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A
June 2014
MAGAZINE
VVT Noise Manual Tranny Rattle Import Insights
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CONTENTS
Publisher
Jim Merle, ext. 280
EditorMary DellaValle, ext. 221
Managing Editor
Chris Crowell, ext. 268
Technical EditorLarry Carley
Graphic Designer
Kelly Gifford, ext. 249
Ad Services (Materials)Cindy Ott, ext. 209
Circulation Manager
Pat Robinson, ext. 276
Subscription ServicesMaryellen Smith, ext. 288
Import-Car.com 1
Volume 36, No. 6
Diagnostic SolutionsMazda6 Alignment Case Study
Import Specialist ContributorGary Goms recounts a request he
received to help diagnose a steer-ing problem on a 2010 Mazda6iSport; compelling because itposed some questions about whyseveral different alignment shopscouldnt diagnose the problem.
A Publication
46
3022
3
Tech FeatureBrake Edge Codes Deciphered
Notice anything different aboutthose edge codes on that set of
brake pads you just ordered?Managing Editor Chris Crowelltakes a look at how recent brakepad content regulations willchange how brake pads arelabeled.
46
Saab FeatureFront & Rear Spring Replacement
Bob Howlett, owner of TheSwedish Solution, while partial to
the 2004 and up 9-3 sports sedan,says its prone to a few suspensionissues, especially in the harshernorthern climates. He details whatto look for when one of thesevehicles comes into your shop.
ImportCarStaff 330.670.1234
Saab Front And Rear Spring Replacement
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DEPARTMENTS
4 Editors Notebook
6 News Update
18 Gonzos Toolbox
38 Tech Update:Fuel System FAQs
52 TPMS Update:Tips and Tricks
58 Import Tech Tips
61 Essentials (New Products)
64 Classifieds68 Import Insights: VW
A Publication
2 June 2014 | Import-Car.com
Columns
38
52
58
IMPORTCAR (ISSN 1069-4714)
(June 2014, Volume 36, Number 6): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234,FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 EmbassyParkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscriptionservices representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds.
Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.Member BPA International, Inc.
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)
68
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June
9-15 2014
By Mary DellaValle|EDITOR[EditorsNotebook
4 June 2014 | Import-Car.com
You deserve to be recog-
nized in a big way. Day in
and day out, you deliver
quality, professional repairs that
are done right the first time.
Your expertise builds customer
trust and confidence. Your com-
mitment to training elevatesyour skills and helps build your
shops and our industrys image.
And, you play a crucial role
in your shops overall customer
service experience. Think about
all those times when:
You listened to Mrs. Jones
try to (wrongly) diagnose her
vehicles problem.
You stayed late to finish arepair so that your customer
could go on vacation on time.
You tried to explain to your
customer why you cant quote a
price over the phone because
you cant diagnose the vehicles
problem with-
out seeing it.
You
jumped
through hoops
to finish the job
so a customers
vehicle couldbe returned the
same day.
You explained and re-
explained the necessity of a
repair so your customers would
understand the extent and
value of the service.
You had to educate your
customers about why shops
charge for diagnostic time. And, the list goes on(Im
sure you can fill in the blank
several times).
You dont think twice about it
because its all within a days
work as you carry out the
responsibilities of your profes-
sion. But, for those looking
from the outside in, its a huge
and very impressive undertak-ing, and most people marvel at
how you juggle it all, keep up
with technology, hone your
skills and return customers
vehicles in the same day.
And, its because of this
commitment to profes-
sionalism that the
National Institute for
Automotive Service Excellence
(ASE) has declared June 9-15 as
National Automotive Service
Professionals Week.
ASE created National Auto-
motive Service Professionals
Week to recognize the men and
women who service and main-
tain the highly complex vehiclesupon which we depend for our
daily transportation, said Tim
Zilke, ASE president and CEO.
The training and education
necessary to properly diagnose
and repair todays sophisticated
vehicle fleet requires a signifi-
cant level of knowledge, skill
and dedication, and ASE is
proud to help recognize theseindividuals for their commit-
ment to their customers and
their profession.
Along with ASE, we applaud
your past, present and future
commitment to professional
automotive service. You are the
driving force in service excellence
that keeps America running. IC
Mary DellaValle, [email protected]
For All You Do...
This Recognition Is For You!
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6 June 2014 | Import-Car.com
[NewsUpdate
Mitchell 1 will hold an expanded Shop Manage-
ment Super Workshop July 17-19 in San Diego
at the Hotel Salomar. The training workshop is
designed for those who have previously estab-
lished competence using shop management soft-
ware and now want to learn more advanced
capabilities, better methods and shortcuts.
The curriculum for the
two-day training session
guides users through all
levels of functionality inthe Mitchell 1 Manager and ManagerPlus systems.
The expanded agenda for the Super Workshop
includes bonus breakout sessions, a practice lab
and an expo featuring products and services
offered by industry partners.
In the workshop, instructors will cover program
setup values, inventory, reporting, best practices
and advanced transactions, as well as integration
with aftermarket cataloging. The training explores
both of Mitchell 1s shop management solutions Manager 5.9 and Manager SE (version 6.5).
The breakout sessions will provide in-depth detail
into topics often requested by workshop atten-
dees. Sessions include Reporting Insights, Maximiz-
ing Technician Efficiency with ProDemand and
Connecting with Customers through SocialCRM.
The registration fee is $200 per attendee. For
more information, or to register for Mitchell 1s
Shop Management Super Workshop, visit the
Management Workshop website.
It was a three-peat for Standard Motor
Products (SMP) as the company was selected
as Outstanding Vendor of the Year by the
Federated Auto Parts membership for the thirdconsecutive year.
The most prestigious Federated vendor
award was presented to SMP by Rusty Bishop,
CEO of Federated Auto Parts, during the
groups national meeting and annual awards
dinner in Phoenix, AZ. Accepting the award on
behalf of SMP were Bill Collins, Leon De Long,
Joe Donaggio, Phil Hutchens, Eric Sills and
Ken Wendling.
It is a great accomplishment to be chosenas the Federated Outstanding Vendor of the
Year and its even more impressive to be hon-
ored with this top award three years in a row,
Bishop said. SMP received the most votes
from Federated members again this year and
we want to extend our sincere gratitude for
their continued commitment to excellence.
In addition to the Outstanding Vendor of the
Year award, Federated presented its Outstand-
ing Supplier Support Awards to those suppliersdeemed exceptional in five key categories:
Order Fill Vendor of the Year Hastings
Education and Training Vendor of the
Year East Penn
Marketing Vendor of the Year Dorman
Sales Representation Vendor of the Year
Federal-Mogul Motorparts
Electronic Cataloging Vendor of the Year
CARDONE
Mitchell 1 to Expand ShopManagement Training with
Super Workshop
Federated MembershipNames Standard MotorProducts Outstanding
Vendor of the Year
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8 June 2014 | Import-Car.com
[NewsUpdate
Automotive Service Professionals
Week Declared For June
Federal-Mogul Holdings Corp. announced the next step in its on-
going strategy to drive the global growth of its premium products
and leading brands. Effective immediately, the companys Vehicle
Components division will be renamed Federal-Mogul Motorparts.Federal-Mogul Motorparts is a leading provider of premium
brands, including MOOG, Fel-Pro, Champion, Wagner, ANCO and
Ferodo to the global aftermarket. Federal-Mogul Motorparts also
provides high-quality vehicle braking, chassis and wiper compo-
nents to global original equipment manufacturers.
