Tomorrow's Tech, October 2014

October 2014

� Flexing Motor Muscle � Extending Oil Change Intervals � Detecting Undercar Problems

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ENGINE SERIES.................................12Performing in the Performance Engine MarketToday, we have modern muscle cars that are every bitabove the fold as the cars from the past. Only this time,there are more electronics for engine specialists to contendwith. See what’s new with the next-generation of AmericanMuscle cars and look back on the top muscle car engines ofthe past.

UNDER THE HOOD..........................24The Expanding Market of Extended Oil ChangesAuto manufacturers, in general, are continuing to reducevehicle maintenance requirements by extending oilchange intervals. But, extended oil change intervals are amixed blessing. See how this change may cause some engines to become ruined by excess accumulations of varnish and sludge due missing regular oil changes.

UNDER COVER..................................34Going Undercover on Mitsubishi Undercar ServiceAt times, the life of an auto technician is much like a de-tective, as you look for clues to solve driveability issues.For this article, we’re going to take look at the Mitsubishiline of cars and some of the more common problemsyou’ll see while investigating the undercar area.

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Career Corner: Social Networking 6

Finish Line: Auto Instructors Honored 8

Component Connection: Problem Plugs 46

TT Crossword 52

TT Classifieds 54

Report Card: Peugeot’s Quartz Concept 56

Tomorrow’s Technician (ISSN 1539-9532)(October 2014, Volume 13, Issue 7): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron, OH44333 U.S.A. Complimentary subscriptions are available to qualified students and educators located at NATEF-certifiedautomotive training institutions. Paid subscriptions are available for all others. Contact us at (330) 670-1234 to speak toa subscription services representative or FAX us at (330) 670-5335.

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2 October 2014 | TomorrowsTechnician.com

EDITORIAL STAFF:


What’s Happening

The collision industry came together onAug. 16 in Dallas, TX, during the CollisionRepair Education Foundation’s inauguralCars, Careers & Celebrities Expo to elevateawareness among local high school andcollege collision students. The event raisedmore than $300,000 for this group andended up being the largest fundraiser inthe Education Foundation’s history. The funds raised will be used to provide

additional student scholarships, tool/equipment grants and instructor support to help ensure graduatingstudents are ready for employment within the industry. “I believe this event will be seen as a significant milestone in the Education Foundation’s history as it

will be the first major effort for the organization to expand out from not only providing support to thefuture professionals of the industry, but also helping to connect students with industry employers,”said Collision Repair Education Foundation Executive Director Clark Plucinski. “We look forward to following up with participating expo industry businesses and assisting with fulfilling their entry-levelemployment needs with the hope that we can expand this type of event across the country.”For more information, visit: http://collisioneducationfoundation.org/

Collision Repair Education Foundation Hosts Fundraiser

New Website Designed toImprove AutomotiveCareer SearchesBabcox Media Inc. announces the launchof AutoCareCareerHub.com.

AutoCareCareerHub.com builds uponthe strengths of AutoProJobs.com, thecompany’s niche job board serving theauto repair, service, collision, parts distribution and heavy-duty segments ofthe automotive aftermarket.AutoCareCareerHub.com is a digital destination for automotive professionalswho are looking for job openings andcompanies that are searching for qualifiedcandidates. In addition, the website features top-notch industry content alongwith news and events.AutoCareCareerHub offers a clean design,

easy-to-navigate functionality, and a content-rich online experience, and willserve as a one-stop resource for techniciansand aftermarket managers who want toenrich their automotive career or businesses.

Karen Kaim will continue to serve assales manager ofAutoCareCareerHub.com.

Northwood University held its 51st Annual InternationalAuto Show October 10-12, with the theme of “Take theWheel,” focusing on connecting consumers to their vehicles.The show is North America’s largest student-run outdoor

new car auto show and is held on the Michigan Campus ofNorthwood University in Midland, MI, each Fall.The show, which attracts 60,000 visitors from the local

community and all parts of the country, had more than 65manufacturers and 500 vehicles on display from carmakerslike Ford and Chevrolet to luxury brands such as Rolls-Royceand Ferrari.For more information, visit:

http://blogs.northwood.edu/autoshow/about/Photo credit: Mlive.com

Students ‘Take the Wheel’ at Hosting Auto Show


Social media is everywhere – in your personal life, in the business world, andeven in your job search. That’s right, in your job search. If you

aren’t utilizing social media while huntingfor a job, you are missing out. Why? Social mediaenhances employers’ ability to find and interactwith you, provides a personal branding opportunity,and allows you to showcase your talents. In fact, in a recent CareerBuilder survey of more

than 2,000 human resource professionals and hiring managers, 43% of employers said that they utilize social media in the hiring process.Furthermore, 23% found content that led directlyto hire a candidate.So….How do you maximize social media to help

land the job?

