Tomorrow's Tech, November 2013

November 2013

� SIZING UP THRUST ANGLES � ENGINE AIR-FLOW DYNAMICS � 'COOL RUNNINGS'

TomorrowsTechnician.com

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CONTENTS

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UNDER THE HOOD/////////////////////12‘Cool Runnings’While changes in modern cooling system technology might notbe apparent in day-to-day servicing, see how auto manufactur-ers are continuing to increase fuel economy and power outputby changing how the cooling system operates.

UNDERCOVER/////////////////////////28The Pressure of Learning About Brake BoostersContributor Gene Markel explains how atmospheric pres-sure and engine manifold vacuum are the two factors thatmake a brake booster work. Find out what it takes to serv-ice Brake Booster Systems in this month’s Undercover.

ENGINE SERIES////////////////////////34Going with the FlowIn this installment of ‘Engine Series,’ former automotiveinstructor Gary Goms stumbled upon a loss of power com-plaint in a 2002 Toyota 4-Runner with the 3.4L V6 engine andautomatic transmission. Discover what he has to say aboutengine airflow and its impact on engine diagnostics.

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Career Corner: Asking the Right Questions in an Interview 6

Finish Line: Winning Scholarships 8

2013 School of the Year:Sinclair Community College 22

Service Advisor:Thrust Angles 24

TT Crossword 42

Report Card: Citroën’s Cactus Concept 43

Tomorrow’s Technician (ISSN 1539-9532)(November 2013, Volume 12, Issue 8): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Complimentary subscrip-tions are available to qualified students and educators located at NATEF-certified automotive training institutions. Paid subscriptions are available for all others.Contact us at (330) 670-1234 to speak to a subscription services representative or FAX us at (330) 670-5335.

Editor: Edward Sunkin, ext. 258

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It’s the morning of the interview andyou have prepared all night, goingover all the questions you may beasked. You can relate your experiencesand describe your skills working with

heavy- and medium-duty diesel, gasoline-powered engines, light-duty pick-up truckengines and van engines. You haveworked with engines, transmissions andbrake diagnostic equipment. You can talkabout all of the training you’ve had andhow to identify problems. You are quali-fied and ready, right?

Surprisingly, the biggest mistake job-seekers can make going into an interview isnot that they are unable to answer ques-tions. A future technicians’ biggest mistakeis not being prepared to ask questions.

Why should I ask questions during an interview?�Asking questions during the interviewshows you are engaged and very interestedin the position. It’s a positive way to learnmore about the owner’s goals for the shop,expectations he has of his employees, future advance-ment opportunities, etc. All of these questions maynot be brought up in a normal interview format. Youmay find your goals as a technician and the owner’sgoals are not the same. This could be beneficial toknow early on. Or, you may find that this shop is theperfect match for you!

�What type of questions should I ask?�The questions you should ask during the interviewneed to be open-ended, requiring an answer otherthan yes or no. Here are some examples of appro-priate questions:

�“What are my options for advancement at thisshop?”�“How will my performance be evaluat-ed?”�“What are the future goals of thisshop?”�“What are your expectations of your technicians?”

�What type of questions should NOT beasked?�Just like any situation, there are off-limit questions.These questions may imply you are not willing to goabove and beyond to get your work done. Youremployer may question your credibility and willing-ness to put in the hours required. Here are questionsyou should NOT ask in your interview:

�“When can I take time off for vacation?”�“Howlong do I have to work here until I get a raise?”�“Will Ijust have to work 40 hours a week?”�“How manywarnings do we get before we are fired?”

�You will be surprised at the information gainedfrom asking questions during an interview. You neverknow, one simple question may prove that you arethe technician for the job! �

Career Cornersponsored by Autoprojobs.com

When interviewing for a technician or service writer position, be prepared to ask questions to learn more aboutthe shop owner’s goals. Source: Oceanside Transmission owner Dean Kuhn.

Each month, Tomorrow’s Tech takes a look at some of the automotive-related student competitions taking place in this country, as well as theworld. Throughout the year in “Finish Line,” we will highlight not only the programs and information on how schools can enter, but we’ll alsoprofile some of the top competitors in those programs.Because there are good students and instructors in these events, we feel it’s time to give these competitors the recognition they deserve.

edited by Tomorrow’s Tech staff


WyoTech announced Scott Brown, anautomotive student at the Blairsville,PA, campus, was the recipient ofthe Vic Edelbrock Sr. ScholarshipAward.

The $5,000 scholarship was presented to Brownat the Specialty Equipment Marketers Association(SEMA) trade show on November 7, in the pres-ence of show attendees and Scott’s family. Vic Edelbrock Jr., Chairman of Edelbrock LLC,

presented the scholarship from the Edelbrocktrade show booth during a record-breaking eventat the Las Vegas Convention Center.“With a 4.0 GPA and a strong work ethic, Scott

was our first choice for the scholarship that hon-ors the memory of my father,” said VicEdelbrock, chairman of Edelbrock LLC. “Scott’sintegrity and his passion for performance wereevident throughout the interview process. It wasgreat to meet him and his mother, Judy, whowere both first time SEMA show attendees andlife-long automotive fans.”The Vic Edelbrock Sr. Scholarship Award is pre-

sented to students and graduates who haveshown excellent attendance and earned topgrades during their studies at an automotivetrade school. The desire to build high-perform-ance engines and to be employed in the automo-tive aftermarket are just a few of the qualitiesrequired of the scholarship recipient. Brown wasone of many candidates who applied for thisyear’s prestigious award.After serving four years in the Army, Brown

made the decision to attend WyoTech inBlairsville to learn the skills he needed to open hisown automotive performance shop. Originallyfrom Chesterton, IN, Brown scored 10 out of 10

points for his work ethic, character and ambition. When asked about his dream job, Brown said,

“I want to design high performance systems foreveryday cars. In other words, tear apart brandnew cars and make them better!”“Scott is an outstanding student and we’re

thrilled that he was awarded the Edelbrock schol-arship,” said Art Herman, WyoTech Blairsvillecampus president. “Not only is he a deservingUnited States veteran, but he also achieved thehighest score possible in three of his automotivecore program classes, and continues to excel inhis studies.”For more information about WyoTech, go to

www.wyotech.edu.

PA STUDENT WINS VIC EDELBROCK SR. SCHOLARSHIP AWARD


The SEMA Scholarship Committee has announced thatits 2013/2014 SEMA Engine project will feature a 700+horsepower package based on a DartLS Next cast iron block.The engine will be offered on eBay

beginning Dec. 12, 2013, and the pro-ceeds will benefit the SEMA MemorialScholarship Fund, which aids youngmen and women seeking careers inthe automotive industry.Heading the SEMA build team is

Dart’s Richard Maskin, who has beenthe engine builder/crew chief for sev-eral NHRA National Points Championship-winning effortsin Pro Stock. Maskin has developed a 434 c.i.d. enginecombination that is dyno-proven to generate in excess of700 horsepower utilizing a single 4-barrel carburetor onpump gasoline.Dart’s unique LS Next block evolved from the popular

LS Series engine family introduced by General Motors in1997. This aftermarket iteration incorporates a number ofunique features, the most noticeable being a redesignedbottom end with improved oil control and a reduction inwindage. It also utilizes a standard distributor instead of afactory coil pack setup.