For more than a century, we have remained focused on providing
the highest-quality components across each of the product
categories and regions we serve. Vehicle manufacturers recognize
this, as our friction products are found on seven of the top 10 vehicle
models in Europe, and the best-selling vehicle in North America,said Daniel Ninivaggi, CEO of Federal-Mogul Motorparts, and co-
CEO of Federal-Mogul Holdings Corp.
The new Federal-Mogul Motorparts name and logo will be rolled
out globally effective immediately, leading into new marketing
campaigns for its product brands.
Federal-Mogul VehicleComponents Division Renamed
Federal-Mogul Motorparts
The National Institute for Automotive Service Excellence (ASE) has
declared June 9-15, 2014, as National Automotive Service Profes-
sionals Week. Building on the success of Automotive Service
Professionals Day established in 2001, ASE launched National
Automotive Service Professionals Week in 2005 to honor the com-
mitment and dedication of automotive, truck and collision techni-
cians, along with parts specialists and other support professionals
who serve the motoring public. This will be the ninth consecutive
year that ASE continues this recognition, and has it listed in Chases
2014 Calendar of Events.
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[NewsUpdate
Not even heavy rain and winds could dampen the
festive mood at Automotive Electric Distributors
(AED) in Vancouver, WA, on May 9, the day that
David Cramer received the keys to his custom
2014 Raybestos Rattlesnake Toyota Tundra.
Cramer, a property manager with Ross Pacific
Management in Vancouver, WA, took delivery of
his enviable ride in the presence of his mother,
father and a large group of AED staff members.
The signature-edition truck was built by BrakeParts Inc., manufacturer of Raybestos brake prod-
ucts, and was the grand prize in the brands
Summer 2013 North American sales promotion.
The winning entry was pulled from more than
170,000 entries received.
Addictive Desert Designs customized the
Raybestos Rattlesnake, which includes custom
bumpers, side steps and chase rack. World-
renowned tattoo artist Corey Miller gave the truck
its custom wrap. A rattler with the flair of a CoreyMiller tattoo is shown on both sides of the truck,
and a signature Raybestos Flying R is
emblazoned on the hood.
Thanks to Toyota Racing Development, a
Toyota 5.7 L aluminum i-FORCE DOHC 32-valve
V-8 with a tuned TRD Supercharger helps the
Raybestos Rattlesnake reach 600+ hp. It also
includes a high-lift off-road suspension and off-
road shocks. Its stopping power comes from the
same Raybestos short track racing brake packageused by the Joe Gibbs Racing team.
Raybestos RattlesnakeSweepstakes WinnerReceives His Ride
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12 June 2014 | Import-Car.com
[NewsUpdate
With a sharp focus on supporting its
customers through specialized train-
ing, WORLDPAC held its third
Supplier & Training EXPO, May 15-18
at the Marriott World Center in
Orlando, FL. Fulfilling the theme,
Leading Through Education, more
than 500 hours of training was con-
ducted over the three-day event.
Business owners and technicians
numbering 1,400 traveled from nearand far from 45 states, Canada and
even Puerto Rico to partake in the
world-class training for which
WORLDPAC is known. That number is
up from 1,000 attendees at its second
event in 2012. A customized lineup of
120 instructor-led technical training
sessions and business-management
classes were offered, also significantly
up from 75 classes in 2012.
With technology accelerating at
every turn, so too has the need foradvanced technical training so busi-
ness owners can meet the service and
repair challenges on an increasingly
sophisticated vehicle fleet. Thats why
many WORLDPAC customers closed
their business on Friday to attend the
event, realizing the value of being a
part of something bigger that will pay
dividends in shop productivity and
profitability. Two-thirds of the owners
and techs were first-time attendees,
and the overall sentiment was howcould they afford not
to be there.
Many business owners said how
fantastic it is that WORLDPAC would
do this for us, said Mario Recchia,
WORLDPACs senior vice president
marketing, who added, We believe
in education, but if they dont come,
the event wont happen. Theyre
making an investment in their time.
Focusing on the customer is an
overused phrase, but its really evi-dent here from the top downall of
our senior management is here,
continued Recchia.
WORLDPAC customizes topics that
are most suited to its customers
needs, aimed at helping them better
diagnose and service late-model vehi-
cles, more of which they are adding
to their broadening service portfolio.
Serious about the high-level of train-
ing offered, the classes are conducted
by some of the industrys mostrespected instructors, and includes
many from the WORLDPAC Training
Institute (WTI) and its supplier com-
munity, as well as OEM suppliers like
ZF, Denso, Bosch and Delphi.
The vehicle-specific training is
complemented by business-manage-
ment courses, which are often the
first to sell out. Training and hiring
are our customers two most press-
ing challenges, explained Recchia,
so our business-related classes arevery popular. WORLDPAC is also
first-to-market with training on newer
models, like Fiat.
Beyond the wealth of knowledge
acquired from the wide array of train-
ing classes, owners and techs benefit
from time spent networking and shar-
ing best practices with their peers
from all across North America. The
business owners world is five to10
miles from their place of business,
explained Recchia. Here, you canbuild relationships with owners from
45 states, Puerto Rico and Canada.
And that they did, especially dur-
ing the heavily trafficked Supplier
EXPO, held Friday and Saturday
evening, featuring 100+ international
suppliers (up from 80 in 2012).
Realizing that training is pivotal to
their success, owners and technicians
welcome educational venues of this
caliber with open arms. All the while
listening to its customers concerns,WORLDPAC is committed to over-
delivering on the training and
education front.
All of this fits within the realm of
WORLDPACs value-proposition that
focuses on delivering the Right Part
at the Right Time, an ease of doing
business spirit, listening to its cus-
tomers, having a vested interest in
their success, paying attention to the
details and never resting on its lau-
rels. Bottom line for WORLDPAC: Itsall about the customer.
Fulfills Mission of Leading Through EducationBy Mary DellaValle
WORLDPAC Hosts Third Supplier & Training EXPO
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14 June 2014 | Import-Car.com
[NewsUpdate
MAHLE Aftermarket Inc. was presented with the Polk Inventory Effi-
ciency Award from IHS Automotive during an awards ceremony at the
Global Automotive Aftermarket Symposium (GAAS), held recently in
Chicago. Ted Hughes, marketing manager, and Chris Booth, supply
chain coordinator North America, were on hand to accept the
award.
The award, now in its 10th
year, recognizes members ofthe automotive aftermarket
for their efforts toward inven-
tory efficiency and process
improvement within their
organizations.
Honored with the award in
the manufacturer category,
MAHLE Aftermarket Inc. was
recognized for the implementation of a systematic approach to man-
aging its product portfolio, using vehicles in operation (VIO) data toprioritize trends and new coverage areas, while customizing inventory
based on parts demand and consumption.