LinkedInConnect: Network. Network. Network. Reviewyour current connections and take time to re-con-nect with anyone who may have valuable connec-tions in your job search. Reach out to individualswith careers you’re interested in – it never hurts tostrike up a dialogue and make a new connection.

Follow: If you’re interested in working for a spe-cific company, follow the company page onLinkedIn. This will keep you updated on companynews and job openings. Also, follow job boardsyou may be using. For example, if you’re interest-ed in automotive jobs and utilizing AutoCareCareer Hub, follow us on LinkedIn to keep a pulseon the new jobs that we post daily.

Specify: Provide a detailed work history withspecifics and examples. You are more likely tostand out to hiring managers if you have a full and

complete work history.Get Involved: Jump in on industry conversations

to showcase your passion and knowledge aboutyour industry. Get your name out there!

Twitter#hashtag: Many employers use Twitter to broad-cast their open positions. Search different hashtagssuch as #jobs, #jobopening or #sales. For example,AutoCare Career Hub uses #jobs, #hiring and#ACCH.

Search: Just like hashtags, you can simply searchfor words that are featured in Tweets. Search forkey words that are applicable to your job hunt. Forexample, if I were looking for an Aftermarket SalesManager position in Seattle, I would search “aftermarket sales” and “Seattle.”

FacebookClean Up: Simple, but true – make sure yourFacebook page is “Employer Appropriate.”Review your Public/Private settings and confirm

that you’re comfortable with what you allow pagevisitors to see. Ask yourself, “Would I want a potential employer

seeing/reading this?” The Internet can be yourfriend or foe … Be smart about it.

Update: Make sure your work experience is up-to-date. Many times people forget to update thissection as they get caught up in sharing cute ani-mal pictures or updating their status. Don’t forgetto take a step back and view your profile as a thirdparty would.

Like: Like the company Facebook page of thecompany you’re interested in to keep you in theloop. �

career Corner

Social Media allows you to illustrate a professional image, as well as your personality.

By Libby Melhus, autocarecareerhub.com

HOW TO USESOCIAL MEDIA IN JOB SEARCHES

Each month, Tomorrow’s Tech takes a look at some of the automotive-related student competitions taking place in this country, as well as the world. Throughout the year in “Finish Line,” we will highlight not only the programs and informationon how schools can enter, but we’ll also profile 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


ASE Industry Education Alliance Recognizes Auto InstructorsThe ASE Industry Education Alliance recognized 34 members

of the inaugural class of automotive instructors at the ASEIndustry Education Alliance Instructor Training Conference,recently at The Alexander Hotel in Indianapolis, IN.

“The ASE Industry Education Alliance is proud to recog-nize the best of the best in career and technical education,”said Trish Serratore, president of the National AutomotiveTechnicians Education Foundation (NATEF) and AutomotiveYouth Educational Systems (AYES). “These outstandinginstructors represent the dedication, commitment and experi-ence our industry needs to train the automotive professionalsof tomorrow.”

The instructors recognized are ASE-certified Master technicians currently employed at a NATEF accredited program with at least five years of teaching experience whohave placed students in work-based learning assignments,such as AYES or other defined internship model. To qualify, each also had to have an advisory committee

member affiliated with at least one ASE Industry EducationAlliance supporting organization, and documented atten-dance at one instructor training event in the prior year.

“We join in congratulating this remarkable group of automotive instructors,” said Tim Zilke, ASE president andCEO. “The success of our industry will be determined by thefuture group of leaders just now beginning their careers atCTE programs across the nation. We created this honor torecognize the important role that teachers play in shapingtomorrow’s automotive service professionals.”

“The Automotive Training Managers Council recognizes the critical importance of providing the best possibletraining and support for automotive instructors and is happy to have been able to play a part in the success of thisinaugural recognition,” said Dave Milne, president of ATMC.For more information visit http://www.natef.org.

Left to right: Trish Serratore, president, NATEF/AYES;Carl Hader, Grafton High School, Grafton, WI; MarloMiranda, Forsyth High School, Cumming, GA; ThomasEvans, Caddo Career & Technology Center, Shreveport,LA; Jasper Adams, Niagara Career & Technology Center,Sanborn, NY; Curtis Silver, Atlantic County Institute ofTechnology, Mays Landing, NJ; Bill Robin, Tri-CountyRegional Vocational Center, Franklin, MA; Gary Weese,Caddo Career & Technology Center, Shreveport, LA;Randy Baker, East Valley Institute of Technology, Mesa,AZ; Robert Leone, Ozarks Tech Community CollegeCareer Center, Springfield, MO; Mark Hendricks, R.D.Anderson Applied Technology Center, Moore, SC; GaryWilfong, Frederick County Career & Technology Center,Frederick, MD; and Chuck Roberts, vice president,NATEF/AYES.