A pair of CNC-ported Dart Pro1 aluminum cylinderheads will be employed in the SEMA Scholarship engine.

Components from a number of highlyrespected aftermarket firms are beingused in the build. They include AllstarPerformance, ARP, ATI, Callies,Champion, Clevite, Comp Cams, Dart,Diamond, Fel-Pro, Hedman Hedders,Holley, Joe Gibbs Driven, Meziere,Moroso, MSD, PowerMaster, Total Sealand Trend. The engine will be finished tothe requirements of the buyer, whetherit’s to be used for racing or the street.

SEMA’s scholarships are awarded to university, 2-yearcollege and trade school students pursuing a career in theautomotive industry. 2014 applications for the scholar-ships are now available at www.sema.org/scholarships. “Students coming through the SEMA Scholarship

Program have demonstrated great potential and sharethe enthusiasm and passion that has fueled our industry,”said Zane Clark, SEMA education director. “Our hope isthat we’ll continue to attract highly qualified students whowill contribute and make strong, positive impacts in ourindustry.”

DONNA WAGNER NAMED TO CHAIR NU’S AFTERMARKET MANAGEMENT PROGRAM

WIN A SEMA SCHOLARSHIP FROM PERFORMANCE ENGINE AUCTION

Do you have an outstanding student or a group of students that needs to be recognized for an automotive-related academic achievement? E-mail us at [email protected].

Northwood University has announced theappointment of Donna Wagner as chairof the Aftermarket ManagementProgram. Wagner is now responsible forthe aftermarket program on theMichigan Campus.Dr. Keith Pretty, president and CEO

at Northwood University, states, “We arevery pleased to have Donna as the chairof the Aftermarket ManagementProgram. Her knowledge of Northwoodand her experience in the AutomotiveAftermarket Industry will be valuable assets to theprogram here at Northwood.” Wagner earned a B.S. in computer science from

Mount Union College in Alliance, Ohio, and herM.B.A. in marketing from Bowling Green StateUniversity in Bowling Green, Ohio. She also earnedher Automotive Aftermarket Professional designation(AAP) in 2000 from Northwood University. She was

awarded the Northwood University AutomotiveAftermarket Management Education Awardin 2000. Wagner brings more than 20 years of

experience in the automotive aftermarketindustry to Northwood University includingserving as the president of the Car CareCouncil, which then became part of theAutomotive Aftermarket IndustryAssociation (AAIA). She is a program com-mittee member and previous speaker forthe Global Automotive Aftermarket

Symposium (GAAS). Other working experiencesinclude Wells Manufacturing as a category and mar-keting manager and marketing services manager forTenneco. �


While changes in modern coolingsystem technology might not beapparent in day-to-day servic-ing, the fact is that auto manu-facturers are continuing to

increase fuel economy and power output bychanging how the cooling system operates.But technical change has developed very

gradually.In the beginning, a few turn-of-the-century

auto manufacturers relied on a thermal-expan-sion cooling system that was based upon thetendency of hot water to rise out of the enginecylinder head into the top of a vertical-coreradiator, where it would condense and re-enterthe bottom of the engine block. Although thermal expansion systems worked

well on low-output engines, they were insuffi-cient to cool the high-speed engines introducedin the 1920s that have evolved into the efficientpowerplants we have today.

Cooling System EvolutionEngine-driven water pumps came into commonusage early in the century. Thermostats operatedby wax pellets or thermostatic springs came intocommon usage during the 1920s to warm the

Under the Hood

Cool Runnings HOW FUEL ECONOMY AND POWER DEMANDS IMPACT CHANGESIN COOLING SYSTEM TECHNOLOGY

Adapted from Gary Goms’ article in

The first step in diagnosing modern enginecooling system problems is to connect ascan tool.

TomorrowsTechnician.com 15

engine faster and maintain evenoperating temperatures. Furtherrefinements included a cooling sys-tem bypass system designed to cir-culate coolant throughout theengine while it’s warming up. Someengines also use double-seat ther-mostats to close the bypass whenthe thermostat opens. Pressurizedcooling systems were also intro-duced to prevent coolant boil-overon hot days.The first cooling fans were con-

veniently mounted on the engine-driven water pumps and remain sotoday. During the 1960s, coolingfans were mounted on tempera-ture-sensitive fan clutch devices toreduce power loss at the enginecrankshaft. The 1960s and ’70s also saw

horizontal-core radiators beingintroduced to accommodatereduced body height andincreased cooling system demand.Many horizontal-core radiatorsalso require remote coolant reser-voirs to help evacuate air from thecooling system. Electric cooling fans began to

appear on many vehicles becausethey could be activated only whenengine temperatures reached acritical point. This feature not only

eliminated the power loss associat-ed with mechanical fans, it also increased fuel economy andreduced cold-engine exhaust emis-sions by reducing engine warm-uptime. To further reduce emissions,

thermostat opening temperatureswere increased to about 195° F.

Belt-Driven vs. ElectricPumpsThe basic belt-driven water pumpdesign in most applications hasn’tchanged for many years. Mostwater pumps are centrifugaldesigns with cast or stampedmetal impellors. But, some designs use molded

plastic impellors. The water pumpmust produce enough volume tocool the engine at idle and also atfull speed and power output. In concert with water pump

design, thermostats are designedto slightly restrict coolant flowfrom the engine. This restriction allows the water

pump to build additional pressurein the engine water jackets to fur-ther reduce surface boiling on thecylinder heads and to reduce pres-sure on the radiator header tank athigh engine speeds.

This engine-driven water pump represents an efficient, moderndesign, with a cast impellor spinning inside a high-flow housing.

At higher engine speeds, thewater pump begins to “cavitate,”which means that the waterpump speed has reached thepoint at which most of thecoolant is no longer contactingthe water pump impellor. At thispoint, a negative pressure devel-ops along the surfaces of thewater pump impellor thatincreases the tendency of thecoolant to boil and the engine tooverheat. In extreme cases, cavi-tation can erode water pumpimpellors and housings.Many performance engine

builders address this problem byinstalling special pulleys toreduce water pump speed.Modern auto manufacturers aresimilarly addressing the cavita-tion problem with electric waterpumps.In contrast to a belt-driven

pump, the electric water pumpavoids cavitation by running at aconstant or at a selected, pre-pro-grammed speed. By eliminatinganother belt-driven accessory to

reduce rotating friction, engineerscan also increase the engine’spower and fuel economy.For now, electric water pumps

are being used mostly in racingapplications, where the gains inhorsepower can be anywherefrom 3-10%. But, there is talk of more high-

end vehicles moving toward electric water pump systems thatallow the manufacturer to pre-cisely set how much coolantflows through the engine atgiven temperature ranges. So,it's actually more efficient andmore in tune with your engine'sspecific cooling needs than belt-driven pumps.And, on hot days, when the

engine needs more cooling, anelectric-controlled water pumpcan continue to operate after thevehicle is shut off, thereby savingon engine component wear.