Wagner Brake EngineersExplain Transition To Low- andZero-Copper Brake Pads
MAHLE Awarded Polk InventoryEfficiency Award, Presented by
IHS Automotive
Automotive service providers and other aftermarket professionals canlearn more about the industrys transition to low- and zero-copper
brake pads through a brief technical video now available on the
Wagner Brake brands website, www Wagner rake com.
The new video, featuring Federal-Mogul Product Development
Manager Sarah Olson, explains the global implications of recent
legislation mandating the dramatic reduction of copper and other
potentially hazardous materials in original equipment and replace-
ment brake pads. Olson is part of the engineering team that devel-
oped a broad portfolio of low- and zero-copper formulations. IC
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E
lectrical issues on todays cars have certainly
taken center stage. Mechanical issues are stillthere too, but now its common for a
mechanical problem to be diagnosed, monitored or
calibrated by some electronic means. You just cant
get away from the electrical if youre in the auto-
motive repair business these days, as its taken
over just about every facet of the automobile.
And because of the advancements in automo-
tive technology, the skill set required of todays
technicians differs from those of the stereotypical
mechanic from just a fewdecades ago. Not that long
ago, the electrical section of a
repair manual was just a
chapter or two. Today, its
volumes and volumes of
schematics and diagnostic
procedures. Im old
enough to remember
when points and con-
densers were the norm,and Ive watched the
industry go from elec-
tronic ignition to
todays electronic
jungle of wires and
processors.
Even though I
work on all of these
newfangled electri-
cal systems on the modern car, deep down Im
still the kid who enjoyed tearing down an oldjunker and putting it back together. Now, Im sur-
rounded by modules, proximity keys and sen-
sors. Occasionally its kind of nice to step away
from the computer and just turn a wrench or two.
I look forward to those simpler jobs, the ones
that need a craftsmans touch and not a box of
transistors and capacitors to start your diagnosis.
Heating vents with levers and cables, or a hand
choke that needed just the right touch to get it
started. No electronics, no service light, just theessentials the days when you actually had to
unlock a door with a key.
I still marvel at the
ingenuity and engi-
neering of those times.
I guess its one of the
reasons I like going to
old car and steam engine
shows so much. Electron-
ics are great, but the earlymechanical devices that
were commonplace a
century ago still amaze me.
Theres a certain satisfac-
tion in taking a broken me-
chanical device and making
it functional again. For exam-
ple, when a restoration project
shows up at the shop, and I get
When A Craftsmans Touch Took Center StageOn Vehicle Repairs
By Scott Gonzo Weaver, owner Superior Auto Electric, Tulsa, OK
18 June 2014 | Import-Car.com
[GonzosToolbox
RecallingDays Gone By...
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a chance to turn off the laptop
and open the toolbox. These jobs
restore both the customers
vehicle and some of my old,
almost forgotten, mechanical
abilities.
Those jobs where youve wres-
tled the components into place,
and youre covered in grease,
but, for some reason, youve got
a big smile on your face the
look of accomplishment and a
job well done. And while youre
cleaning up the tools, you look
over the finished project still
smiling, knowing youre done
and can move on to the nextproject.
That feeling, for me, just
doesnt compare to finishing up a
job on a modern car when the
last thing to do is watch a blue
line steadily move across a
computer screen, waiting for it to
say Task completed.
Im not trying to put down the
modern car far from it. Theycertainly are engineered to be on
the road much longer than cars
used to be. Solving an electrical
issue is pretty awesome in its
own right too, but its a different
experience. Its nice to take a
break once in a while from the
technical diagnostic process and
just be a mechanic again.
The future of electronics intodays cars is constantly chang-
ing, and sometimes all it takes is
a little R&R on an old jalopy just
to make me remember how far
weve come. In the meantime,
the latest restoration job is done,
and its time to go for a test drive
(with a big smile on my face). IC
20 June 2014 | Import-Car.com
[GonzosToolbox
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Data Gathering Is Critical To Your Alignment Diagnosis
By Gary Goms, Import Specialist Contributor
STEERING/ALIGNMENT[DiagnosticSolutions
22 June 2014 | Import-Car.com
According to the owners narrative,
the Mazda had skidded on an icy street,
struck a curb with the left front wheel,and now the steering was pulling to the
left, with the steering wheel position
changing from center to about 20-30
degrees counterclockwise.
According to the owner, the original
alignment shop replaced the damaged
front wheel and tire and adjusted the
front toe angle. The alignment print-
out indicated that the Mazda had +1
degree camber on the left (driversside) and -0.4 degrees on the right
(passengers side), producing a 1.4-
CASE STUDYMazda6
A
bout a year ago, I got a request from a privatevehicle owner to help diagnose a steering prob-lem on a 2010 Mazda6 iSport. Given the power
of the Internet, it seems that this person had somehowdiscovered one of my older Diagnostic Solutionscolumns on alignment problems.
While Im not fond of dealing with technicalrequests from private individuals, this request wascompelling because it was well researched and poseda few serious questions about why several differentalignment shops couldnt or didnt diagnose thealignment problem on this vehicle. Because this repairmight require the services of a shop equipped with aframe alignment bench, I recommended that myreader report the accident to his insurance companyat the outset.
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degree camber split. The caster angles were +3.0
and +3.8 degrees, respectively. Total front toe angle
was +1.17 degrees.
According to the report above, the steering axis
inclination (SAI) apparently wasnt measured, but
the front toe angle, as well as the rear suspension
camber, toe and thrust angle, were adjusted to
specification. The left front camber adjustment
remained the same.
Keep in mind that alignment readings change due
to differences in a vehicles daily weight distribu-
tion, slight differences in machine calibration and
how the machine rounds the numbers. Not happy
that the steering pull hadnt been repaired, the
Mazda owner solicited an opinion from a second
alignment shop.
The second shop recorded essentially the same
readings with the addition of an SAI, which was
+6.2 degrees left (drivers side) and +6.6 degrees
right. The Included Angle was 7.1 degrees left and
6.3 degrees right, indicating approximately 0.8 de-
grees more camber on the left side. The rear align-
ment angles remained essentially the same. Ill stop
here because, for whatever reason, neither shoprepaired the problem.
THE CUSTOMER INTERVIEW
Since Im quoting solely from the customers point of
view, I can only speculate what was said at the service
desk of either shop. Did the owner request a routine
alignment, or did he communicate a specific com-
plaint? And did he describe the accident in specific
terms? If the alignment technician assumed he wasdoing a routine alignment inspection and all of the
readings fell into the green zone, he might not have
concerned himself with the apparent split between left
and right front camber angles. And, because the origi-
nal camber reading is well within Mazdas service
specifications, he might have given it a pass.
On the other hand, if the owner complained of a
steering pull to the left after striking a curb, then the
technician should have fully understood the signifi-
cance of the left/right camber split. Of course, all ofus have experienced the owner declining recom-
mended repairs due to budget issues or doubting
the shops recommendations. So, in any case, my
objective isnt to be critical of any shop, but rather
to emphasize the importance of gathering critical
information from the customer before starting an
alignment.
