the diagnosticprocess.

ImportCarStaff 330.670.1234

Engine Oil Consumption Diagnostics


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DEPARTMENTS

4 Editors Notebook

6 News Update

18 Gonzos Toolbox

40 Tech Update:Ride Control

60 Import Tech Tips

66 Essentials (New Products)

68 Classifieds

72 Import Insights: Honda

A Publication

2 July 2014 | Import-Car.com

Columns

4

18

40

IMPORTCAR (ISSN 1069-4714)

(July 2014, Volume 36, Number 7): 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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Founded 1979. 2014 by Babcox Media, Inc.

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)

72


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By Mary DellaValle|EDITOR[EditorsNotebook


With the average age

of all light vehicles

on the road remain-

ing steady at 11.4 years accord-

ing to IHS Automotive

(www.ihs.com), so too is unper-

formed maintenance work

thats ripe for the picking.Total light vehicles in opera-

tion (VIO) in the U.S. also

reached a record level of more

than 252.7 million, an increase of

more than 3.7 million since last

year, according to the IHS Auto-

motive analysis from July 2013.

So, with more vehicles on the

road, and older ones at that,

dont miss the opportunity toexplain the link between regu-

lar vehicle maintenance and

peak-performing vehicles that

boost gas mileage and also

prevent bigger-ticket repairs

down the road.

Looking ahead, IHS forecaststhat the average age of vehicles

is likely to remain at 11.4 years

through 2015, and then rise to

11.5 years by 2017 and 11.7

years by 2019. Because of im-

proved quality and consumers

holding onto their cars and light

trucks longer, the number of ve-

hicles 12-plus years old on the

road continues to grow and willincrease 15% by 2019.

What does this mean to you?

There are plenty of vehicles

on the road in need of repair,

and with a slight uptick in aver-

age vehicle age expected over

the next five years, the mainte-

nance opportunity needle will

continue to go north.

One of the main contributorsof unperformed maintenance is

consumer neglect due to the lack

of knowledge about the need for

vehicle system checks at speci-

fied intervals. So, get in the

habit of educating your

customers about the bene-

fits of regular vehicle care.

Make the case to cus-

tomers that your shop is the onefor all of their vehicle service

needs. And, ensure consistency

in the repair process on every

visit so they will become repeat

customers.

Sales and customer service

training expert Steve Ferrante,

CEO of Sale Away LLC

(www.saleawayllc.com), says,

When the customer can counton consistently great service each

time they do business with you,

their confidence increases and

they are far less likely to shop

around for their vehicle service

needs. But when the customers

experience is inconsistent

exceptional one visit and so-so or

poor the next the customers

confidence is compromised andthey are more likely to consider

competing alternatives.

Bottom line: If you want to

reap the benefits of preventive

maintenance, educate your cus-

tomers and provide an excep-

tional service experience every

time, and you will then earn and

maintain their lasting loyalty. IC

Mary DellaValle, [email protected]

Count Your Service Opportunities

One Aging Vehicle At A Time


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[NewsUpdate

Whats more impactful than a televi-

sion or radio ad? More visible than

hundreds of roadside billboards?

More jaw-droppingly memorable

than a blimp fly-over? How about the

25-foot-long, 10-foot-high, translu-

cent Monroe OESpectrum shock

absorber that will be driven to more

than 50 North American cities this

summer and fall?Tennecos Monroe Shocks and Struts brand is

betting that its new Everything Gets Old. Even

Your Shocks mobile marketing vehicle will help

millions of consumers learn the importance of

having their shock absorbers and struts inspected

at 50,000 miles. The custom-built, twin-axle, LED-

illuminated shock will be towed by an SUV featur-

ing matching yellow-and-black graphics and

information on how consumers can win prizes by

connecting online with the Monroe brand.The Monroe mobile marketing vehicle will be

driven by two Monroe brand ambassadors who

will interact with consumers during each sched-

uled stop. These brand ambassadors also will

document their 50-city tour via daily text, photo

and video postings to the www Monroe com,

Facebook com/MonroeShocks page and

@MonroeShocks Twitter feed. Tenneco will award

weekly prizes on a random basis to consumers

who share photos and videos of the Monroe

vehicle and its drivers via social media.

Standard Motor Products, Inc. (SMP) launched its

new corporate website, www smpcorp com. The

rollout of this new site is the first in what will be a

series of redesigned websites for the company.Created with the user experience in mind, this

website has been developed utilizing responsive

technology and parallax scrolling design to ensure

compatibility with the latest browsers and mobile

devices. In other words, it looks and performs

seamlessly on a desktop, tablet and smartphone.

SMP has integrated many new features into the

site including an extensive timeline spanning 95

years of SMP history, a corporate news section,

interactive location map, facilities tours, a full

investor relations portal, career opportunities and

much more. As a multi-lingual site, www smp

corp com is available in English, Spanish and

French.

Monroe Hits the Road With Iconic New MobileMarketing Vehicle

SMP Launches New Corporate Website


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[NewsUpdate

Consumers who purchase any

qualifying Federal-Mogul

Motorparts products during pro-

motional periods can save time

and money while submitting re-

bate materials through a new

digital upload feature. This new

technology enables users to scan

and upload their proof of pur-

chase rather than having to mailin the required materials. This ca-

pability is available now for the

Champion automotive spark

plug consumer rebate and on fu-

ture Federal-Mogul consumer

promotional offers for ANCO,

Champion, Wagner Brake and

Wagner Lighting products.

Federal-Mogul introduced its

consumer-friendly online rebate

tracking and redemption system

in 2012. The new digital upload

capability enables the user to

complete the rebate submission

process, including providing the

required receipt, without print-

ing and mailing. The user cansimply scan their receipt from a

smartphone or desktop scanner

and submit, along with their

name, address and other

required information, via the

corresponding brands online

rebate center.

The Automotive Management Institute (AMI) is accepting applica-

tions for five scholarships including the Tom B. Babcox Memorial

Scholarship and the Arrowhead Specialty Markets High Octane

Scholarship.

The Tom B. Babcox Memorial Scholarship and the Arrowhead

Specialty Markets High Octane Scholarship help cover expenses

for recipients to attend the Congress of Automotive Repair andService (CARS) in Detroit, July 31-Aug. 2.

The $1,000 Tom B. Babcox Memorial Scholarship was established

by EXCEL, in conjunction with Babcox Media. Its awarded to an

ASA Mechanical Division member business in good standing that

displays a desire to improve their business skills through

management education.

To request a scholarship application, call AMI at (800) 272-7467,

ext. 101, or fill out a scholarship application online at

www MIonline org.

AMI Accepting Applications for FiveScholarships

Federal-Mogul StreamlinesRebate Process


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[NewsUpdate

Following up on its 2013 promotional giveaway vehicle, the

Raybestos Rattlesnake off-road Toyota Tundra, built by Addic-

tive Desert designs, Raybestos for-

mally unveiled plans for its 2014

giveaway: a Raybestos-edition

1971 Camaro RS G-Machine,

built with a Pro-Touring sensibility.

Award-winning chassis and mus-cle car builder Jeff Schwartz is

directing construction of the

Raybestos project at his shop,

Schwartz Performance in Wood-

stock, IL, just outside of Chicago.

The Raybestos Camaro will be given away

to a professional technician or do-it-yourself Raybestos

customer as part of a North American summer sales promotion

that runs June 1 to Sept. 15, 2014.

For more information, visit www Raybestos rakes com.