Cooling the HeadPerformance enthusiasts andengineers have known for years

Conventional thermostats like this badly corroded examplemight become a thing of the past.

that increasing the engine’s compression ratio canincrease power and fuel economy. But detonation,which is the sudden and spontaneous combustion offuel contained inside the combustion chamber, is thedownside of increasing compression ratio. The force of detonating fuel is such that it breaks

spark plug insulators, piston rings and pistons. Since the early 1970s, the elimination of ethyl lead

has basically limited compression ratios to about 9:1at sea level conditions to eliminate detonation.Since an aluminum cylinder head reduces combus-

tion chamber surface temperatures, compressionratios can be slightly increased without introducingdetonation. Electronic engine controls further reducedetonation by adjusting spark timing and exhaust gasrecirculation rates. Knock sensors built into mostengine management systems are designed to reducespark advance if detonation is detected.In contrast, the recent popular introduction of direct

fuel injection systems, in which fuel is injected directly intothe combustion chamber, also allows compression ratioincreases ranging up to 13:1 on some applications. This increase is possible because the combustion

process is precisely controlled and the fuel is injectedinto the cylinders in a manner that helps reduce com-bustion chamber temperatures. Performance enthusiasts and engineers also discov-

ered many years ago that reducing cylinder head tem-peratures reduced the tendency of an engine to deto-nate. Some high-end manufacturers have, therefore,introduced reverse-flow cooling systems in which thereturn coolant from the radiator flows into the cylin-der heads rather than the water pump. But, reducing cylinder head temperatures also

reduces fuel economy and increases the tendency ofan engine to develop crankcase sludge. At the othertemperature extreme, fuel atomizes better when it’sexposed to higher coolant temperatures. So, it’s obvi-ous that having full control of the engine coolant tem-perature can increase performance and fuel economy.

Thermostat TechnologyWhile originally introduced on high-end imports, oneof two types of electronic thermostats will undoubt-edly be found on our future commuter vehicles. Thefirst type is basically a conventional thermostat that isopened by electrically heating the surroundingcoolant.The second type is a new design in which the ther-

mostat opening is directly electronically controlled. Ineither case, the powertrain control module (PCM) willuse these types of thermostats to regulate enginetemperature to match the demands of part-throttleand wide-open throttle operation.

Cooling System MaintenanceAutomotive engineers are currently faced withincreasing the efficiency of the cooling system whilereducing cooling system weight. Because many origi-nal equipment radiators have marginal cooling capaci-ty, internally or externally clogged radiator core tubeswill reduce cooling system performance to the pointthat an overheat condition will result.Internal rust corrosion is the worst problem on the

older cast-iron engines equipped with brass radiators,whereas electrolysis is, perhaps, the worst problemassociated with modern bi-metal engines using alu-minum radiators. Consequently, the additive packagesin most coolants contain inhibitors that reduce corro-sion caused by rust and electrolysis.When the coolant’s additive package wears out,

rust flakes from the engine’s cast-iron water jacketsbegin to clog the radiator core tubes. In some rarecases, the water pump impellor and other sheet-steelcooling system components, like core plugs, will alsocorrode due to poor metallurgy. In any case, rusty


The contamination on the flat side of this tim-ing belt came from a leaking water pump.

coolant indicates that the cooling system is headedfor trouble.Electrolysis occurs because a very mild electrical

current develops between two dissimilar metalsexposed to water-based solutions. Unfortunately,electrolysis tends to transfer from one metal to anoth-er. This results in the “solder bloom” found on thecores of the old soldered brass radiators. In moremodern engines, electrolysis can cause cylinder head

gasket failure by severely pitting cylinder head gasketsurfaces and eroding the metallic portions of the gas-kets themselves.In the current market, most auto manufacturers

supply long-life coolants designed to function withthe specific metallurgy and designs of their coolingsystems. Most manufacturers address deterioration intheir additive packages by recommending scheduledcoolant changes.

Service TipsModern scan tools are essential fordiagnosing late-model cooling sys-tems because a vehicle’s tempera-ture gauge indicates only that thevehicle operating temperature isgenerally within normal ranges.Normal ranges include thermostatopening temperatures now exceed-ing 200° F and cooling fans thatmight not activate until operatingtemperatures exceed 230° F. At thevery least, the coolant and intake airtemperatures displayed on the datastream should closely match thosetaken with a non-contact pyrometer. Also check for DTCs indicating a

pending or history code problemwith thermostatic temperature con-trol or coolant levels. Check coolingfan operation by turning on the airconditioner with the engine running.If your scan tool has bi-directionalcapability, cycle the cooling fansthrough their various speed ranges.Always check high-speed fan opera-tion to ensure that the engine willcool in high-demand situations.Visually check for debris accumulat-

ing between the air conditioner con-denser and radiator. Also check forexternal leaks, drive belt condition,and cracked or hardened coolanthoses. Visually inspect the coolantlevel and color. Low coolant levels indi-cate internal or external leakage. Rustyor off-colored coolants might indicatethat the coolant needs to be flushed.Keep in mind that mixing various

types of coolants will reduce theirfreezing and boiling points. If indoubt, always replace suspect coolantwith original equipment or manufac-turer-approved coolants. �



Since 1906, the school now known asSinclair Community College inDayton, OH, has been training tomor-row’s technicians.And a little more than a century

after its beginnings as a YMCA-sponsoredschool, the institution has been recognized asthe top automotive program in the nation.

In October, Sinclair Community College wasnamed the 2013 Technical School of the Year by

Tomorrow’s Tech magazine andWIX Filters during a surpriseceremony at the school for 150students and instructors of thecollege’s AutomotiveTechnology program.

Sinclair Community Collegeis the sixth recipient of theannual program created to findand name the best techniciantraining school in the country.WIX and O’Reilly Auto Partsare title sponsors of the nation-al award in conjunction withTomorrow’s Tech.

Sinclair Community College, located in thecity known for its aviation history and aero-nautical industry, is named for David A.Sinclair, a Scottish immigrant and secretary ofthe Dayton YMCA (1874–1902), who foundedthe adult training school that eventuallybecame Sinclair College in 1948. The namewas later changed to Sinclair CommunityCollege in 1966.