Looking at the numbers, the Mazda6 front suspen-
sion consists of an upper and lower control arm with
a short-long-arm (SLA) configuration thats sus-
24 June 2014 | Import-Car.com
STEERING/ALIGNMENT[DiagnosticSolutions
Initial Alignment Report: Camber angle pulls the steering
toward the side with the most positive reading. The abovecamber angles indicate and confirm that the Mazda did
indeed pull toward the left.
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pended by a coil-over shock bear-
ing on the lower control arm. The
car struck the left-front wheel
against the curb hard enough to
bend the wheel rim and damage
the tire. Obviously, the force from
that curb impact was transmitted
through the front spindle,
through the lower control arm
and through the rear control arm
mount.
The result was an increase in left
camber angle (+1.0 degrees) and a
decrease in left side caster angle(+3.0 degrees left compared to
+3.6 degrees right), which would
suggest that the wheel had been
pushed in at the bottom and to-
ward the rear, which is consistent
with a wheel skidding into a curb.
The second alignment done in
March shows an SAI from +6.2
degrees left and +6.6 degrees
right, suggesting that the spindlewasnt bent. Moreover, driving
straight ahead with the steering
wheel tilting counterclockwise
about 20-30 degrees from center
would suggest that the steering
was correcting for a badly toed-
in left-front wheel.
Since the left tie rod apparently
remained straight, it would tend
to toe the wheel in, producingthe +1.17 degree total toe angle
now being displayed on the
machine. Of course, the original
printout indicates that the left
and right toe angles were split
from side-to-side, but Im specu-
lating those were measured with
the steering wheel not centered.
RECOMMENDATIONSAND THE REPAIR
I responded to the help request
only by properly qualifying my
comments. Clearly, Im not the
person operating the alignment
machine and Im certainly not
looking at the actual vehicle. So
Im speculating on the possible
damages based on several align-
ment reports and upon the cus-
tomers account of what
happened. But I think its safe to
say that the initial inspectionshould center on the rear mount-
ing point of the lower control arm.
It could be that only the control
arm is bent or its possible that the
frame mount is bent as well.
The other issue was collateral
damage. The customer com-
plained of an intermittently hard
brake pedal and brake pull. Here
again, Im not in a position to ana-lyze why the brakes would react
in such a fashion. A steel brake
line could, for example, have been
pinched, or the rubber brake line,
caliper guides and other related
hardware could have been dam-
aged. All of this requires a visual
inspection by a qualified brake
technician. Other collateral dam-
age came up after the customerhad the lower left-front control
arm replaced, but well leave that
to the last paragraph.
After the left-front lower control
arm was replaced, the drivers-
side alignment angles were re-
stored to -0.07 degrees camber and
+3.3 degrees caster. The camber
and caster angles arent perfect, so
they suggest that some damage
26 June 2014 | Import-Car.com
STEERING/ALIGNMENT
[DiagnosticSolutions
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still remained at the left-rear lower control arm
mounting point at the frame. On the other hand, a
slight camber/caster split generally wont produce a
steering pull on a front-wheel drive vehicle.
After the final repair and alignment, the reader
reported that the steering wheel felt stiff and
wouldnt fully return after cornering. Given the
direction of impact, its entirely possible that the
steering rack gear was slightly bent. Here is another
reason to keep an open estimate when diagnosing
and repairing collision damage. In many cases, this
type of concealed damage wont be apparent until
the vehicle is driven on a daily basis.
Afterthoughts: When I began aligning vehicles in
1968, I used mechanical gauges that came with a card
overlay to indicate desired settings. I soon discovered
that all of the cards in my file didnt produce the de-
STEERING/ALIGNMENT
[DiagnosticSolutions
Final Alignment Report: The final alignment report indicates
that the lower control arm replacement essentially brought
the drivers-side camber and caster angles into specification
and remedied the left-front steering wheel pull.
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sired results. So, I began recording alignment-in read-
ings and alignment-out readings, along with mileage.
It didnt take long to compile a paper database that I
could use to fine-tune the alignment settings to my
customers driving habits.
Two years ago at a trade show, a representative
from a major alignment manufacturer demon-
strated his latest machine and explained all of the
latest additions, including automatic run-out com-
pensation and a full video for each vehicle applica-
tion explaining adjustment points and tools
required. So, Ill be the first to say that this type of
machine is needed to not only enhance productivity
and create a nearly perfect wheel alignment, but
also to re-learn steering wheel centering and other
safety-related sensor inputs as well.
But, the principles I used in 1968 still apply tomodern wheel alignments:
1. Accurately determine the reason the customer
wants his/her wheels aligned.
2. Accurately analyze the significance of the
alignment data.
3. When dealing with collision damage, under-
stand the angles of impact and the related
damages that might result.
4. Remind the customer that he might want to
notify his insurance company when collisiondamage is evident.
5. Learn to fine-tune alignments to correct for
unusual vehicle loading patterns, highly cam-
bered road surfaces and other variations in the
vehicles driving environment.
Based on my experience, following these sugges-
tions will help provide a wheel alignment that will
meet or exceed your customers expectations. IC
Gary Goms is a former
educator and shop owner
who remains active in the
aftermarket service industry.
Gary is an ASE-certified
Master Automobile Techni-
cian (CMAT) and has earned
the L1 advanced engine per-
formance certification. He
also belongs to the Automo-
tive Service Association
(ASA) and the Society of
Automotive Engineers (SAE).
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N
otice anything different
about those edge codes onthat set of brake pads you
just ordered? If you havent yet,
you will.
Heres the deal: Brake friction
formulations are now covered by
new regulations in California and
Washington, which require the
phase out of copper and other met-
als that are potentially harmful to
the environment. As a result, theseregulations, while currently limited
to two states, are affecting all vehi-
cle service providers across North
America as the friction industry
shifts to low- and zero-copper for-
mulations in all regions. Addition-
ally, millions of new vehicles
equipped with low- or zero-copper
brake pads are already being sold
throughout the U.S. and Canada.
30 June 2014 | Import-Car.com
Friction Material Company Code TQ=Wagner ThermoQuiet
Brake Lining Material Type
Hot Friction Level
Cold Friction Level
B14 = Environmental compliance marking
B refers to the designation
14 refers to the year the pad was manufactured
Explained
By Chris Crowell, Managing Editor
BRAKE EDGE CODES[TechFeature
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NEW EDGE CODESEXPLAINED
As part of these changes, all
brake pads and shoes manufac-
tured after Jan. 1, 2014, for sale in
California are required to have
new markings that indicate their
compliance with these state regu-
lations regarding friction formula-tions. On the pads in particular,
these markings will be a combi-
nation of letters and numbers
tacked onto the end of an edge
code.
You will continue to see the
standard edge code info thats
been in place since the 70s,
which (usually) notes the manu-
facturer, followed by thenormal and hot temperature
friction coefficients.
Now enter A B and N
three new compliance designa-
tions from the Automotive After-
market Suppliers Association
(AASA) that correlate with the
various phases of the implemen-
tation timeline.