Raybestos AnnouncesHigh-Performance PrizeFor Its 2014 GiveawayPromotion

Raybestos AnnouncesHigh-Performance PrizeFor Its 2014 GiveawayPromotion

DuPont Chemicals & Fluoroproducts estimates that nearly 3

million vehicles worldwide will use HFO-1234yf as a refrigerant

by the end of 2014. This move is to help reduce the environ-

mental impact of automobiles, a significant challenge facing

todays world.

Most automakers are currently using HFO-1234yf, not only tocomply with the European Union (EU) Mobile Air Conditioning

(MAC) Directive, but also to voluntarily take advantage of U.S.

Environmental Protection Agency (EPA) credits designed to en-

courage the use of products with reduced climate impact.

Adoption of HFO-1234yf also may be driven by anticipated

regulatory developments. For example, U.S. rulemaking is ex-

pected as early as this year that will eliminate the use of HFC-

134a in new vehicle air conditioning. Most automakers have

indicated they will adopt HFO-1234yf, which DuPont sells as

Opteon YF.

DuPont Chemicals Expects RapidGrowth In HFO-1234yf Adoption

Airtex Fuel Delivery Systems is intro-

ducing a new pilot program focused on

educating future technicians in the

automotive industry. The Airtex

PUMPED program will train student

technicians across the country in the

areas of fuel system diagnostics and

fuel pump installations.

Set to kick off in fall 2014, the Airtex

PUMPED program will include se-

lected technical schools and universi-ties across the country. Airtex will send

its ASE-certified technicians to class-

rooms to provide the most up-to-date

information about todays

complex fuel systems. The

technicians will show

students the steps to

make the right fuel

system diagnosis,

technical tips toavoid difficulty

during repair work, and how to follow

through to make successful fuel pump

installations.

As a part of the program, each tech-

nical school will receive training materi-

als, along with other valuable fuel

system diagnostic and repair tool infor-

mation. In addition, students in the pro-

gram will receive an official PUMPEDperformance pack that includes educa-

tional materials, tools and more.

Airtex knows that the future of auto-

motive care is in the hands of these

young students and were excited to

partner with these schools and their

instructors to help equip the next gen-

eration, says Brandon Kight, director

of marketing and program develop-

ment at Airtex and ASC Industries.

Airtex Fuel DeliverySystems LaunchesEducational Program


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[NewsUpdate

Robert Bosch LLC announced the launch of its Bosch

Xperience mobile tour, bringing automotive technology

of the future to sales and service professionals in an in-

formative and engaging experi-

ence right in their own backyards.

We utilize a combination of

hands-on product discussion with

our Bosch sales professionals and

a virtual ride inside key Bosch sys-

tems using leading-edge Oculus

Rift goggles to make industryprofessionals aware of the latest

developments in the fields of

engine management, particularly

gasoline direct injection and

advanced braking systems

which are hot topics today, said

Bobby Bloom, senior vice presi-

dent automotive aftermarket U.S.,

Robert Bosch LLC.

The Bosch Xperience employsthree fully equipped and staffed

mobile units that will make sched-

uled stops across the East, West

and Central regions in the U.S.

The Bosch mobile units will be

active for 25 weeks from May to

November 2014 with the poten-

tial for a total of 750 stops.

All registered participants will

be entered into a random draw-ing for a chance to win one of the

weekly prizes valued at $500. At

the end of the tour one regis-

tered participants name will be

drawn at random to win a prize

package valued at $10,000.

For more information on the

Bosch Xperience Mobile Tour,

and to see the current schedule

of stops by region, visitwww.BoschXperience.com.

Bosch XperienceMobile Tour ComesDirectly to AutomotiveProfessionals


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[NewsUpdate

The Federated Car

Care Pick Your

Pickup Sweep-

stakes is underway.

Hundreds of prizes

will be awarded

and the grand prize winner will

have the tough choice of decid-

ing between a fully restored

1949 pickup and an innovative

2015 pickup.The Federated Car Care Pick

Your Pickup Sweepstakes is

open to any fully enrolled

Federated Car Care Center

member. Current members are

automatically eligible, while

new members must be enrolled

by Aug. 15, 2014, to be eligible.

Federated Car Care Centers

are known for being at the fore-front of servicing todays innova-

tive vehicles, while still adhering

to old-time values like

providing professional

customer service,

advice and expert-

ise that you can

trust, said Phil

Moore, senior vice president for

Federated Auto Parts. We

decided to conduct a contest

that reflects those characteris-

tics. The Pick Your PickupSweepstakes is our way of

expressing our gratitude to our

valued Car Care customers.

To learn how you could

become the grand prize winner in

the Federated Car Care Pick

Your Pickup Sweepstakes, or

have a chance to win one of

hundreds of other great prizes,

contact your Federated AutoParts distributor or visit www Fed

eratedAutoParts com/pickup.

Pick Your Pickup in NewFederated Car Care Sweepstakes

Centric Parts, a manufacturer and supplier of aftermarket brakecomponents and systems for import and domestic vehicles, an-

nounced that it has once again been awarded a Friction Materials

Standards Institute (FMSI) Award for contributions to the automo-

tive industry. This is the 12th year in a row that Centric Parts has

been so honored by FMSI, continuing an unbroken streak dating

back to the award's inception in 2003.

FMSI once again honored Centric Parts for New Assignments &

Applications in 2014, acknowledging Centrics ongoing status as

the single largest contributor to identifying new applications for

the FMSI system. IC

Centric Parts Earns 12th

Consecutive Friction Materials

Standards Institute Award


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W

hen it comes to diagnosing a

problem, one of the biggestmistakes is thinking that the

problem is gone after youve installed a

new part. Ive had vehicles brought in

countless times with the same old story

attached to them. The customer will say:

Ive changed this part, and that part

and this one over there, along with this

part under the dash.

And after all of that, the original

problem remains.The latest was a No A/C problem

on a 97 Toyota pickup. It came in from

another repair shop that I deal with on

a regular basis. It was a typical system

of its day, where the PCM energizes

the compressor relay and controls the

idle once the signal is sent from the

control head. Out of desperation, they

tried the swap-parts-until-it-works

approach but could never get the A/Cto come on.

A couple of simple tests pointed to a

faulty control head. The repair shop

already changed it twice, but, at this

point, they were desperate enough to

try anything.

Later that afternoon, I had the

replacement control head in hand, and

wouldnt you know it this replace-

ment piece was faulty, too. It was doing

exactly the same thing as the previous

control head.This was not going well at all. After

three different control heads in the

same vehicle, the shop was not buying

my diagnosis.

Theres something else wrong with

this. Youre missing something. I think

you should go back and check it again

because it cant be the control head,

the now frustrated shop tech tells me.

Granted, it does seem inconceivablethat the same part could be faulty three

times in a row, but the test results were

spot on. My biggest hurdle wasnt the

testing, and it wasnt the diagnosis, but

rather the other shops

lack of trust in my

results. Even their

parts warehouse

wasnt keen on send-

ing them anotherpart. Somehow, I had

to convince them that

we needed another

one.

The guy from the

warehouse came by

my shop to see how I

could come up with two

new parts straight out of the box

that were bad. I showed him how the

Mean Second-Rate Results

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


[GonzosToolbox

Second-Rate

Parts


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test was done along with the

wiring diagrams. He seemed to

understand, but was still not

buying that three control heads

could be bad. I asked to try a dif-

ferent supplier.

By the next afternoon I had an-other part, delivered by the same

guy from the warehouse. He

wanted to watch me install it in

the truck because the warehouse

had its own ideas as to origin of

the problem.

So where did the part come

from this time? Straight from the

dealership. The warehouse guys

boss didnt buy the story I wastelling him and wanted to prove

that his parts suppliers were not

sending him faulty parts.