“As a longtime supporter of technician edu-

Tt School of the Year By Ed Sunkin, editor

cation, it is encouraging to see schools like SinclairCommunity College focused on student outcomesthat benefit an entire industry,” said Mike Harvey,brand manager for WIX Filters. “The School of theYear program is a great opportunity for technicalschools nationwide to gain exposure for their pro-grams and recognition for their efforts in trainingthe next generation of highly skilled technicians.”

As the recipient of the 2013 School of the Yearaward, Sinclair Community College’s automotive pro-gram received $2,500 from WIX Filters; professionalautomotive tool set and $250 from O’Reilly AutoParts; and O’Reilly and WIX Filters merchandise.

In addition, staff from the school attended aBabcox Media recognition dinner at theAutomotive Aftermarket Products Expo (AAPEX) inNovember.

Upon the announcement of the award, JustinMorgan, chairman of the Automotive Technologyprogram at Sinclair Community College said he felthumbled that his school had been honored as hav-ing the best auto program in the nation.

“It’s great for the students, the faculty, the staff,the administration, the community — I’m very excit-ed about it,’ Morgan said.

Although this is the program’s first time winningthe award, in 2011, Sinclair’s automotive programmade it as a regional finalist and in 2012, theywere considered a top 20 school.

Morgan said Sinclair’s Automotive TechnologyProgram works diligently at providing NATEF-certi-fied training for students aspiring to become auto-motive service technicians.

The school offers specific corporate training inthe following programs, all designed to developtechnicians for their respective dealerships: GeneralMotors ASEP (Automotive Service EducationProgram), Chrysler CAP (College ApprenticeshipProgram), Ford MLR (Maintenance and LightRepair), and American Honda PACT (ProfessionalAutomotive Career Training).

“I receive phone calls every week from dealers,manufacturers and the aftermarket industry insearch of technicians trained in the advanced tech-nologies required to service today’s high-tech, com-plex vehicle systems,” said Justin Morgan, chairmanof the Automotive Technology program at SinclairCommunity College.

“Hybrid and alternative fuel systems require adifferent way of thinking and that’s where the auto-motive training program at Sinclair CommunityCollege excels,” he said. “We provide hands-on,certified automotive training designed to ensureskilled entry-level positions with a high-payingcareer path. There is a very bright future ahead forthe next generation of automotive technicians andwe are very humbled that our efforts in this areahave been recognized by the national School of theYear program.”

The school also is known for its automotive highperformance program, and offers a certificate for stu-


Continues on page 44

2013 Runners UpThis year’s three runners-up are:• Eastern Oklahoma County TechnologyCenter, Choctaw, OK.; • Northwest Iowa Community College,Sheldon, IA; and • Salt Lake Community College, Salt LakeCity, UT.

Each runner-up will receive a professionalautomotive tool set and $250 gift card fromO’Reilly Auto Parts.

The thrust angle is an imaginary line drawnperpendicular to the rear axle’s center-line. It compares the direction that therear axle is aimed with the centerline ofthe vehicle. It also confirms if the rear

axle is parallel to its front axle and that the wheel-base on both sides of the vehicle is the same. It isone of the most important diagnostic angles duringan alignment.To measure the thrust angle on a vehicle, you

have to perform a four-wheel alignment. Even if therear axle is non-adjustable, you need to take rearaxle readings to properly align the front suspension.A thrust condition exists when the rear individ-

ual toe is not equal. The thrust angle of a vehiclecan be generated by two conditions or angles.This makes it difficult for some technicians toproperly diagnosis the problem. First, the thrustangle could be generated by the angle of theaxle or a misaligned rear suspension cradle thatcan change the toe angles.

Also, a thrust angle can be generated by reartoe settings that are independent of the axleangle or implied axle angle.

The thrust angle can determine the straight-ahead position of the front wheels. So, ignoringthis angle can undermine even the most accuratelyaligned front suspension. It can result in acrooked steering wheel as the front wheels steerto align themselves with the desired direction ofthe vehicle. Also, a misaligned thrust angle cancause the vehicle to handle differently when turningone direction versus the other.

RWD ReadingsMost rear-wheel drive cars and trucks with rearleaf spring suspensions don’t have adjustmentsbuilt into the suspension. But, the thrust line is avery important angle that can help you diagnoseother problems.If the rear live axle vehicle has a greater than

normal angle, thrust angle is an indication that

Service Advisor

� Normal Thrust Angle � Negative Thrust Angle


Adapted from Andrew Markel’s article in

A STRAIGHTFORWARDLOOK AT THRUST ANGLES

the axle has shifted or the mounting points on theframe have shifted.To get a better picture of the damage, look at the

setback of the front wheels. Setback is a diagnosticangle that measures the difference in distancesbetween the centers of the front wheels. Differencesin the setback angle can indicate damage in theframe or within components like control arms andbushings. Take a closer look at caster angles fromside to side to see if there is a larger problem. A setback and thrust angle misalignment could be

an indication of frame damage. If the vehicle has suf-

fered a recent collision that was offset, the frame maybe suffering from a condition known as a “diamondframe.” This occurs when one side rail shifts in relationship

to the other side rail. On a vehicle with an independ-ent front suspension and a rear live-axle, the shiftedrails will cause the front suspension to have anincreased setbackand thrust angle.This is caused bythe mountingpoints of the


This is what “dog-tracking” looks like on a largescale. It can occur on vehicles with solid axles or inde-pendent rear suspensions.

If a frame has experienced an offset impact, it can causesetback and thrust angle problems.

suspension moving.Another piece of diagnostic

information to look at is the rideheight. On rear suspensions withleaf springs, the leaves of thesprings can become damaged andcan change the ride height and theposition of the axle.One remedy for this problem is

a plate that can go between theaxle and springs, and allows somefore and aft repositioning of the

axle to equalize rear toe readingson both sides. Install the plate on the side of

the vehicle which will help toequalize ride height. Installation ofthis kit may change ride height 1/2inch. If ride height is negligible,then installation should be doneon the right side for leaf springsabove the axle (left side for leafsprings below the axle) to accountfor road crown.

Axle housings can become bentfrom impacts. If you see an axlewith a difference in toe greaterthan .50º, look at the axle for pos-sible damage.

Rocking the CradleMore and more automakers areoffering all-wheel-drive on anincreasing number of vehicles fromsmall SUVs to compact sedans. Onthese vehicles, they are mountingthe differential and suspensioncomponents of a cradle that mayonly connect to the uni-body infour to six locations. While thismay make for easy assembly, itmakes the alignment technician’sjob more difficult.When aligning these types of

vehicles, pay attention to rearwheel setback and the thrustangle. These diagnostic angles can

help you determine if the cradle orsuspension components are dam-aged. Most thrust angle problemson these suspensions can beresolved with toe adjustments. But,if the cradle has shifted, you mayquickly run out of adjustment onthe toe links. �


� Positive Thrust Angle


In school, I took physics and wondered if Iwould ever use all the scientific stuff. All of thatstuff is kind of important if you want to knowhow altitude can affect the performance of avacuum brake booster, engine, your body and

a whole lot of other stuff. Atmospheric pressure is measured as a

differential between a vacuum and theatmosphere. In 1643, EvangelistaTorricelli invented the barome-ter. It was made of a glasstube sealed at one endfilled with Mercury(Hg) and the openend placed in a dish ofMercury. The weight ofthe created a vacuum atthe top of the tube andatmospheric pressure on thedish of mercury forced theMercury to rise 29.53 inches in thetube. To this day meteorologists usethis measurement in forecastingweather. There is a need to convertbarometric pressure into a dimen-sion that can be used to measurethe force of atmospheric pres-sure. Atmospheric pressure can beconverted to 14.7 pounds per squareinch of pressure at sea level.