2014 SEMA Releases 2014 Memorial Scholarship WinnersThe SEMA Memorial Scholarship Fund has awarded $152,000 to 61 individuals this year. This includes 44 SEMA

scholarships presented to current students, and 17 loan-forgiveness awards presented to employees of SEMA-mem-ber companies. In addition, one student was awarded a full-tuition scholarship to Ohio Technical College for the


• Tyler W. Bagby, Johnson County Community College�• Damian T. Begler, School of Automotive Machinists�• Brandon J. Belcher, University of Northwestern Ohio�• Brenden D. Bungert, University of Minnesota-Duluth�• Alexis Art Cadiao, Mira Costa College (Steve Woomer

Award)�• Ryan A. Call, Brigham Young University-Idaho�• Trevor A. Chaney, University of Northwestern Ohio�• Dalyn M. Cirac, University of Northwestern Ohio�• Austin T. Ellis, Colorado School of Mines�• Lee S. Engelhardt, Northwood University �• Sara J. Erhart, Wyoming Technical Institute (SEMA

Businesswomen’s Network Award)�• Chester L. Fisher, University of Northwestern Ohio�• Justin L. Furman, Washtenaw Community College�• Matthew Fusco, Northwood University�• Hugo Hernandez, California State University-

Northridge (Louis L. Borick Award)�• Austin W. Hiebert, McPherson College (John Menzler

& Hot Rod Industry Alliance Award)�• Nicholas V. Hines, University of Northwestern Ohio�• Leonard R. Howe, Brigham Young University-Idaho�• Eric A. Jiskra, Eastern Michigan University �• Jeremy Johnson, Columbus State Community College

(Melvin Burton Award)�• Jeffery Kesterson, Oregon Institute of Technology�• Thomas C. Klein, University of Northwestern Ohio (Don

Turney Award)�• Mark Lopresto, Cleveland Institute of Art (Harlan Felder

Award)�• Brent Maynard, University of Northwestern Ohio

(Motorsports Parts Manufacturers Council Award)�• Shaun Michael McCarthy, Stanford University�• Jacob E. Mischel, North Dakota State University-Main

Campus�• Sara E. Mohon, Clemson University �

• Tyler K. Nelson, Brigham Young University-Idaho(Performance Warehouse Association & Light TruckAccessory Alliance Award)�• Harmon L. Newhouse, Brigham Young University-Idaho�• Kaj Niegmann, Georgia Institute of Technology (Bernie

Karp Award)�• Joel R. Ortberg, University of Northwestern Ohio�• Amir Sadeghi Pari, Austin Community College �• Masey S. Peone, Central Washington University

(Thurston Warn Award)• Kyle D. Peterson, University of Northwestern Ohio�• Garrett Rider, University of Missouri-Columbia (Mike

Kunzman Award)�• Bobby J. Robertson, Jr., McPherson College �• Juan Rodriguez, Jr., Universal Technical Institute-

Sacramento�• Robert S. Rose, University of Northwestern Ohio (Joe

Hrudka Award)�• Mclane T. Rowley, University of Northwestern Ohio

(K&N Engineering Award)�• Paul J. Sakalas, Kent State University (Jeff Moses-Automotive Restoration Market Organization &Manufacturers Representative Network Award)�• Andrew J. Smallman, Kettering University (Emerging

Trends & Technology Network Award)�• Zachariah J. Sprenger, De Anza College (K&N

Engineering Award)�• Michael C. Sydow, Ferris State University �• Sarah K. Wilkerson, Santa Barbara City College (Louis

L. Borick Award) �

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

2014 SEMA MEMORIAL SCHOLARSHIP AWARD WINNERS�ARE:

2014-2015 academic year.Recipients of these scholarships will be entering into the disciplines of Automotive Engineering & Technology,

Automotive Aftermarket, Mechanical Engineering, Business Management, Electrical Engineering, Education, IndustrialEngineering & Design, Automotive Machinist, and Public Affairs/Administration.More than $2 million has been awarded to over 1,000 deserving students since the program’s establishment in

1984. The SEMA Memorial Scholarship Fund and the SEMA Loan Forgiveness Program are dedicated to fostering the

next generation of automotive aftermarket industry leaders and innovators by helping them get off to a successfulstart in their education and automotive aftermarket career.