One simple turn of the

key was all it

would

GonzosToolbox]

Import-Car.com 19

Granted, it does seem inconceivable that the same part could be

faulty three times in a row, but the test results were spot on.

My biggest hurdle wasnt the testing, and it wasnt the diagnosis,

but rather the other shops lack of trust in my results.


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take to either prove me wrong or

right. As the engine came to life,

I pushed the A/C button.

Click went the compressor,

and the cold air came blasting

out of the center vents. Well,

what do you know? The darn

thing works.

Just to prove the point, I

disconnected the working con-trol head and reinstalled the first

one. Were back to no A/C

again.

I suppose youll be sending

this part back to the supplier

then? I laughingly asked the

warehouse guy. He was quite

impressed and had a lot to tell

his boss when he got back to the

store. I called the other repairshop that originally sent me the

job to tell them I was done with

it. They were relieved that the

issue was finally solved and

were going to send the customer

over to directly pay me.

All said and done, the big issue

here was testing and retesting.

The other shop techs had thrown

their hands up after several

attempts with some very expen-

sive parts that didnt get them

anywhere. Then, theres the

matter of the part store not will-

ing to budge after they had sent

so many components back and

forth. A diligent effort and solid

test results won out over parts

swapping.

All in all, I gained a little morerespect from the other repair

shop as well as a new customer.

As for this particular parts ware-

house cheap parts just mean

cheap results, and this job was

no exception.

We certainly can set up an

account for you, the warehouse

guy told me.

I might pass on that. After thisrepair, I dont think I want to deal

with some second-rate parts

while trying to do first-rate

repairs. Just ask the other shop

owner how much he made on the

job and how much time he spent

on it. Just goes to show you, test

it correctly and trust the results.

And when it doesnt seem to

work out, retest it again. IC


[GonzosToolbox

One simple turn of the key was allit would take to either prove me

wrong or right. As the engine cameto life, I pushed the A/C button.Click went the compressor, andthe cold air came blasting out of thecenter vents. Well, what do youknow? The darn thing works.


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1. Technician A says he does not

have to measure the rotor and/or hub

for lateral runout because hes installing

new rotors. Technician B says even if newrotors are installed, the new rotor and hub

flange should be measured for lateral runout.

Who is correct?

A. Technician A

B. Technician B

C. Both Technician A and B

D. Neither

Answer: B

Always check runout in the hub flange and

rotor as part of anybrake job. You may think

youre saving 10 to 15 minutes by not having to

use a dial indicator and a micrometer, but your

chance of a comeback can dramatically increase.

Also, replacing rotors on every brake job is not a


By Andrew Markel, Editor, Brake & Front End Magazine

BRAKE ROTORS[TechFeature

Knowing The Right Answers Can Eliminate Comebacks

Q&A

Brake

PulsationAnd Runout

Being able to diagnose and solve brake

rotor pulsation problems is critical to

eliminating brake-related service

comebacks. Pulsation and brake

performance problems may not

seem to be the most difficult,

but they often cause the most

headaches for technicians.Heres a brief Q&A that

should help ease any brake

pulsation/runout-related

service woes.

Article continues on page 26


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cost-effective or efficient way to

perform brake service. Runout in

the hub and a new rotor can

stack up to cause lateral runout

thats beyond the specifications.

2. The most likely cause of

brake pedal pulsation is:

A. Overheating/warping

B. Lateral runout

C. Suspension damage

D. Disc thickness variation

Answer: D

The main culprit of chronic

pulsation is disc thickness varia-

tion (DTV) or parallelism. The

two friction surfaces of a rotor

are designed to be parallel to one

another within a certain specifi-

cation. The allowable tolerance is

known as parallelism, also re-

ferred to as the rotors DTV.

In order for the pad to stay in

contact with the rotor, the piston

must extend or be pushed back

into the housing as force is

applied. This creates the pulsa-

tion in the pedal thats most

noticeable to the driver.

Runout will not cause pedal

pulsation on vehicles with float-

ing or sliding calipers when the

caliper housing is free to move

and the runout is not excessive.

Under these conditions, the

caliper will follow the runout,

which means the caliper housingwill move in and out in relation

to the runout.

This movement will not cause

the caliper piston to move. No

piston movement results in no

fluid movement in the hydraulic

system, and if there is no fluid

movement, the brake pedal

wont move or pulsate. So, a key

point to understand is runoutgenerally does not

cause pulsation. Runout causes

thickness variation that leads to

pulsation problems (also ad-

dressed in Question #3).

A driver can feel a pulsation or

judder after higher-than-normal

brake temperatures are experi-

enced. Ninety-nine percent of the

time, its the fault of the pads and

not the rotor. The pads friction

material has been unevenly

deposited around the face of the

rotor, which creates uneven brak-

ing forces when the dissimilar

sections pass by the pads. Thistype of pulsation will typically go

away after a few hundred miles.

3. What is the most likely

cause of disc thickness

variation?

A. Manufacturing defects in

the rotorB. Lateral runout

C. Sticking caliper

D. Fin corrosion

Answer: B

Most aftermarket rotors are

manufactured to tolerances

far below what your

shops dial indicator ormicrometer can meas-

ure. Also, its nearly

impossible for a

warehouse to dam-

age a rotor to the

point where it could

have excessive

runout.

Lateral runout causes

DTV by allowing the high




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spot of the rotor to scrape the

pad and remove material from

both surfaces. Over time, this

action will change the thick-

ness in the area that has the

most runout.

A sticking caliper cant

cause thickness variation on

its own; it can, however,

accelerate the wear by not

allowing the pad to retract and

increasing the contact with the

rotor. Fin corrosion is rare and

may cause the rotor to become

thermally unstable and crack longbefore the rotor will warp.

4. Technician A says lateral

runout can be minimized by

matching the high spot in the

hub to the lowest point on the

rotor. Technician B says a

tapered correction plate can be

placed between the rotor and

hub to bring the lateral runoutinto specifications. Who is

correct?

A. Technician A

B. Technician B


D. Neither

Answer: C

By measuring and marking the

high and low spots of runout on

the hub and rotor, its possible to

match the high spot of runout in

the hub with the low spot of

runout on the rotor. This tech-

nique can be used to minimize

the amount of material removed

with an on-the-car brake lathe.

Likewise, flange runout can

be corrected with tapered shimsthat are available to correct a

runout of 0.003 (0.075 mm) to

0.009 (0.230 mm). A runout of

more than 0.005(0.125 mm) at

the bearing flange cannot be

corrected with the use of a

shim.

The combination of the rotor

and bearing flange could prevent

the rotor from being turned.After checking friction surface

runout, check the bearing flange

runout by changing the rotor po-

sition 180 on the bearing. If the

high spot changes 180, the rotor

could be OK or ready to turn

after the bearing is shimmed.

As you perform an inspection

of the assembly, you should also

mark the components. Check thebearing endplay, and mark the

relation of the rotor to the bear-

ing flange. Mark the high and

low runout spots on the rotor

friction surface with the low spot

marked as zero and the high spot

as 0.XX. Mark the high and low

runout spots on the bearing

flange with the same method as

the rotor friction surface.


[TechFeature BRAKE ROTORS


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5. Technician A says a bench lathe can elimi-

nate total lateral runout. Technician B says this

can only be done with an on-the-car brake lathe.

Who is correct?

A. Technician A

B. Technician B


D. Neither

Answer: B

A bench lathe machines a rotor in the same planeas the arbor, and it will remove lateral runout in the

rotor, but not runout thats in the flange.

An on-the-car lathe can help to reduce runout

by truing a rotor in its operating plane on the

vehicle. This means that the rotor is machined to

match the hub.