In 1929, atmospheric pressure was given a sci-entific unit of “bar.” One bar is equal to 14.504

pounds per square inch. Table 1shows how atmospheric pressure

changes with altitude andtemperature.

Today, the Pascal (Pa) isthe scientific unit to meas-

ure barometric pressure. Onebar is equal to 100,000 Pascals or

100 Kilo Pascals (100 Kpa). This isthe unit of barometric pressureused in the scan tool.

Since the 1980s, a barometricpressure or Baro sensor, orManifold Absolute Pressure(MAP) sensor is used tomeasure barometric pres-sure for engine emissionscontrol. This information

can be shared with other con-trollers on the buss.

The MAP sensor is actually a Barosensor attached to the intake manifold.

When the ignition is turned on, the con-troller measures barometric pressure and storesit in memory. The controller then measures thedifferential from atmospheric pressure to mani-fold pressure. The MAP and Baro sensors areconstructed of a vacuum chamber and

UnderCover

The Pressures of LearningBrake BoosTer sysTems

Adapted from Gene Markel’s article in

diaphragm that is connected tothe intake manifold. The differential in pressure

between the vacuum chamberand manifold vacuum changesthe resistance of the diaphragmand voltage signal to the con-troller (Figure 1).

Applying the ‘ScientificStuff’Atmospheric pressure and enginemanifold vacuum are the two fac-tors that make a brake boosterwork. The pressure differentialcreated on either side of thediaphragm(s) in the booster pro-duces a force on the piston of themaster cylinder. If engine mani-fold vacuum is 20 inches Hg or 68Kpa at sea level, the booster iscapable of exerting 9.8-PSI ± 0.5PSI on the diaphragm of thebooster. There is 53.6 square inches of

surface on an 8.5-inch boosterdiaphragm. Multiplying the sur-face of the diaphragm X, thepressure available would equaltotal output of 525 pounds offorce on the master cylinder pistons at a 100% apply of thebooster. As altitude increases, barometric

pressure is reduced. Zero atmos-pheric pressure occurs at approxi-mately 30 miles or 158,400 feetabove sea level. In Denver, CO,atmospheric pressure is 17% lessthan at sea level. Table 1 shows how atmospheric

pressure changes with altitudeand temperature. If a vacuum-assisted brake booster is rated at100% efficient at sea level, itsefficiency is reduced by 17% atthe State Capitol building in themile high city of Denver, CO. InDenver, it would be 436 poundsof force at atmospheric apply. Most stops use approximately

20 to 40% of the atmosphericpressure differential to stop thevehicle. A stop from 30 mphrequires 20% of an atmosphericapply in Denver that wouldequate to 87 pounds of force onthe master cylinder pistons. The87 pounds of force transferred a0.75 (19mm) master cylinder pis-ton would equal 38 psi ofhydraulic pressure. The area of a circle is calculat-

ed as A=r2. The hydraulic pres-sure is applied to calipers with 2”(50.8mm) diameter. This wouldgenerate 119 pounds of force onthe brake pads.


Figure 1: MAP sensor

Booster OperationThere are two types of boosterunits. The most common is the sin-gle diaphragm used for compactvehicle applications. It has a singlevacuum and pressure chamber. The tandem is the second type

unit is used for full size vehicles,light trucks and SUVs (Figure 2). Ituses three diaphragms to form twovacuum and pressure chambers. There are four modes of opera-

tion for a vacuum brake boosterduring a brake application. Theyare rest, apply, hold or balance,and release. In apply mode, thepressure from the brake pedalcauses the push rod to move thetreadle valve forward and close thevacuum port to the vacuumdiaphragm chambers and isolatethe vent valve. As the push rod continues to

move forward, it opens the ventvalve to atmospheric pressure andpressurizes the boost chamber(s)to create a force on thediaphragm(s), power piston, andpush rod connected to the mastercylinder pistons. In hold or bal-ance mode, the pressure generat-ed by the brake pedal push rodand pressure from the mastercylinder piston push rod equalize.This causes the treadle valve toclose the vent valve to maintainthe power piston a pressure

differential assist to the mastercylinder. Release and rest mode are the

same. When the pressure generat-ed by the pedal is released, thevacuum valve opens, the pressurefrom the boost chamber(s) is evac-uated, and the power piston isreturned to its rest position by thespring in the main vacuum cham-ber (Figure 3). The vacuum checkvalve is a key component to theoperation of the booster. A leak in the valve can cause a

reduction in the performance ofthe booster and increase pedaltravel. A manifold vacuum of 20”Hg or greater can be achievedduring engine deceleration. Thebooster chambers can be evacuat-ed and retained at this pressure bya properly operating check valve.

Anti-lock brake systems (ABS)and Electronic Stability Programs(ESP) will function at their bestwhen full vacuum boost is applied.

Figure 2: Teves Master Cylinder

Figure 3

A Brake Assist System (BAS) utilizes a mechanical or electromechanical function toapply a 100% vacuum/pressure assist. In an emergency stop where the brake pedalis rapidly depressed, the vacuum booster may not be able to react fast enough toapply adequate force to the master cylinder to provide the shortest stopping dis-tance. The BAS is an enhancement to ABS, ESP and Adaptive Cruise Control(ACC). The BAS brake booster unit will contain additional components. The Continental Teves unit is used on full-size vehicles. It uses a brake

apply/release switch, diaphragm travel sensor and a solenoid winding. The brake apply/release switch closes when the brakes are applied. The

diaphragm travel sensor measures the speed at which the brakes are beingapplied. If a rapid/emergency brake apply is sensed, the BAS controller will ener-gize the solenoid winding to increase the apply pressure on the master cylinderpush rod. This BAS is active at speeds above 5 mph and there are no fault codes pres-

ent in the controller. The TRW Mechanical Brake Assist (MBA) uses a perma-nent magnet to engage maximum assist for emergency stops in a singlediaphragm unit (Figure 4).