A. Asbestiform
fibers, less than
0.1% by weight
Cadmium
and its com-
pounds, less than
0.01% by weight.
Chromium (VI)-salts, less
than 0.1% by weight. Lead and its compounds, less
than 0.1% by weight.
Mercury and its compounds,
less than 0.1% by weight.
By 2014 in California and 2015
in Washington, all brake friction
materials are restricted to no
more than 0.1% by weight of as-
bestiform fibers, chromium, lead
and mercury, and no more than0.01% by weight of cadmium.
B. Contains between 0.5% and
5% of copper by weight
Asbestiform
fibers, less than
0.1% by weight.
Cadmium
and its com-
pounds, less
32 June 2014 | Import-Car.com
BRAKE EDGE CODES[TechFeature
Article continues on page 36
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than 0.01% by weight. Chromium (VI)-salts, less
than 0.1% by weight.
Lead and its compounds, less
than 0.1% by weight.
Mercury and its compounds,
less than 0.1% by weight.
By 2021 in both states, copper
in all brake friction materials
must be less than 5% by weight.
Contains
less than 0.5% of
copper by weight
Asbestiform
fibers, less than
0.1% by weight.
Cadmium
and its compounds, less than
0.01% by weight.
Chromium (VI)-salts, less
than 0.1% by weight. Lead and its compounds, less
than 0.1% by weight.
Mercury and its compounds,
less than 0.1% by weight.
By 2025, California law requires
that copper must be less than 0.5%
by weight. Washington will adopt
a date for 0.5% by weight copper
following a feasibility assessment.
Also note that there is an X or
WX compliance marking as
well that indicates an exemp-
tion from the regulation.
In the recommended edge
code structure, the numbers
that follow the A, B or N are for
dating purposes. So, N14 would
mean an N formulation, man-
ufactured in 2014.
You might also see an optional
set of four numbers, placed
either before or after the new
compliance markings. This series
of numbers is the manufacturers
batch or specific date code if
there is a 1660, it would mean
those pads were produced on the
60th day of 2016.
In addition to the edge codes,
the Washington State regulation
requires all brake pads and shoes
manufactured after Jan. 1, 2015,
to have a leafmark icon printed
on the packaging to show thelevel of compliance with the
friction material regulation.
WHAT DOES THIS MEANTO YOU?
Not much beyond knowing the
parts youre using and under-
standing the language of a brake
pad. Maintaining compliancewith these regulations is up to the
manufacturers.
The A level inventory will be
phased out over the designated 10-
year implementation timeframe.
Bill Hanvey, vice president of pro-
grams and member services for the
AASA, noted that many suppliers
are already well ahead of the time-
line, so you have probably alreadyseen B and N leafmarks and edge
codes. As mentioned, although
these changes were prompted by
legislation in California and Wash-
ington, these compliant pads will
be used across the country. In addi-
tion, the Brake Manufacturers
Council is working with the EPA to
try and make the regulations stan-
dard across all 50 states. IC
36 June 2014 | Import-Car.com
BRAKE EDGE CODES[TechFeature
The coefficient of friction: The Greek letter (pronounced mew) isa number that is the ratio of the resistive force of friction (Fr) dividedby the normal or perpendicular force (Fn) pushing the objectstogether. Its represented by the equation: m = Fr / Fn.
In the edge code, the first letter notes the normal coefficient of fric-
tion (temperatures ranging from 200 F 400 F) and the second letternotes the hot coefficient of friction (ranging from 300 F 650 F).The edge code letters are directly tied to that formula, where Fn is
150 lbs. and Fr is the pressure recorded by the load cell during a nor-mal or hot test sequence. E equals 0.25 to 0.35; F equals 0.35 to 0.45.For example, an average load cell recording of 42 lbs. per square inchduring a test would produce an m of 0.28 that would relate to an Erating on the edge code. If thats recorded at both temperatures, anEE would show up on the pad.
Still not sure what the old edge codes meant?Heres a quick tutorial.
Edge code: SCB 115 FFSCB = the code for the manufacturer115 = brake lining materialFF = Hot and cold coefficients of friction
Edge Code Refresher
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Fuel System
38 June 2014 | Import-Car.com
By Andrew Markel, Editor, Brake & Front End Magazine
FUEL SYSTEM[TechUpdate
FAQsHow do I test the wiring for the fuel pump on avehicle?
An accurate way to validate if the vehicle wiring can ade-
quately deliver the power necessary to operate the pump is
to use an appropriate known good load in place of the
fuel pump. An appropriate substitute load is one that re-
quires the same amperage as the fuel pump when its op-
erating. When a known good load is installed in place of a
fuel pump, an expected current should flow through the cir-
cuit. If the expected current flows through the circuit with
the known good load installed, the circuit is functioning
normally. If current flow is correct, voltage and resistance
are what they should be.
What are the symptoms of aclogged fuel filter?
The most common symptoms noted are
a loss in horsepower, leading to slow
acceleration and, in some cases, diffi-
culty starting.
What are the signs of
stale gas?
Stale gasoline is the loss of
volatility, which means the
gasoline has lost its light-
end components and will
not vaporize well enough to
support ignition. The symp-toms can vary according to
ambient temperature. The
diagnostic red flag is a fuel
gauge needle pegged on
full.
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40 June 2014 | Import-Car.com
[TechUpdate FUEL SYSTEMWhat are the signs of diesel
fuel contamination?
The symptoms of diesel contami-
nation greatly depend on the per-centage of fuel present in the
tank. A lower percentage might re-
sult in a minor power loss; a higher
percentage, thanks to a lack of
volatility, might result in a crank-
ing, no-start condition after an
overnight cold soak.
One basic test for diesel fuel is
to place a few sample drops of
gasoline on your fingertips and rubthem together. If an oily residue is
left, suspect diesel fuel contami-
nation. If the cranking, no-start ve-
hicle has fuel pressure, but acts as
if it has a fuel delivery problem, try
adding a substitute fuel like
propane to the air intake. If the
cylinders begin to fire, suspect
diesel fuel contamination.
What are the signs of
E85 contamination?
Drivers begin experiencing
lean-fuel driveability symp-
toms, such as hard starting
and loss of power, accompa-
nied by a P0171 or P0174
DTC, depending upon the
application.
As an aside, note that
ethanol and methanol
are distinctly different alco-
hol compounds. Methanol is
used in racing applications
because its high latent heat
of vaporization keeps the
engine cool, and because it
produces slightly more horse-
power than gasoline.
Due to fuel quality concerns, some Toyota and Scion vehicles with PortElectronic Fuel Injection (EFI) may experience clogged or blocked fuelinjectors. The following procedure has been developed to clean the fuelinjectors.
Applicable Vehicles:All 1990-2006 Toyota and Scion models equipped with EFI.