6. A customer returns with a pulsa-

tion complaint. During the brake job

that was performed 6,000 miles ago, thepads and rotors were replaced. What is

the most likely cause of the pulsation?

A. The customer overheated the brakes

B. Brake pads are not the right

formulation

C. Lateral runout in the hub was not

corrected

D. A caliper is stuck

Answer: C

New rotors will remove DTV, but they

will not correct lateral runout. Lets say

this vehicle had 0.003 of lateral runout

when measured at the outside face of the

rotor. If this vehicle is riding on 205/55R16

tires, in one mile, the high-spot with

0.003 of runout goes past the caliper ap-

proximately 836 times. Over the course of



37/82

6,000 miles, that spot on the rotor will go past the

pads more than 5 million times. Every time this spot

passes the pads, a little bit of the rotors material is

removed. Over the course of those 5 million revolu-

tions, enough material is removed to create a thick-

ness variation that can be felt by the driver.

Warped rotors are a myth. The heat used to cast

the rotor is three to five times greater than the heat

produced in the most aggressive braking down a

mountain road. Even if the rotor is glowing, its not

even close to casting temperatures. Most engineers

say that rotors will crack long before they are

distorted by heat.

Blaming the friction material is not the right

answer. By changing the brand of pads withoutcorrecting the lateral runout problem, youll have

the same results after DTV re-develops.

The biggest cause of lateral runout comebacks,

essentially, is carelessness not poor OEM engi-

neering or low-quality aftermarket parts. In that

way, a technicians instincts and methods of

operation could be the actual issue. IC

Rotors will crack and fail mechanically,

long before they will become

distorted or warped due to heat.


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Due to the variables in engine design and

operating conditions, internal engine oil

consumption complaints are often the most

difficult to solve. In some cases, oil consumption

might be more severe under low-speed operation,

in other cases, high-speed operation and, in some

cases, intermittent. But, in any case, excessive oil

consumption can drastically reduce oxygen sensor

and catalytic converter life. In the following text,

Ill deal with some of the more common reasons forinternal oil consumption including mechanical and

lubrication failures. See Photo 1.

To better understand modern oil consumption is-

sues, lets begin by taking a look at modern piston

ring designs. For example, modern engines use

lower-tension piston rings to help reduce rotating

friction. And while low-tension piston rings reduce

cylinder wall and piston ring wear, varnish and

carbon deposits also tend to make them stick in

their ring lands, which can cause compression loss


By Gary Goms, Import Specialist Contributor

ENGINE OIL[DiagnosticSolutions

Photo 1: Customer education is always an issue forthe modern independent shop because many motoristsare ruining their engines by forgetting to check their

engine oil level.


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and oil consumption.

The design of the top and sec-ond compression rings can be

better understood if we imagine

trimming the outer edge from a

saucer, leaving a slightly dish-

shaped piston ring that allows

the bottom edge of the ring to

scrape oil from the cylinder wall

during the intake stroke. During

the power stroke, the ring flattens

against the piston ring land toseal combustion gases inside the

cylinder. See Photo 2.

Due to the concentration of

heat at the top of the piston, the

top piston ring is often filled

with molybdenum (moly), which

absorbs oil and is scuff resistant

at high temperatures. Molybde-

num is also very soft, which

makes it extremely vulnerable tointake air contaminated with

dirt. For this reason, heavy-duty

applications often use a

chromium-plated top ring for

longer life in dusty environ-

ments. A steel piston ring can

also be used as a top ring in less

severe applications.

The third ring is generally a

three-piece oil ring consisting of

two very narrow scraper rings

held against the cylinder by astainless steel expander. In mod-

ern applications, the piston ring-

to-piston-land tolerances are

made very tight to help reduce oil

consumption, which again con-

tributes to the possibility of rings

sticking in their lands.

To increase piston ring life and

reduce oil consumption, modern

cylinder wall preparation con-sists of a honing process that

allows the piston ring to quickly

seat, but leaves a cross-hatch

pattern in the cylinder wall that

maintains a film of oil lubrication

throughout the cylinder and par-

ticularly at the extremely hot

upper cylinder area. See Photo 3

on page 38.

Many modern engines use hy-pereutectic aluminum alloy pis-

tons that have about three times

the silicon content of conventional

cast aluminum pistons. In brief,

this high silicon content tends to

reduce piston-to-cylinder wall

expansion by containing combus-

tion heat at the top or dome of

the piston. In effect, the piston

dome runs hotter, which increases

ENGINE OIL

[DiagnosticSolutions

Photo 2: This top piston ring is a molybdenum-filled, barrel-shaped ring contacting the cylinder at

its middle. The second piston ring is a steel ringcontacting the cylinder at its lower edge.



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the engines thermal efficiency.

And, since the piston skirts run

cooler, the piston-to-cylinder wall

clearances are reduced to hold the

piston rings square against the

cylinder wall. While conventional

cast pistons are similarly designed

to maintain piston ring contact by

reducing piston rock as it re-

verses travel in the cylinder, they

dont have the same thermal char-

acteristics as hypereutectic.

Oil consumption past the piston

rings is generally typified by the

edge of the piston dome being

washed clean of carbon by the

incoming oil. This wash pattern

can be caused by worn out piston

rings or by the oil scraper ring

sticking in a compressed position.

Worn compression rings nor-

mally cause excessive combustion

blow-by around the piston into

the crankcase.

In many instances, this exces-

sive blow-by will overload the

positive crankcase ventilation

(PCV) valve, which allows the

oil-saturated blow-by gases toexit through the PCV inlet into

the intake air stream and be

consumed by the engine.

In cases of extreme overheating

or under-lubrication, the rings

can be held in the compressed

position by scuffed aluminum

around the piston ring lands. In

most cases, worn or stuck piston

rings will tend to consume moreoil at high engine speeds when oil

temperature is at its highest and

oil viscosity is at its lowest value.

In addition, an engine running at

higher speeds tends to flood the

piston rings with oil, which

makes oil control more difficult.

CYLINDER HEAD DESIGN

Modern OHC, aluminum cylinder

heads generally use an alloy valve

stem guide insert and alloy valve

stems to reduce valve guide wear.

In addition, modern aluminum

cylinder heads incorporate very

efficient valve stem seals to pre-

vent oil from leaking through the

valve guide into the cylinder. Al-

though a cylinder head can be

[DiagnosticSolutions ENGINE OIL



43/82

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44/82

flooded with oil due to clogged

oil return passages, the condition

is relatively rare because most

modern designs incorporate very

large oil drain passages. Oil con-

sumption through the cylinder

head is generally through worn or

cracked valve stem seals. This

high oil consumption is then

produced when engines are oper-

ating at high intake manifold vac-

uum values created under light

load, low-speed conditions. Keep

in mind that using an incorrect or

poorly designed PCV valve canalso mimic worn valve stem seals

by allowing oil to enter the intake

air stream.

LUBRICATION ISSUES

While some engines are designed

to use generic 5W-30 motor oils,

others require synthetic-based oils

with additive packages that arecompounded to deal various

engine design issues. As piston

and piston ring design changed

during the 1990s, many auto man-

ufacturers began requiring lower-

viscosity, synthetic-based oils that

would lubricate efficiently at either

engine oil temperature extreme.

In cold weather, the oil should

quickly circulate and efficiently lu-

bricate the upper cylinder area. In

hot weather, the oil should protect

the pistons against scuffing, the

piston rings against sticking in the

piston lands and the crankshaft

bearings against oil shear wear.