The Adaptive Cruise Control (ACC) is a system thatuses a radar sensor to calculate the distance betweenthe ACC vehicle and vehicle traffic within range of theradar signal that can be one tenth of a mile. The system will match the speed of the vehicle by

reducing the throttle and/or applying the brakes with-out requiring the driver to brake or adjust the cruisecontrol settings. The BAS can implement ACC braking. Other meth-

ods can use a pump to supply a hydraulic brake apply.In the case of the BAS, the ACC will send a messageto the BAS controller and it will activate the solenoidand apply and release the brakes. A change in throttle position from the driver will

also disengage the auto braking function. When thedriver throttle input is released and cruise speed isresumed, the auto braking function is reactivated. �


Figure 4: TRW Mechanical Brake Assist. Notice themagnet that can control boost levels.


In this installment of ‘Engine Series,’ for-mer automotive instructor Gary Goms hasstumbled upon a loss of power complaintin a 2002 Toyota 4-Runner equipped withthe 3.4L V6 engine and automatic transmission (see Photo 1).

The 4-Runner had a relatively smoothidle, but wouldn’t shift gears at wide-open throttle (WOT). Because I livehigh in the Colorado mountains, loss ofpower complaints are relatively

common and, in most cases, can be confirmed bytest-driving the vehicle up one of the mountain-ous inclines in my area. While the complaint was readily verifiable,

the actual cause wasn’t as obvious. But thesymptom of a no up-shift condition with thetransmission indicated that the engine wasn’t

pumping air as efficiently as it should. The massair flow (MAF) sensor was indicating slightlyabove 57 grams per second (gps) air flow atabout 4,300 rpm. Air flow should have beenwell above 100 gps.The fact is, air flow is an intricate process

that shouldn’t be taken for granted. A slightrestriction caused by a mechanical malfunctionin an engine’s induction or exhaust system canmake subtle, but well-defined differences inhow the powertrain operates. In this case, thevehicle ran well until it down-shifted. The onlyway the driver could get it to up-shift was toreduce throttle.

Conventional Air Flow Before we diagnose air flow problems, let’slook at how air actually flows through a natural-ly aspirated engine. Crankpin angle is critical

Engine Series

Solving an Air-Flow Dilemma on a Toyota 3.4L V6 Engine

Adapted from Gary Gom’s article in

because the air entering the cylinderdoesn’t achieve maximum velocity untilthe crankpin approaches 45° after topdead center (ATDC). Most of the airflow into the cylinder should thereforeoccur somewhere between 45° and 135°ATDC. To calculate the duration of any intake

valve timing event, add 180° to theintake opening and closing time. Forexample, if an intake valve opens at 10°before top dead center (BTDC) andcloses at 20° after bottom dead center(ABDC), the duration of the valve timingevent is 210°. Exhaust timing follows asimilar calculation.

Volumetric EfficiencyAlthough some automotive enthusiastpublications like to express volumetricefficiency as “horsepower per cubicinch,” that definition is irrelevant fordiagnostics. For diagnostics, we need toevaluate how completely the cylinderfills with air at a sea-level air pressure of14.5 pounds per square inch. While crank-ing at WOT, an engine comes very closeto filling its cylinder with air. This would bevery close to 100% volumetric efficiency. As the engine starts, the throttle plate

closes to idle speed, thereby restrictingair flow into the engine. At closed-throt-tle, an engine has a very low volumetricefficiency and a very high pressure dif-ferential between manifold and atmos-

pheric pressure. At a WOT governedspeed of 2,000 rpm, the pressure differ-ential between intake and atmosphericvalues drops to nearly zero because theonly restriction to air flow would be thethrottle plate diameter. At 2,000 rpmWOT, volumetric efficiency can drop toabout 80% on conventional engines sim-ply because the physical size of theintake and exhaust valves and the timingof the valve events tend to restrict airflow at higher engine speeds. Volumetricefficiency obviously varies among enginedesigns. At one extreme, we have thelawn mower engine and at the other, wehave the supercharged racing engine.


Photo 1: Like mostother modern vehicles, the diagnostic individual procedure is oftendetermined bycomponent accessibility.

Photo 2: For maximum volumetric effi-ciency on racing engines, correct TDC must be verified and the intake valveopening adjusted to the camshaftmanufacturer’s specifications.

The Intake ValveThe column of air contained within the intake portand manifold runner has inertia, which means that ittends to remain at restor remain in motion.The column of air con-tained within an intakeport must also con-stantly accelerate anddecelerate in relationto the opening andclosing of the intakevalve. Opening the intake

valve slightly beforethe piston reachesTDC can increase high-speed volumetric effi-ciency. See Photo 2on page 35. By thetime that the pistonreaches TDC, theintake valve is begin-ning to achieve an“effective lift,” whichallows the air in theintake port to begin accelerating into the cylindereven as the piston approaches TDC. This cylinder fill-ing effect is further increased by leaving the exhaustvalve open, which is described under the exhaustvalve section of this text.To further increase high-speed volumetric efficien-

cy, the intake valve can stay open well after bottomdead center because, once accelerated, the columnof air passing through the intake valve into the cylin-der tends to remain in motion.

The inertia of this column of air allows the cylinderto continue filling even as the piston begins travelingupward on the compression stroke. Most important,the higher the air velocity in the intake port, thesooner we can open the intake valve and the later wecan close it.

The Exhaust ValveGoing back to crankpin angle, much of the combus-tion gas pressure contained within the cylinder isspent by the time the crankpin passes between 45°and 90° ATDC on power stroke. When the crankpinpasses 90° ATDC, the piston is generating very littledownward pressure on the crankpin.To enhance volumetric efficiency, engine designers

begin opening the exhaust valve well before BDC torelieve gas pressure built up in the cylinder duringcombustion. As the piston passes BDC and beginsascending on the exhaust stroke, the flow of theexhaust gasses is restricted by the exhaust valve sizeand exhaust port configuration. See Photo 3. So the exit velocity of the exhaust gasses through

the exhaust port andmanifold runner canbecome extremely high.Performance

camshafts take advan-tage of extremely highexhaust gas velocitiesby keeping the exhaustvalve open ATDC. Dueto the high velocity ofthe exhaust gas passingthrough the exhaustport at high enginespeeds, a slight vacuumor pressure differentialis created in the enginecylinder. Since theintake valve opensslightly BTDC, this pres-sure differential or “vac-uum” helps acceleratethe flow of intake airinto the engine’s cylin-

ders. The degrees of engine rotation in which theexhaust and intake valves simultaneously remain openare called valve timing overlap. In contrast to naturallyaspirated engines, valve timing duration and valvetiming overlap are reduced on supercharged or turbocharged engines.

Variable Camshaft TimingModern engines incorporate variable camshaft timingto further improve the volumetric efficiency of an


Photo 3: Because exhaust gasses exit under pressure,the exhaust valve and port can be made smaller thanthe intake.

engine. Manufacturers advancethe valve timing to improve low-speed power and retard thecamshaft timing to increase high-speed power. Dual overheadcamshaft engines coupled withcomputer controls expand theopportunities to change valveoverlap to further increase low-speed torque or increase high-speed power. While I won’t dwellon the complexities of variablevalve timing, keep in mind thatmost of these systems use acamshaft position sensor and avalve timing sensor to monitorvalve timing and to store a diag-nostic trouble code in the PCM’sdiagnostic memory if the variabletiming system fails.