Repair Procedure1. If the fuel injector nozzles are visibly blocked, or if the injectors do notpass the fuel injector volume test, complete the fuel injector power flushusing the following instructions:
Before an injector cleaning is performed, its recommended that thefollowing items be cleaned with Toyota Throttle Plate Cleaner orequivalent:
Idle air control device
Throttle plate (both sides if possible) Throttle body (Continues on page 42)
Toyota: Fuel Injector Cleaning Procedure
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42 June 2014 | Import-Car.com
FUEL SYSTEM[TechUpdate
b
Bring the engine to operatingtemperature.
c
Disconnect the fuel pump electricalconnector.
d
Start the engine. After the engine hasstalled, turn the ignition switch OFF.
e
Disable the fuel return line by block-ing the line or installing the appropri-ate plug in the return outlet, ifapplicable.
Note: Do not clamp plastic lines.f
Install the device adapter to the fuelline and then secure the swivel fittingon the end of the hose.
g
Make sure the ball valve on the
device is turned OFF (valve handle iscrosswise to device). Screw the can ofEFI cleaner onto the device canadapter.
h
Open the valve on the device, startthe vehicle, and allow it to run untilthe engine stalls.
i
Turn the ball valve OFF and removethe empty can.
j
Place a shop towel over the canadapter and slowly open the ballvalve to depressurize the system.
k
Remove the supply and return lineadapters, reconnect vehicle fuelsupply and return lines (replacing anyfuel line gaskets and seals), andconnect the fuel pump electricalconnector.
l
Before starting the vehicle, pressurizethe fuel system and check for leaks.
Run the engine for 4-5 minutes, and thensnap the throttle several times to
dislodge any carbon that may remain inthe system.
2. Add 1 can of Toyota Non-PressurizedFuel Injector Cleaner Fuel Tank Additiveor equivalent to the fuel tank.
3. Road-test the vehicle to verify normaloperation.
Courtesy of ALLDATA.
A customer is unsure if they filled up with E85
what should I ask them?
Ask them what color the handle was on the pump. E85gas pumps use a bright yellow handle to alert consumers
that theyre using something other than standard E10
grade fuel.
Im not getting 12 volts at the fuel pump.
Whats wrong?
The reason youre not getting 12 volts or more at the fuel
pump on a late-model vehicle is because the fuel pump
does not need a constant 12 volts. The PCM varies the
speed of the fuel pump to increase or decrease fuel flow
using pulse width modulation (PWM) of the pumps sup-
ply voltage. The PCM determines how much fuel is re-
quired based on engine load and inputs from its other
sensors. This type of system typically appears on an en-
gine that has an airflow sensor to monitor engine load.
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*Excludes sales tax. See web site for complete details.
DAN COXowner, H&C Brakes & More
/// AutoZonePro.com. Just one more extra mile we go for guys like Dan.
Hear more from Dan and get 5% off all online orders for 90 days*
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FUEL SYSTEM[TechUpdate
Situation: Engine dies shortly after refueling andcannot be restarted again.
Cause: Fuel contamination related to a recentintroduction of ethanol fuel blends. Ethanol is usedas an octane booster and replaces MTBE (methyltertiary-butyl ether) in many fuel formulations.
High levels of water and other residue contami-nants may cause damage to a fuel delivery system.
The introduction of ethanol to existing storagetank and distribution systems works to absorb thebuild-up of water and free residual contaminantsaccumulating over a period of time at these loca-tions, and permits them to be pumped intovehicles at the time of refueling.
Aside from the engine not running, early tests onvehicles with severe contamination reveal, for
example, clogged fuel filters and oxidation as thecause for fuel pump seizure.
Correction: In the case of a fuel delivery systemfailure after refueling, follow the procedure below:
1. Drain all contaminated fuel from the fuel tankand fuel lines.
2. Clean all deposits/residue from the bottom ofthe fuel tank.
3. Replace the fuel filter/regulator assembly.4. Replace the fuel pump if its seized.
Note: For more information related to ethanol
fuel blends, refer to SI M13 01 06 (Alcohol Fuel
Blends in MINI Vehicles).
Courtesy of ALLDATA.
MINI Tech Tip:Fuel Pump Failure After Refueling With Ethanol Fuel Blend
Models: R50, R52, R53 with W10 and W11
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TechUpdate]FUEL SYSTEMWhat is the first thing to check if I suspect a problem with a fuel pump?
(extra $100 for multiple photos
The first thing you should do if your customers vehicle stalls or will not start is to advise them to add two
gallons of gas, if you think it might be fuel related. Sometimes, a fuel pump is diagnosed as defective for not
pumping gas when the gauge is actually inaccurate.
What should I do when I install the
new pump and it doesnt work?
Its not uncommon for new fuel pumps to
be installed because of inconclusive test-
ing procedures. Inherent misdiagnosis can
occur when performing open circuit volt-
age tests and continuity checks of ground
circuits. The test equipment used to per-
form these checks (test lights and digital
multimeters set to read voltage) does not
load the circuit to the same degree that
the fuel pump does when the pump oper-
ates. IC
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46 June 2014 | Import-Car.com
By Bob Howlett, Owner, The Swedish Solution
CHASSIS REPAIRS[SaabFeature
I bought my first Saab 28 years ago,
the year after I started working at
The Swedish Solution in 1985, and
have been driving one ever since.
When everything is working right, I
believe its one of the nicest cars onthe road. Im partial to the 2004 and
up 9-3 sports sedan; its fast, fun and
responsive.
Saabs can, however, be prone to a
few suspension issues, especially
in the harsher northern climates.
The front strut bearings can start
creaking, and then bind up, andweve seen more than a few front
and rear coil springs break due to
corrosion. So, lets discuss what
you can look for when one of these
vehicles comes into your shop.
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Most of the time the customer complaint will be
I hear a rattle in the front over bumps. Weve all
heard those complaints and usually well find
loose sway bar links or worn ball joints or tierod ends.
On these Saabs, also take a close look at the
springs, both front and back. Sometimes its not
easy to see the broken spring because its just the
bottom coil that has broken off. Other times, espe-
cially in the case of the 2004 9-3 were working on,
its easy to see the broken spring. Its on the lift
with its wheels off, so lets get started.
We can see the broken spring (see Fig. 1), as well
as the three colored dots that help us identifywhich spring well need for the job.
1. Remove the upper retaining bolt for the sway
Import-Car.com 47
SaabFeature]CHASSIS REPAIRS
Fig. 1
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bar link (see Fig. 2). There is noneed to remove the complete
link, unless its worn and youre
replacing the link.
2. Remove the one bolt that
holds the strut bracket to the
strut, and then remove the brake
hose from the strut (see Figs. 3
and 4). There are only two bolts
that hold the strut to the steering
knuckle (see Fig. 5).
Note: There is no camberadjustment in the front of this car,
so we wont necessarily need to
recheck the alignment. However,
any time suspension work is
done on any car, its a good
opportunity to recommend one.
3. Lower the car and remove
the three bolts that hold the
upper strut mount (see Figs. 6
and 7). Any decent spring
compressor will work, so com-press the spring and remove the
upper bolt (see Figs. 8 and 9).
The strut is ready to come out, so
you can now swap the springs.