In addition, modern extended

oil change intervals require base

oils that will not oxidize or

deplete their additive packages

within the 7,500 or more milesbefore the oil change reminder

light illuminates. Unfortunately,

most substitute oils dont have

those base oil properties.

In some applications, the use

of an incorrect oil will cause the

very narrow piston rings in use

today to micro-weld against the

cylinder walls at high engine

speeds. In other cases, excessivevarnish will cause the low-ten-

sion oil scraper ring to stick in

the compressed position.

Lastly, the low flash points of

some substitute oils will cause

oil consumption by vaporizing in

ENGINE OIL[DiagnosticSolutions

Photo 3: Since the oil scraper ring vents to the inside of the piston, it must be free ofvarnish and sludge to perform correctly. Sticking compression and oil scraper ringsare a common cause of internal oil consumption.


45/82

the extremely hot upper cylinder

area. All of these failures will

cause internal engine oil con-

sumption when a generic substi-

tute is used in place of the

recommended, application-

specific motor oil.

Clearly, theres a lot to be said

about using the correct engine oil

and changing it at the recom-

mended intervals. Because mod-

ern piston rings are especially

sensitive to dirt and other abra-

sive particles, the oil filter is

equally important because itmust efficiently remove these

particles throughout the

extended oil change interval.

When dealing with an oil con-

sumption complaint, begin by

inspecting the engine for exter-

nal oil leaks. If no serious leaks

are apparent, remove the oil fil-

ter cap or possibly the camshaft

cover to inspect the engine forinternal varnish and sludge. If

the engine is heavily sludged, it

might be impossible to reverse

the damage caused by neglected

oil change intervals. In many

cases, using an oil flush additive

will simply dislodge the sludge,

clogging the oil drain passages

and the oil pump inlet screen.

Mild varnish conditions canoften be remedied by simply

changing to the recommended en-

gine oil and changing it at

reduced intervals. In addition,

inspect the PCV system for clog-

ging and for the correct PCV

valve part number. On some ap-

plications, its possible to remove

the spark plug to inspect the inter-

nal condition of the cylinder with

a borescope or stem light. Here

again, the piston dome should ex-

hibit an even coat of carbon across

its surface. Oil wash at the center

often indicates leaking valve

stems, while oil wash at the edges

of the piston indicates sticking or

worn piston rings.

Whatever the case, always try

using the correct oil and recom-

mending adequate engine warm-

up and drive times to reduce

potential gasoline contamination

in the engine oil. IC

DiagnosticSolutions]ENGINE OIL

Import-Car.com 39


46/82

Get Back To The Basics And Watch Sales Soar


By Andrew Markel, Editor,Brake & Front End Magazine

RIDE CONTROL[TechUpdate

Reasons Why You Dont SellMore Loaded Shocks & Struts

Are you just looking for catastrophic damage? Do you only

look at the shocks and struts when the driver complains of a

noise or when the vehicle cant be aligned?

The first step in selling ride control is the inspection process.

A visual inspection of the shocks and struts can tell you a lot

about the state of the ride control units. This is a chance to

make sure the vehicle is road-worthy before you put your own

life at risk.

Look for signs that the units might be leaking oil, such asaccumulation of road grime or oil inside boots and dust shields.

Keep an eye out for witness marks that indicate the suspen-

sion might have bottomed out recently. Make sure all bushings

and hardware for the ride control units are still on the vehicle.

Walk around the vehicle and perform the tried-and-true

knee-on-the-bumper test. This test is not conclusive on its

own, but its a chance to quickly look for abnormal behavior. If

you notice binding or looseness, or if the vehicle does not

return to the original ride height, there could be a problem with

the ride control components.

When you dont perform a testdrive, youre not using your mostpowerful ride control tool: per-

spective. A technician or servicewriter behind the wheel brings

fresh senses to the vehicle thathasnt been dulled by thousandsof miles.

Before the test drive, youshould have a clear list of symp-toms and related conditions the

customer might be experiencing.On the test drive, you should

have a methodical plan thatinspects for ride control compo-nent replacement and other un-

performed repairs.A good test driver will be able

to observe conditions or prob-

1. You dont inspect shocks and struts. 2. Your test-drivesneed work.


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42 July 2 14 | Import-Car.com

RIDE CONTROL[TechUpdatelems with the vehicle that have developed so slowly the owner

is unaware of them like degraded shocks and struts. One ofthe keys to becoming a good test driver is to find a driving

loop or route that has a variety of road conditions. A prede-termined loop adds consistency that helps you spot small prob-

lems.For suspension road tests, your test loop should consist of

varying sections: a flat and straight section; an area to testbraking and acceleration; an area with a dip or bump; and an

area that offers both left and right turns.Use a parking lot or rarely used section of road for the brak-

ing and acceleration section of the test. This test is used todetect brake pulls, torque steer and worn or loose suspensionor steering components. Check for excessive nose-diving dur-

ing braking. This condition is not normal and may be caused by

worn springs or other ride control components.Excessive suspension bouncing may be the result of weak

shocks, while bottoming out of the suspension may be theresult of weak springs. Check for steering difficulties that may

be the result of mechanical binding or interference.Any excessive body sway could indicate worn springs, shocks

or stabilizer assemblies. Listen for any excessive tire squealing

during turns. This can be caused by incorrect alignmentsettings or a turning angle thats out of specifications.

Developing a methodical and consistent test drive loop and

procedure can improve your chances of coming back from a test

drive with an understanding of the problem the owner is experi-encing. A plan and a loop can also eliminate distractions thatcould lead to an accident.

3. You dont use an inspection form.The technician should be supplied with a checklist to make notes,

based on inspection findings. Some ride control manufacturers can

provide you with printed forms. These forms help the service

writer to be more confident in the selling process.

A complete inspection lays the groundwork for excellent cus-tomer communications and increases the possibility of a sale. The

results of the inspection can help personalize the sales pitch to the

individual customer.

Even if the customer does not buy today, the inspection form,sales approach and pitch will likely stick with the consumer longer

than the generic recommend loaded struts. They are morelikely to return, which means your efforts will not be in vain.

4. You chicken out on therecommendation for loaded struts.


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[TechUpdate RIDE CONTROL


To increase your confidence in selling loaded struts, have new units

installed on your own vehicle. Youll be amazed at the difference if

your vehicle has more than 50,000 miles. Also, you will sell more units

because you have a better perspective on the value.

Some ride control manufacturers help the education process by

holding local clinics where you can drive vehicles in different states

of ride control degradation. These events are typically held in park-

ing lots on specially designed courses that magnify certain vehicle

dynamics at low speeds. Participating in these events can energize

a shop to sell ride control products more effectively.

5. Your car is in need of a ride controltune-up.

Tires are not cheap. When you get close to a tire sale, areyou afraid to recommend new shocks and struts because thecustomer might bolt for the door when they hear the price fornew loaded struts, plus the tires? You shouldnt be. Newshocks and struts protect the investment in their tires.

By the time a vehicle isready for its second orthird set of tires, itstime for new ridecontrol components.This is based onmileage, the expenseand premature wear thatdegraded ride control canhave on new tires.

6. Youre afraid of losing a tire sale.


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OEMs include ride height specifications and measurement proce-

dures in their service information for many reasons. The main

reason is because springs wear out. The ride height also can be used

as a diagnostic tool to determine the condition of the suspension.

This involves more than your thumb and one closed eye.

Research the factory methods and specs to properly measure ride

height. Neglecting to do this can affect the life of the shocks and

struts and all angles of alignment. Among other considerations,

engineers design the chassis and ride control components so that

the ride height places the suspension at a particular point midway

in its travel. Midway is not always the center, however.