Tuned Intake ManifoldsI previously mentioned that thevelocity of the air flow throughthe intake port is a critical aspectof valve timing. Engineers haveactually reduced the cross-sec-tional size of intake ports toincrease air flow velocity on mod-ern designs. Engineers have also

increased air velocity by reducingsharp bends in the intake portsand manifold runners. Another method of increasing

air flow and volumetric efficiencyis to utilize the pressure wavethat develops in an intake portwhen the intake valve closes. Atlow engine speeds and portvelocities, this pressure wave ismore readily contained in a longintake port. At higher enginespeeds, a short port more effi-ciently utilizes this pressure wave.Most auto manufacturers havetherefore introduced “tuned”intake manifolds that optimizelow- and high-speed enginetorque by changing the effectivelength of the intake ports as theengine accelerates.

Horsepower and TorqueIn brief, an engine produces max-imum foot-pounds of torque atmaximum volumetric efficiency.But, remember that torque is astatic value measured in foot-pounds. In contrast, horsepoweris a calculated value combining

Photo 4: This converter was taken off at about 160,000 miles.As you can see, the degree of exhaust restriction can varyconsiderably among vehicles.

foot-pounds of torque and time. One horsepower istherefore equal to 550 ft.-lbs. of work done per sec-ond of time. Given the same torque output, a crankshaft spin-

ning at 6,000 rpm will perform twice as much work asa crankshaft spinning at 3,000 rpm. Torque output isreduced once the intake system begins to restrict airflow into the engine and thus reduce volumetric effi-ciency. So, while the torque value begins to declinewith volumetric efficiency, the engine’s capacity to dowork continues to increase with speed.

Understanding Air FlowWhile many advanced diagnostic technicians havedevised their own methods of measuring air flow throughan engine, let’s first master some basic methods of evalu-ating air flow and volumetric efficiency. Remember thatvalve timing and air flow velocity are a delicate balance.Any mechanical malfunction that interferes with air flowvelocity through the intake or exhaust ports reduces vol-umetric efficiency and power output. Air flow through an engine is generally affected by

intake air restrictions, valve timing restrictions andexhaust system restrictions. Intake air restriction isgenerally caused by clogged air intake screens,clogged air filters and collapsed air inlet ducting.Because MAF sensors simply report air flow, the PCMuses MAF input to calculate air/fuel ratios. Theair/fuel ratio will therefore not change due to anintake air restriction.

Diagnosing incorrect valve timing can be complicat-ed because an engine can be a dual as well as a sin-gle overhead camshaft design and because just onebank of a V-block engine can be affected. But thediagnostics can be simplified on single camshaftdesigns by remembering that advanced valve timinggenerally increases intake manifold vacuum and low-speed engine torque. Exhaust restriction is more difficult to assess

because exhaust restriction gradually increases as thecatalytic converter becomes contaminated and, insome cases, begins to disintegrate. See Photo 4 onpage 38. At some point in its service life, exhaustrestriction through the catalytic converter begins toaffect volumetric efficiency. Due to differences incamshaft and intake port design, some engines areless affected by exhaust restriction than others, so it’shard to establish definitive standards for measuringexhaust restriction.

Setting Your Scanner Because most modern engines use the MAF sensor tosense engine load, one symptom of restricted air flowis that the calculated load displayed on the scan toolis reduced well below its normal values. The engineload calculation is basically the PCM mathematicallycomparing the air flow measured by the MAF with thethrottle opening and engine speed. During this roadtest, our calculated load was only 55% at WOT, 4,540engine rpm, which is indicative of an air flow restric-

tion. See Photo 5. A low calculated load atWOT is indicative of restricted air flowbecause, in most cases, calculated loadshould be at least 85% at WOT. Since theowner had already replaced the MAF sensorand upstream oxygen sensor, we regardedthe calculated load percentages to be cor-rect for the moment.Fuel trims can be used to diagnose exhaust

restriction on V-block engines equipped with acatalytic converter on each bank. In manycases, one fuel trim number will be positive,the other negative. See Photo 6. But remem-ber that the PCM goes into open-loop modeat wide-open throttle, so fuel trim numbersare no longer being calculated.At this point, it became obvious that the

Toyota 4-Runner performed well in ordinarydriving, but lost power under high rpm, full-throttle operating conditions. Back at theshop, a vacuum gauge test indicated a slightlyhigher than expected intake manifold vacuum.See Photo 7. At 2,500 rpm, steady throttle,the intake manifold vacuum plummeted tonearly zero.


Photo 5: Notice that the fuel trims are 0.0% SFT and 3.1%LFT at partial throttle.

Photo 6: Because fuel control goes into open loop at WOT,fuel trims are no longer being calculated.

Suspecting a severe exhaust restriction, we testedexhaust back pressure at idle, 2,500 rpm and snap-throttle, with the highest value being about 4-5 psi.While that number was high, it did not explain thesudden loss of intake manifold vacuum at 2,500 rpm.So, at this point, I had to consider incorrect valve

timing. Several years ago, we had experienced a 3.4L

Toyota that had skipped timingon the passenger-side camshaftdue to a seeping water pumpthat had formed a coolant “ici-cle” just above the timing belt’scrankshaft sprocket. The iciclefell onto the timing belt, causingthe right-hand camshaft to skiptiming. That condition was easilydiagnosed by recording a 10-psidifference in cranking compres-sion between the right and leftcylinder banks. Removing the upper timing

cover on this 3.4L revealed thatboth camshafts were advancedtwo teeth on the crank sprocket.In this case, the same coolanticicle had formed and droppedonto the timing belt. Advancedcamshaft timing would explainthe relatively smooth idle, goodlow-speed performance, and thesudden loss of intake manifoldvacuum at 2,500 rpm. Keep inmind that engines are muchmore sensitive to retarded

camshaft timing. In practically all cases, retardedcamshaft timing results in very low intake vacuum anda pronounced loss of engine performance. Obviously,air flow was being impeded by the intake valves clos-ing too early. As basic as these test procedures mightbe, they served to quickly diagnose what had been avery troubling engine performance complaint. �


Photo 7: Backpressures in excess of 6 psi at snap-throttle or WOTshould be considered as restricting air flow.