4. Pay attention to how the
strut comes apart so you can put
it back together correctly (see
Fig. 10). The order is spring,
boot, insulator, bearing and top
mount. We wont be replacing
48 June 2014 | Import-Car.com
CHASSIS REPAIRS[SaabFeatureFig. 2 Fig. 3 Fig. 4
Fig. 5 Fig. 6 Fig. 7
Fig. 9 Fig. 10
Fig. 8
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the strut or mount because they
were done 40,000 miles ago, but
if they werent, now is a good
time to recommend replacement.
5. Put the boot in the new
spring, put on the insulator and
then insert the new bearing
(see Fig. 11).
6. Youre now ready to put the
strut back together and put it
back in the car (see Fig. 12).
7. Broken rear springs are usu-
ally easier to spot (see Fig. 13),
and much easier to replace.
Support the rear control arm and
remove the one retaining bolt
that holds it to the rear knuckle
(see Fig. 14 on page 50).
8. A small pry bar is all thats
needed to pull the control arm
down far enough to remove the
Import-Car.com 49
SaabFeature]CHASSIS REPAIRS
Fig. 11
Fig. 12 Fig. 13
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spring (see Fig. 15).
9. Remove the rubber insula-
tors from the old spring and
push them into the new spring
(see Fig. 16). Set the new springinto position and, using a screw
jack, push the control arm back
into position so you can rein-
stall the retaining bolt (see Fig.
17). Remember that any time
you tighten a suspension bolt
that goes through a bushing it
should be done with the vehicle
at ride height.
10. When doing this job, takea look at the sticker on the
inside of the drivers door jam.
Youll need the suspension code
to be sure you get the correct
springs. The first two digits on
the bottom row are the front
spring code and the next two
are the rear spring code.
You can see that spring
replacement on these vehicles isrelatively simple and its easy to
see when the rear springs are
broken. Since its sometimes not
as easy to see the broken front
springs, be sure to take a closer
look during your inspection.
The perception may be that
these cars are hard to work on
or parts are hard to get, but that
is not the case. There is a good
supply of dealer parts when
needed and there are also many
good aftermarket parts
available.
Even though Saab is nolonger making cars, the ones on
the road now should be with us
for at least another 6 to 10 years.
So, if a Saab comes into your
shop, dont send it down the
road and miss a good opportu-
nity. There is a good chance
with a thorough inspection that
a Saab will turn into a better-
than-average invoice. IC
50 June 2014 | Import-Car.com
CHASSIS REPAIRS[SaabFeature
Bob Howlett joined the Swedish Solution
(swedishsolution.com) crew in 1985 and
bought the business 10 years ago. Bob is
an ASE-certified Master Technician and is
an L1 Advanced Level Specialist. The
Swedish Solution specializes in Saab,
Volvo, VW and Audi, but it employs four
ASE Master Technicians who can service
all makes and models.
Fig. 14
Fig. 16
Fig. 15
Fig. 17
When doing this job, take a look
at the sticker on the inside of the
drivers door jam. Youll need thesuspension code to be sure you
get the correct springs.
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If youre a shop owner or technician, you al-
ready know that TPMS has been mandatory
equipment on all cars since 2007. Youre
probably also aware that many of your cus-
tomers do not know this, nor do they generally
know much about the fragile nature of the
sensors inside their tires. This disconnect can
cause customer/service adviser conflict,especially when it comes to corrosion issues,
to which TPMS valve stems have proven
particularly and fatally vulnerable.
Corrosion weakens the TPMS sensor stem, which
makes removing stuck parts without breaking the
stem a dangerous exercise.
Corrosion problems plague nearly every part of the
valve stem:
Metal parts rust-weld to the stem and freeze.
A brass valve core mistakenly installed intothe stem, within a short period of time, will be
impossible to remove without destroying the
internal threads.
Each type of corrosion weakens the sensor
stem itself.
REMOVING STUCK PARTS
Andrew Pearl, a manager at Direct Tire & Auto
Service in Boston, gave me his magic trick for
loosening corroded parts:
Spray a little PB Blaster, let the part sit and just
work it out, as opposed to one good pull. Work it
back and forth and sometimes you get lucky.
Mike Ryan, a manager for a nearby Firestone
Complete Auto Care, agreed, noting he even
tested PB Blaster against a different kind ofpenetrating oil. We got the PB-sprayed part off,
but then we had to clean the other penetrating oil
off of the other part and use PB on it instead to
get it loose.
But, sometimes, even the power of PB wont
help. Weakened valve stems will often break
under the least amount of torque, and, quite
often, even if you get the nut loose, the damage
has already been done. Many of the threads [of
the corroded TPMS sensor stems] that the nut
Advice From The Field To
Reduce Comebacks And
Put Customers At Ease
52 June 2014 | Import-Car.com
By Sean Phillips, Contributing Writer
TPMS[TechUpdate
TPMS Service TipsReal-World
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goes onto tend to basically turn
into dust, Ryan added.
To make this process even more complex, there
are also the National Highway Traffic Safety
Administration (NHTSA) regulations on TPMS,
which basically say that if a sensor breaks before it
gets into your shop, you can put in a temporary
rubber valve stem (if you must), but if it breaks inyour shop, you cant release the car until the TPMS
sensor is replaced. Many of my interviewees
expressed frustration at the effects of irreparable
long-term corrosion being defined by NHTSA as
breaking in your shop.
REPLACEMENT PARTS AVAILABILITY
This, of course, means that dealers and techs must
have quick access to replacement sensors in anenvironment where covering the market involves a
very large number of sensor SKUs.
I dont recall a time when we needed to keep a
customers car due to a lack of replacement sen-
sors, said Keith Cudgma, a district manager for
Firestone Complete Auto Care.
Since few shops will actually carry the wide
variety of replacement sensors to cover necessary
applications, they rely on the quick availability of
OE and aftermarket sensors from dealers and auto
54 June 2014 | Import-Car.com
TPMS[TechUpdateWeakenedvalvestemswilloftenbreakunderthe
leastamountoftorque,and,quiteoften,evenifyou
getthenutloose,thedamagehasalreadybeendone.
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parts wholesalers. Pearl agreed
that the availability of OE sensors
is much better than it was in the
early years of TPMS. Typically
dealers have [OE sensors] on the
shelf because its a known prob-
lem, Ryan said. I would say
that I can probably get 80%-90%
of the sensors that are out there.
OUNCE OF PREVENTION
The real key to preventing corro-
sion is proper maintenance of the
parts. Thats why the service
packs, which contain replace-
ments for every small part that
attaches to the valve stem the
nut, valve core, valve cap and any
rubber gaskets necessary to seal
the valve stem hole are so
important.
Some customers might thinkthe service pack is really just a
boondoggle so that shops can
charge more, but nothing could
be further from the truth. Its crit-
ical that these parts are changed
often to ensure proper TPMS
function, to keep corrosion from
taking hold inside the threads,
and to keep the rubber gaskets
from drying out and cracking.
Its really just like the old
days, Ryan said. Whenever we
were going to do a tire, wed
replace the valve stem. Its the
same principle, basically. You have
rubber in there it dries out, and
the seal may leak from that. You
dont want that to happen.