Most springs are made of metal, which can fatigue over time andaffect ride height. As a simple example, take a coat hanger or weld-

ing rod and bend it in the same area several times. It will eventually

break from metal fatigue.

7. You use your squinted eye andthumb to check ride height.

Do you play it safe? Do you start with the least expensiveoption and try to work your way up? When selling ride controlcomponents, its an effective sales tactic to start with premiumproducts first rather than the economy or less-expensive option.This gives you a little wiggle room to provide customers withoptions that meet their budget and vehicle life expectancy.

Chances are that the customer wants the best, but he/shemay not want to pay for it. Sure, quoting the lowest pricemight get some customers in the door, but it may leave somecustomers wanting more. And, starting the estimate with the

least expensive alternative can also lower your profit.

8. You start at the bottom and try towork your way up.

For suspension road tests, your test loop

should consist of varying sections: a flat

and straight section; an area to test

braking and acceleration; an area with adip or bump; and an area that offers

both left and right turns.


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Its been estimated by one shop that 50% of its ride control sales

occur on the second visit. This means that the customer shot downa large percentage of its sales pitches for ride control on the first try.

So dont give up.

9. You hate hearing the word No.

10. There is no incentive to sellloaded struts and shocks.First, try increasing at least the number of ride control compo-nent inspections and recommendations to customers, educatingthem along the way. Then, set a sales goal. IC

Are you just looking for catastrophicdamage? Do you only look at theshocks and struts when the driver

complains of a noise or when thevehicle cant be aligned? The firststep in selling ride control is theinspection process.


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Hyundai has done a good job of improving

its offerings over the years from both an

aesthetic and mechanical viewpoint. Com-plemented by a strong warranty and good

value, the carmaker has been able to in-

crease its market share year over year. If

you arent seeing these cars in your bay, its

only a matter of time before you will.

This month, well be taking a look at the fuel

injection system and driveability issues on

Hyundais line of vehicles. The most common

driveability problem we see is a check enginelamp with or without a customer complaint. To

get your diagnosis underway, attach the scanner

and make note of the recovered codes, but dont

be too quick to clear the codes; the next step is to

review the freeze-frame data to see what was

going on when the code was set. This information

will be more helpful with certain codes than oth-

Diagnostics

By Bob Dowie, Contributing Writer

FUEL & EMISSIONS[HyundaiFeature

Fuel System& Emissions


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ers, but its a good habit to get into no matter what

the code.

First, well look at some problems that have

associated driveability complaints, the most com-

mon of which are misfire codes. If the misfire is

obvious, you may be tempted to get to work and

start switching coils and checking wires to diag-

nose the problem, but before you do, check the

codes and see if theres more information available.

If nothing else, the P0300 series of codes will iden-

tify the cylinder thats causing the problem.

There are many other clues that may be available

that will help in the diagnostic process. For exam-

ple, if you have a misfire code along with a system

lean code, you should be thinking that the misfirecould be a result of a manifold or other vacuum leak.

Even with no code, take a look at the data with an

eye toward the fuel trim numbers. Do you have a

high positive number on a long-term trim indicating

the system has been adding fuel? Or, are you experi-

encing the less common problem of a negative num-

ber and a rich condition, where an extreme case like

an injector sticking open or a fuel pressure regulator

leaking in the vacuum line could have led to the

misfire?Another common driveability problem that may or

may not have an associated code is a stumble or cut-

ting out on throttle tip-in. If

the check engine light is illuminated, hook up the

scanner and retrieve the code, the most common of

which will be a system lean code. While you have the

scanner installed, take a couple of minutes to look at

the other available parameters. Are the temp sensors

reading correctly? With a cold engine, the coolant

and air temps should be close. Take a look at the

throttle position switch, paying particular attention

to the off-idle area. There have been some reports ofproblems with the switches that become apparent

when the connector is wiggled.


[HyundaiFeature FUEL & EMISSIONS

Photo 1: Hyundai gasoline direct injector; it looks

like port injection, but this injector does find its

way into the cylinder.


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62/82

Dont overlook mechanical

concerns and be sure to

check the air intake hoses for

cracks that will open up

when the engine moves with

torque.

In the case of no-start

problems, it pays to know

the service history. If the car

has suffered a broken timing

belt, its a good possibility

that some debris from the

broken belt has found its

way to the crank sensor,

damaging both the sensorand trigger wheel. On the

2.4-L engines, the balance

shaft belts have been

known to fail and go un-

noticed until the pieces

finally take out the crank

sensor, resulting in a poor run or

no-start issue.

ELANTRA CASE STUDY

We recently had a 2002 Elantra

GLS in the shop with assorted

problems, so lets take a look at

this job since its a good example

of some common problems we

see. The car wasnt in great

shape, and a persistent check en-

gine light was preventing it from

passing the state inspection.As is often the case with this

kind of job, the customer was re-

luctant to make a big investment

but also wasnt in the position to

buy a new car. The obvious prob-

lem was a code for a solid misfire

in the No. 3 cylinder (P0303), as

well as codes for a slow response

from the front O2 sensor (P0133),

a system lean code, plus there

was a slight, but audible,

exhaust leak at the flex pipe be-

fore the cat. The customer had al-

ready installed a new O2 sensor,but the code persisted.

Even though we explained to

the customer that there was no

way we could give a firm price on

the job, we received authorization

to get started with the diagnosis

and to get further authorizations

as the job progressed.

The first step was to deal with

the misfire since we also had thesystem lean code. We knew the

problem was with the No. 3 cylin-

der, so we went right to the mani-

fold in that area. A quick shot of

intake cleaner at the manifold

flange smoothed the engine out,

letting us know we were on the

right track.

We used a stethoscope where

the sound of the leak is obvious

in order to confirm and pin-

point the problem.

Knowing that there was

little cushion in this job,

we checked compression

as well as the ignition com-

ponents when the gasket

was replaced. When we

were sure the misfire would

be repaired and the car

would certainly run better

with the manifold gasket, we

received authorization to re-

place the gasket and install a

much-needed set of sparkplugs. With the gasket re-

placed and the engine run-

ning smoothly, we checked

the output of the rear O2 sen-

sor and it looked to be oper-

ating as expected in spite of

the exhaust leak.

While we were aware that

fresh air entering the exhaust

system could lead to an O2 code,with our budget constraints in

mind, we set out to run the mon-

itors in an attempt to get the car

through state inspection, giving

the customer some time to

budget for the necessary addi-

tional repairs.

Our experience with Hyundais

has taught us that they can be a bit

of a challenge when it comes to set-ting monitors, and it really pays off

to be sure the setting criteria is met.

Weve been in the habit of having

the scanner hooked up whenever

were road testing a driveability

problem or setting monitors to

confirm setting criteria.

In the case of the Elantra, were

looking for a starting coolant

temp below 104 F with a gain to


Photo 2: High-pressure pump, driven off of the

camshaft.

[HyundaiFeature FUEL & EMISSIONS


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120 F before the test will run. There are additional

parameters that have to be met depending on the

monitor, and its well worth the time to look them

up on a service information system. The ECUs

know nothing about being close enough; if its

looking for 104 F, then 105 F wont cut it and the

test will not be run (and some tests will look for an

even higher temp). If the thermostat doesnt let it

get there, youre wasting your time trying to run

the test. I dont know about you, but I cant tell a

10-degree difference on the average temp gauge.

While the Elantra ran well, it took only a couple

of drives before we had the O2 code back. When

we monitored the front O2 signal, it appeared to be

switching well, but it was hard to tell if they were

all within a second. Knowing that the exhaust leak

could be an issue, we replaced the flex section of

the pipe. With the now-quiet exhaust system, the

signal from the O2 sensor looked better, and it took

awhile, but the code eventually still set. At thispoint, were back to looking into our service info

and checking for issues on iATN, something that

should have been among our first steps.