Solution at www.tomorrowstechnician.com

ACROSS1. Ratchet's heavy-duty attachments (6,7)8. Shifter knob's N9. Ran for pinks10. Word following crash or road11. "Shut Up ____," Rihanna song (3,5)13. Slang, defunct-brand car15. Trailer-towing concern, ____ weight17. One of the Big Three automakers18. CV-joint protector21. Serpentine-belt pulley22. GM-owned auto-parts company (1,1,5)23. Steering-wheel lever, perhaps (7,6)

DOWN1. Spark-creating components (8,5)2. Threaded cylinder-head inserts3. Briefly, pre-EFI fuel/air mixer4. Vane in sliding driveshaft section5. Truckers' talk tools (1,1,6)6. Auto-glass security-marking process7. 2-Down item feature (4,9)12. Hood support, sometimes (3,5)14. Milan-based tire maker16. Technician's assignment19. Applied liquid lube20. "Ford has a better ____," '60s slogan

Tomorrow’s Technician November Crossword

CrossWord PuZZle

Ranger Products, a division of BendPak,recently unveiled their new QuickJackportable jack system that makes vehiclemaintenance on the track and off convenient and lightning fast.

The 3,500-lb capacity lightweightQuickJack can go anywhere and can beeasily stowed in the trunk or back seatof most cars when not in use. Bring it tothe track or drop it on your garage floorto perform routine maintenance in thecomfort of your home, all in seconds.The QuickJack collapses to a low three-inch profile so it fits where other jacksdon’t. Features open-center design,rugged safety lock bars, remote pen-dant control on a 20-foot cord, quick-connect hoses and a built-in flowdivider for precisely equalized lifting.

For information contact RangerProducts at 805-933-9970 or visit thewebsite www.quickjack.com.

Ranger Products Introduces Portable Jack

One of the hottest new trends on the street is to own and drive a vintageJapanese performance car. Whether it’s a Datsun 510 or 240Z, an early ’70sMazda RX2, or an early Toyota Celica, these cars are gaining attention fromenthusiasts and collectors alike! Some of the first cars to be imported fromJapan were sports cars, and they have been popular with collectors for years.Many of these cars were raced when they were new, and have a dedicated fanbase among those who drove them 30-40 years ago.

Additionally, these same cars were popular platforms for enthusiasts inJapan and other export markets as well, so many aftermarket high-perform-ance parts were made for them. Building a retro-flavored vintage Japaneseperformance car can be rewarding on many levels, and as these cars continueto gain popularity, they’ll gain value as well.

This book shines on many fronts. Certainly, it is the first of its kind on thisparticular subject, but it also gives credence to both restoration and tastefulcustomization.

Performance upgrades are shared, as are thevarious racing histories of the most popular andsuccessful models. Information on Japan-exclu-sive models is also included where they influ-enced the cars that came to America, or wheretheir success in racing impacted the engineeringof American models.Publisher: CarTechPaperback: 144 pagesPrice: $24.95 plus S & HProduct Code: CT504To Order: http://www.cartechbooks.com

BOOK REPORT: Classic Japanese Performance Cars: The History & Legacy

For its latest concept car, Citroënhas gone back to basics and askedthemselves, which elements of amodern car are essential, and whichmight be entirely superfluous? As technologies and possibili-

ties move ever onward, the com-pany’s designers said it's a goodidea to pause once in a while andtake a good look around. Theresult was unveiled at theFrankfurt Motor Show in October— the Citroën Cactus. Just like its desert plant name-

sake, Citroën Cactus thrivesdespite modest resources. And ifthe name and the mission seemfamiliar, that's because they are. In2007, Citroen exhibited its C-Cactus concept, which gatheredinto one vehicle many of our ideasabout efficiency, sustainability andversatility at the time.The 2013 Cactus concept

addresses broadly the same questions. But with six years ofprogress behind them, the answersare noticeably different.One obvious change is that the

connection between car and driveris now 100% digital. In the newCactus, the conventional instrumentpanel is replaced with a 7-inchscreen, while an 8-inch touch-sensi-tive panel provides control overmany of the car's functions – includ-ing connected services and driveraids. Similarly, push buttons andpaddles replace the old-fashionedgearstick.Inside, Cactus provides a spa-

cious and inviting interior, bathedin light courtesy of a panoramic

sunroof that reflects heat as wellas harmful UV rays. Upholstery,such as blue-heathered cotton andvegetable-dyed 'camel' leather, ismodeled on contemporary furni-ture, while fittings, such as doorhandles, take their cues fromdesigner luggage.Designers opened out the interi-

or by questioning other assump-tions. For example, the passenger

airbag inflates downwardsfrom the ceiling rather thanupwards from the dash-board, liberating the areain front of the sofa-styleseating.Today's Cactus concept

also incorporates the latest thinkingin efficient propulsion. It employsour Hybrid Air drivetrain, whichuses simple, clean compressed airto capture the energy normallywasted when a car brakes, beforestoring it and releasing it to helpbring the car back up to speed. Theresult is more than 94 mpg, and upto 45% reduction in fuel economy inurban driving.The company also brought air to

play in another important way.Vulnerable areas of the Cactus’bodywork feature 'Airbumps' –flexible, soft-skinned pads thatresist scratches and gently absorbthe kind of light knocks all tooeasily inflicted in a bustling urbanenvironment.The innovative 'Airbumps' con-

tribute to the appealing aesthet-ics of a body that, by virtue oflight weight, clean aerodynamicsand standout style, also point theway for future Citroëns. �

Report Card


dents seeking specialization in variousareas of high-performance enginesand fuel induction. The pro-gram is also designed to pre-pare students for the ASE(Automotive ServiceExcellence) engine machinistseries.

Besides its efforts to linkstudents with local dealershipsand auto repair shops, Morgansaid other top reasons stu-dents enroll in Sinclair’s auto-motive department is that itutilizes small class sizes to pro-mote a positive learning environment and that itstuition is one of the lowest in the state.

“We don’t believe in burdening the studentswith a lot of debt when they graduate,” he said.

The School of the Year program is open to allhigh schools and post-secondary schools that havea subscription to Tomorrow’s Tech magazine. Of the158 entries for the 2013 contest, 60 were from dif-ferent high schools, technical schools and collegesin four geographic regions of the United States.

Twenty schools were asked to submit a videohighlighting their technical programs. Judgesselected the four finalists from the video entries,including Sinclair Community College as School ofthe Year.

“We are verypleased to acknowl-edge the instructors,staff and administra-tors of SinclairCommunity Collegeon their efforts todeliver top-notch

automotive-related training and instruction to itsstudents,” said Jeff Stankard, publisher ofTomorrow’s Tech.

“Winning the national honor of School of theYear is quite an achievement,” Stankard said. “Eachyear, we continue to see that the level of automo-tive education programs in this country continuesto improve. It is our goal that we, along with thecontest’s generous sponsors, highlight the skillsand knowledge that the next generation of auto-motive service technicians are taking with theminto the field.”

Learn more about the school by viewing a videoon the Tomorrow’s Technician YouTube:http://www.youtube.com/watch?v=fzaccy8KjWY �


Continued From page 23

Documents

Tomorrow's Tech, November 2013