As for customer opposition,
Ryan said he has not seen any
problems with the cost of service
packs because they cost pretty
much the same as a valve stem
used to cost.
COMMUNICATION IS KEY
As difficult as it may be to deal
with corroded valve stems, deal-
ing with the customer can some-
times be more difficult if not
handled correctly. The importance
of communication every step of
the way was stressed by everyonewith whom we spoke.
Cudgma noted, It comes
down to the communication. If
the communication is handled
properly and the customer is
informed, there are no surprises.
But, if you break the valve stem,
and then inform the customer, it
normally doesnt go real well.
So, the best approach is to tell
the customer beforehand if you
anticipate that a valve stem
might break. If you inform the
customer that something might
break before it happens, and then
if it does, they will at least know
it was not out of carelessness.
Ryan stressed the value of
being prepared. If you know of
some vehicles that usually have
more [corrosion] problems than
others, you know which cus-
tomers youll need to inform.
If were going to service the
tire and itlooks like the
TPMS sensor is
going to break
or require
replacement,
then we
inform the cus-
tomer prior to
starting the
job, Cudgmaadded. If we
end up breaking it, and we
havent informed the customer,
we replace the sensor at no
charge.
Good communication also
means honestly letting the
customer know what the cost
might be.
Some people will get frus-trated, Ryan said. I dont think
they realize the expense that can
be involved with TPMS, but
theyre starting to get used to it.
Its like with early run-flat tires.
People didnt realize they were
going to last only 30,000 miles,
that there was no spare and they
were going to have to spend
$1,200 for a replacement set. IC
56 June 2014 | Import-Car.com
TPMS[TechUpdate
The best approach is to tell the customer
beforehand if you anticipate that a valve
stem might break. If you inform the
customer that something might break before
it happens, and then if it does, they will at
least know it was not out of carelessness.
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VOLVOCURING MANUAL
TRANSMISSION RATTLE
In an effort to increase fuel effi-
ciency, todays engines produce
more torque so they can be
driven at extremely low rpm.
Reduced viscosity engine and
gearbox oils, less vehicle weight
and improved aerodynamics also
contribute to better fuel econo-
my. But theres a downside to
this trend: resonant vibration.The dual-mass flywheel (DMF)
is designed to significantly
reduce the resonant vibrations
that an engine would normally
transmit into the gearbox. A
DMF is basically two flywheels,
one attached directly to the
engine, the other to the input
shaft of the gearbox. These two
halves are connected to each otherby a damper mechanism and hub.
If a 2001-12 Volvo XC70, V70,
S60, or a 2003-12 Volvo XC90,
comes into the shop with a rattle
noise from the transmission dur-
ing engine shutdown, idling or
engaging the clutch, its a high
probability that the DMF is bad.
Once youve determined that
the noise is coming from the bellhousing area of the transmission,
remove the transmission to
inspect the DMF.
Measuring Radial Free-Play
The DMF should be mounted on
the crankshaft during this meas-
urement. You will need a torque
wrench.
1. Torque one of the bolts that
holds the clutch and DMF
together to 6 Nm (4.4 ft.-lbs.).The secondary side of the DMF
will turn in the same direction as
the applied torque.
2. Draw a line over both the
primary and secondary sides of
the DMF (see Photo 1).
3. Now, torque the bolt in the
opposite direction than before to
6 Nm (4.4 ft.-lbs.). The secondary
side of the DMF will now turn inthe same direction as the applied
torque.
4. Draw a line over both the
primary and secondary sides of
the DMF (see Photo 1).
5. Measure the distance (S)
between the two lines on the
primary side of the DMF.
6. If the distance (S) is below
35 mm (1-3/8 in.), the radial play
58 June 2014 | Import-Car.com
[ImportTechTips
Photo 1
Photo 2
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ImportTechTips]
Import-Car.com 59
of the DMF is within specs.
Measuring Axial Free-Play
The DMF should be removed
from the crankshaft and placed
on an even surface during the
measurement. You will need a
dial indicator.
1. Use a dial indicator and
place it as shown (see Photo 2).
The DMF should be in equal bal-
ance when the dial indicator is
put in place.
2. Apply a force of approxi-mately 100 Nm (22.5 ft.-lbs.) on
pin (A) at the opposite side of
the dial indicator.
3. Read the distance of the axial
free-play on the dial indicator.
4. Turn the DMF 1/3 of a revo-
lution and perform the same pro-
cedure from the beginning, apply-
ing the force on pin B.
5. Repeat the procedure for pinC.
6. If the largest distance from
the three cases is below 2 mm
(0.078) the axial play of the
DMF is within specifications.
Replace the DMF if radial or
axial free-play measurements are
outside specifications, or if there
is physical damage to the DMF
or clutch plate surface.Courtesy of the ALLDATA
Community Automotive Diagnostic
Team, a select group of automotive
experts dedicated to helping techni-
cians fix hard-to-repair vehicles more
efficiently. Meet the team by visiting
http://support.alldata.com/alldata-
community. 2014 ALLDATA LLC.
MAZDA
VARIABLE VALVE TIMING NOISE
WHEN STARTING ENGINE
Applicable Models:
2003-08 Mazda6 (2.3L)
2004-08 Mazda3 with VINs
lower than JM1BK******864673
2006-08 Mazda5 with VINs
lower than JM1CR******306808
2006-08 MX-5 with VINs lower
than JM1NC******146287
When the engine is first started,some vehicles may exhibit a loud
ticking noise from the variable
valve timing (VVT) actuator. This is
caused by the lock pin of the VVT
actuator not fully engaging or from
a worn lock pin hole. Heat treat-
ment has now been added around
the hole of the VVT rotor lock pin
to prevent this from happening.
Repair Procedure:
1. Verify customer concern.
2. Write down the customers
radio station presets.
3. After the engine cools down,
disconnect the negative battery
cable (to prevent DTCs from being
stored).
4. Remove the cylinder head
cover.5. Turn the crankshaft clockwise
so that the notches on the VVT
actuator can be checked.
a. If the notches are not aligned,
go to the next step.
b. If the notches are aligned,
there is no problem with the VVT
actuator and this information is
not applicable. Refer to MS3 for
troubleshooting. (Fig. 1)
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6. Turn the camshaft counter-
clockwise to align the notches on
the VVT actuator. (Fig. 2)
7. With the notches aligned,
turn the camshaft clockwise 90
degrees. (Fig. 3)8. Check the notches again.
a. If the notches are not
aligned, go to the next step.
b. If the notches are aligned,
there is no problem with the
VVT actuator and this informa-
tion is not applicable. Refer to
MS3 for troubleshooting. (Fig. 4)
9. Replace the VVT actuator.
10. Set the customers radiostation presets.
11. Start the engine to verify
there is no fuel leakage around
the high-pressure fuel pump.
12. After the engine cools
down, change the engine oil.
13. Verify the repair.
Courtesy of MotoLOGIC
Repair & Diagnostics: www.moto-
shop.com/motologic. IC
60 June 2014 | Import-Car.com
Fig. 1
[ImportTechTipsFig. 2
Fig. 3 Fig. 4
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