A quick search on iATN covered the things we

already did, but also mentioned problems with the

grounding of the alternator bracket to the block, as

well as the engine ground and body grounds near

the battery. Id like to say that I know exactly how

the bad grounds affected the O2 readings, but Im

afraid I cant. But I can say that after we cleaned the

grounds, the car set the monitors in two trips and

we had a successful repair and happy customer

who no longer talks about needing a new car.

WHATS NEW?

A lot has changed since 2002, to the point that on

the more current Hyundais youll find direct injec-

tion (GDI); drive-by-wire throttles; timing chains

rather than belts on some engines; and idle stop and

go (ISG) technology on the latest models.

By now, we should all be aware of direct injection

and how it works. Simply speaking, this system

injects the fuel directly into the cylinder rather than

before the intake valves in the port. Injecting thefuel into the cylinder takes advantage of the cool-

ing effect of the fuel, resulting in a more dense mix-

ture that permits the use of a higher compression

ratio, providing increased horsepower and torque.

More torque results in the same acceleration with

less throttle opening, which increases the miles per

gallon. Efficiency is also improved with more pre-

cise timing of the injector pulse and eliminating the

fuel dropout that takes place with port injection.

You need enough fuel pressure to overcome theincreasing cylinder pressure to deliver the fuel into

the cylinder. Hyundai uses an in-tank, low-pressure

pump to deliver 65 psi to a camshaft-driven, me-

chanical high-pressure pump that will boost the pres-

sure to 580 psi at idle, to a maximum of 1,958 psi at

full throttle to ensure fuel delivery as the cylinder

pressure increases with rpm. This pressure is con-

trolled by an internal pressure regulator in the pump

and monitored by a fuel rail pressure sensor.

In the event of a failure, a limp home mode is pro-vided where 65 psi will be delivered. This system

also uses a new design and operating strategy for

the injectors that can handle the increased pressure.

Speaking of fuel pressure, good work habits are

more important than ever when dealing with this

type of pressure. Always release the pressure before

working on the system; its easy enough, especially

if you check your service information for the model

youre working on. You will have to remove the fuel

pump relay and start the car to run down the pres-



Photo 3: Air Intake with no more massair sensor. The engine load signal is

handled by the MAP sensor.


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sure.

The only downside to GDI

seems to be that with no fuel flow-

ing over the intake valves, there

have been some reports of carbon

buildup on the valves and ports.

There are many theories on what

causes this carbon buildup, but all

seem to substantiate that the oil

that passes through the intake

manifold from the crankcase ven-

tilation system is a major cause.

Some engineers feel the problem

starts when fuel contacts the back

of the intake valve, resulting in asoot-like substance that encour-

ages the carbon buildup.

As technicians, we should be

encouraging our customers to use

a top-grade gaso-

line and periodically add a fuel

additive like Techron. The good

news is we perform a fair amount

of service on Hyundais and

havent experienced this issue.

Idle stop and go is the latest

technology also aimed at increas-

ing efficiency in mileage and

emissions. As the name implies,

this system turns the vehicle off

when its stopped when certain

criteria is met. It looks at factors

like brake pressure, battery con-dition and vehicle speed to make

its decisions. When the vehicle is

stopped at a traffic light, the en-

gine is turned off until the brake

is released, at which point the

engine will restart. An electric oil

pump is equipped to maintain

the necessary pressure in auto-

matic transmission-equipped

cars to allow the transmission torespond without lag.

All of this new technology is

certainly interesting, and while

some of it may create a diagnos-

tic challenge, it makes this job as

an import vehicle specialist so re-

warding. Embrace the challenge

to keep up with the changes, and

avail yourselves to the wealth of

available information. IC




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DIAGNOSING CLUTCH ASSEMBLY

NOISES

Noise can resonate from many areas of a

vehicles driveline. There are several types of

noises associated with the clutch assembly.

The release bearing is most often blamed for

being the cause of noise when, in many cases, it

is not the release bearing at all. For example,

technicians often describe a squeaking

noise emanating from the bell

housing. This noise occurs

while the vehicle is idling in

neutral and goes awaywhen slight pressure to the

clutch pedal is applied.

Technicians frequently mis-

take the release bearing as the

source of this squeaking. The true cause is low

release system preload. A defective or worn

release bearing will make more noise when the

clutch pedal is depressed.

Modern hydraulic and self-adjusting cable

clutch release systems require a preload on the

release bearing. The bearing

requires a preload of approxi-

mately 28 lbs. This preload

causes the release bearing to

run constantly on the clutch

diaphragm fingers when the engine is

running. Insufficient preload allows the

release system components, such as theclutch release fork, to be loose on the pivot

points. The fork will move around more than

when the preload is correct, often causing a

squeaking or clunking noise.


[ImportTechTips


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In hydraulic systems, the pre-

load is provided by a spring in

the slave cylinder. To prevent or

eliminate noise associated with

low preload, install a new slave

cylinder.

In cable systems, the preload is

provided by the ratchet and

pawl. To prevent or eliminate

noise associated with low pre-

load, replace the cable with a

new cable. Replacing the cable

will allow the ratchet and pawl

mechanism to maintain the prop-

er tension and provide the cor-rect preload to eliminate noise.

Additionally, be sure to inspect

the ratchet and pawl for exces-

sive wear.

Important Tip: A faulty release

bearing will make more noise

when a load is applied (clutch

pedal depressed), not less.

Courtesy of Schaeffler Group USA

KIA

ADDED GROUNDS CAN SET

CODES

Additional grounds can typically

benefit a vehicles electrical sys-

tem. That is, unless the vehicle is

a 2008-to-present Kia equipped

with a battery sensor. If an extra

ground cable is installed on the

negative battery terminal, it can

cause the battery sensor to send

incorrect information to the en-

gine control module (ECM),

which can generate all sorts of

problems.

You can determine if the vehi-

cle has a battery sensor by look-

ing for a connector attached to

the negative battery terminal as

shown in the image below.

Battery Sensor Function

The battery sensor transmits infor-

mation about battery voltage and

temperature to the ECM. Armed

with that information, the ECM

controls alternator voltage output

and the vehicles various electrical

control systems.

On vehicles equipped with the

ISG (Idle Stop and Go) feature,for example, the idle-stop and

auto-start function is dependent

on the battery state of charge

(SOC) and state of health (SOH)

information received from the

battery sensor.


[ImportTechTips

Negative terminal

without abattery sensor

Negative terminal

with abattery sensor


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False Diagnostic

Trouble Codes

When an extra ground

cable is installed on thenegative battery termi-

nal, the battery sensor

can incorrectly report

that the battery is in a

discharged state, despite

a normal battery condi-

tion. The resulting improper op-

eration of various systems and

components can set the DTCs

shown in the table.The malfunction indicator

lamp may not be illuminated,

but numerous trouble codes

can be stored. If any of the

DTCs mentioned in the table

are set, be sure to remove any

additional cables attached to

the negative battery terminal.

Clear the codes and road-test

the vehicle to confirm the prob-

lem has been resolved. Advise

the customer not to install

additional ground cables at the

negative battery terminal.

Written by 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. IC


[ImportTechTipsDTC DTC Name Cause MIL Illumination Causal Parts

U1111 Battery sensor fault Battery sensor is No Poor connectiondetected by ECM abnormal Open/Short

U1112 LIN communication LIN communication No Open or short LINerror error communication line

P0620 Alternator Open or short No Open or short in harnesscontrol circuit in harness Poor connection or

damaged harness

P2501 AMS voltage There is a wide voltage No Open or short in harnessrationality difference between Faulty battery sensor

battery sensor and Poor connectionactual value

P2502 AMS charging Battery voltage at the No Open or short in harnesssystem voltage power supply terminal of Faulty battery sensor

the ECM - Voltage from Poor connection

the battery sensor > 3V

P2503 AMS no battery State of charge (SOC) < No Open or short in harnesscharge calibration Open or short in charging

system Faulty charging system Battery sensor


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[Essentials

Genuine Intermotor ImportIgnition Wire Sets are unri-valed for quality, coverageand original match. No oneprovides more extras likefactory-installed separatorclips, anchors, protectiveloom and trays to keepwires sorted properly andsafely. Intermotor IgnitionWire Sets install with easefor exceptional power, performance and extra-long service life. For more information, visitwww.standardbrand.com.

Red Kap, the worlds largestautomotive apparel manufactur-er, launched a new line of shoppants and shorts designedspecifically for the automotiveindustry. The Red Kap Perform-ance Shop Pants are loaded withfeatures like a covered waist-

band button that preventsscratches; specialty pockets thatprovide storage for phones,tools and gadgets of all shapesand sizes; and reinforced doubleknees bend and flex easily whileproviding extra durability. Formore info, visitwww.redkapautomotive.com.

Ranger Products, a division of Bend-Pak Inc., is bringing another new tire

changer to market. The R80DTXFtire changer features an automaticbead lifter, variable speed turntableand bilateral bead loosener withdirect hand-operated controls. Othertime-saving tools include a travelingdrop-center tool, top bead assistrollers, dual lower bead lifting discsand a nylon non-marring wheelrestraint device tools designed toreduce effort, increase safety and

minimize operator fatigue. Visitwww.rangerproducts.com forcomplete details.

The Automotive Aftermarket IndustryAssociation (AAIA) is now the AutoCare Association. As the voice of ourentire industry and the champion fordriver choice, were bringing astronger focus to clearly communicatethe value we deliver to drivers, busi-nesses and the economy. Wevealways been driven by a spirit of inde-pendence. Now its time for everyoneelse to know it. For more information,visit www.autocare.org.

NAPAs Platinum Filter offers technol-ogy for the latest advancements insynthetic oil and performance oil filters.Featuring a host of oil filter innova-tions, including wire re-enforced,fully synthetic media and an ultra-durable Hydrogenerated Nitrilecompound anti-drain back valve(where applicable), this oil filterprovides the ultimate protection inthe NAPA family of oil filters. Visitwww.napafilters.com for more information.


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With the addition of newpart numbers to its Gray-werks line of high-qualitytransmission pans, ATP

Automotive now offerscomplete coverage formore than 165 million

vehicles on the road today.Key features include: Fits right

the first time; extra durablecoating on all steel pans; corrosion

resistance; drain plugs with gaskets includedwhere required; no need to reuse old parts.For more info, visit ww.atpautomotive.com.

Import-Car.com 67

Delphi Product & Service Solutions announces 20new Mass Airflow Sensors to its engine managementportfolio covering more than 10.2 million vehiclesbuilt from 1990 to 2013. Applications cover:Audi, BMW, Chevrolet, Hyundai, Kia, Lexus,Mazda, Nissan and Toyota.Delphi MAF sensors arebrand-new, never remanufac-tured. By testing to OE spec-ifications, Delphi ensures thatthe sensors provide accuratereadings and airflow output,which helps to reduce come-backs. Visit www.delphi.com for more information.

Arnott Air Suspension Products intro-duced both a remanufactured front-right and remanufactured front-left AirStrut Assembly for the 2006-11 C6

Chassis Audi A6, A6 Quattro, Avant andS6. Arnotts painstaking remanufactur-ing process includes adding a new pro-tective aluminum air sleeve, bump stop,crimping rings, dust boot, check valveand terminal plug. For more informa-tion, visit www.arnottindustries.com.

Five new Bosch Blue Brake pad sets

have been added to the Bosch cover-age line-up, expanding coverage formany late-model Asian, Domestic andEuropean vehicles such as the 2013-14Nissan Altima, 2012-13 GMC Sierra2500 HD and 3500 HD, and 2011-13BMW X3. The additional part numberstogether cover 0.6 million units inoperation. For more information, visitwww.boschautoparts.comThe LuKSelf

AdjustingClutch (SAC) isa revolutionarydesign thatsets the stan-

dard for performance and driver comfort. It is engi-neered specifically for passenger car and light truckapplications equipped with manual transmissions.Features and benefits of using a LuK SAC include:Increased wear capacity, less release load and consis-tent pedal effort over the life of the clutch. All thistranslates to longer clutch life and increased drivercomfort. Visit www.luk-us.com for more information.


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DI R E C T CLASS I F I E DS


Advertiser ...............Page Number

AAPEX........................................63

Advance Auto PartsProfessional.......................14, 46

ADVICS ................................24, 25

Air Suspension Partsby Arnott, Inc. ..........................42

Airtex Corporation................57, 62

Aisin World Corp. .......................39

ALLDATA ....................................43

Autel.us .....................................55

Auto Care Association................61

Auto Value/Bumper to Bumper...........Cover 4

Automotive Service Equip ..........60

Automotive Video/AVI.................65

AutoZone ...................................37

Bars Leaks................................58

BendPak .........................Insert, 64

CARQUEST Auto Parts..................3

CRP Industries.....................30, 31

Federal-MogulMotorparts...Cover 2 Gatefold, 13

Federal-Mogul Motorparts, MoogSteering & Suspension ......44, 45

Advertiser ...............Page Number

Gates, INA and Litens....16, 17, 19

GMB North America ...................33

Intermotor/SMP..........................15

K-Seal........................................27

KYB Americas Corp....................41

LIQUI MOLY GmbH .....................34

Litens Automotive Group............52

Mann + Hummel .......................36

Mercedes-Benz USA.....................5

Monroe Shocks & Struts.......20, 48

NAPA....................................11, 49

Nissan Motor Corp. USA...............7

OReilly Auto Parts.....................23

Parts Plus..................................59

Perfect Stop.........................28, 29

Red Line Synthetic Oil................38

Schaeffler Group USA ..............8, 9

Stellar Automotive(Lube Guard) ...........................12

TYC/Genera Corp. ......................35

Walker Products, Inc..................51

WIX Filters .................................47

WORLDPAC.........................Cover 3

AD INDEX


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Import-Car.com 69


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Import-Car.com 71

DI R E C T CLASS I F I E DS

Call now to order or to receive a free 2012 catalog 1-800-434-5141www.autobodysupplies.com

Why switch to PDQ? PRICES. Low prices. High Quality. Always.1st time buyer? Order from this ad and receive these special prices.


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Honda


[ImportInsights

May 2014 Honda and Acura vehicle sales showed anoverall increase of 9% compared to May 2013, whichshowed a similar increase vs. the previous year. The

Honda Division posted an increase of 9.8% with Maysales of 137,928 units. The Acura division gained 2.2%on May sales of 14,675, with light trucks increasing32.9% for the month on sales of 10,301 units. Year-to-date American Honda sales reached 610,413 units. Inparticular, Accord, Civic and CR-V each topped 30,000units in May, with the Accord up 19.3%.

Hot-selling Acuralight trucks contin-ued their record-set-ting pace, combiningto achieve the best

May sales in divisionhistory. Total Acuradivision sales in-creased 2.2% overlast year on sales of14,675 units in May.

Honda Sales Hot

Documents

Import Car Magazine 2014 07