Note: The online application for next year’s awards will be accepted November 3, 2014 through April 1, 2015 atwww.sema.org/scholarship.


Car StarsGreat car movies such as “Bullitt” and “American Graffiti”heightened the visibility of the muscle car and street per-formance culture. Baby boomers wanted to go fast even ifthey were just driving to the grocery store. The open roadwas calling and America answered.But, the government intervened and quickly started killing

the culture in the early to mid-’70s. Then the gas crisis of thelate ’70s put the final nail in the coffin. Or did it?Fast-forward 40 years and there’s a new generation of muscle cars on the road that reflect the

nostalgic emotions of these classic performers from the ’60s and ’70s. In recent years, Hollywood again found it successful to churn out films whose “stars” are often a

four-wheeled beauties from the past like the 1967 Ford Mustang Shelby GT500 from “Gone in 60seconds,” Bumblebee, the Chevrolet Camaro from “Transformers” and the 1970 Dodge Chargerfrom the early “Fast and Furious” films.

Engine SeriesBy Tomorrow’s Tech staff

PERFORMING IN THE PERFORMANCEENGINE MARKET

Today, we have modern muscle that is every bitabove the fold as the cars from the past. A new gen-eration of Mustangs, Camaros and Challengers areprowling the streets and owners are still looking formore power just like they did in the past. Only thistime, there are more electronics for engine specialiststo contend with.

Road to RecoveryAccording to statistics from Hagerty, a collector carinsurance company, the muscle car collector markethasn’t recovered to the levels it was at before the 2008economic meltdown. But the good news for collectorsof these vehicles is that the prices have stabilized andeven grown for most of the cars in the sector. For engine builders and performance specialists,

that may not mean so much, but what is important isthat there is still strong interest in these cars evenafter 40 years.

In fact, it may even be stronger now than it hasbeen in the past, especially when you count the mod-ern muscle and custom builds. The majority of thestreet performance market is made up of classic ormodern muscle, in large part thanks to the smallblock Chevy, which has become ubiquitous amongthe performance crowd.If you, down the road, have a customer who has a

numbers-matching muscle car, chances are he or she’snot going to buy a crate engine for it unless it’s toswap out for some daily driving without putting theabuse on the original, more valuable engine. Collectors may wish to restore their numbers-match-

ing engine back to original specs, only this time usingmodern parts and techniques to rebuild them. Andaccording to our experts, there are a great number ofthese owners who want more power and hope tobring their classic muscle car into the modern age. Unfortunately, there are some horror stories out


PERFORMING

1970 Dodge Charger Bumblebee, the Chevrolet Camaro

there about owners who take their cars to hot rodshops only to get it back with an engine problem.One engine builder we spoke to said that there’s awide spectrum of competency out there in the musclecar and hot rod realm. Many of these shops are notcapable of rebuilding an engine, nor even assemblingone. Of course, this disclaimer, before we get thehate letters: we understand that there are good onesout there too that do quality work and partner withgood engine builders. Experts say, in fact, that there are GREAT opportuni-

ties to go out and partner with other hot rod shopsthat don’t have the capability or equipment to do thework in-house. Shops want to keep as much of the profit in-house

and may only send you the machine work. But YOUshould be doing all of the engine build. You may givethem a discount for the work since they are doing allthe selling and dealing with the customer. But since

it’s YOUR name on the engine plate, you want tomake sure you protect your reputation. One of the difficulties with building engines for the

muscle car market is that some of the more obscureapplications, such as the Buick Grand National, canbe hard to find parts for now. They’re not quite oldenough to be vintage, but they’re still collectible. Soyou may have a hard time finding a crankshaft for thisapplication, for example, because most of the coresare worn out and not many make an aftermarketreplacement.

Revving InterestWhile some specific parts may be hard to come by,parts manufacturers for muscle cars and other perform-ance vehicles are seeing growth in this market.Sales of automotive specialty-equipment products

continue to climb, reaching $33 billion in 2013. Thenumber represents a 6.7 percent increase over theprevious year and marks the fourth consecutive yearof growth, according to the SEMA Annual MarketStudy that is available at www.sema.org/2014samr.“The Specialty Equipment Market produced the

highest growth since the recent recession,” said ChrisKersting, SEMA president and CEO. “There are anumber of factors that figure into this upward trend.”One of those factors is Kersting noted is that street

performance products – which includes muscle carproducts – accounted for 26% of sales last year. The renewed focus on performance models by the

OEMs has helped drive interest in this segment. Newmodels such as the Scion FR-S, and muscle redesignslike the 2015 Mustang, and high-performance pack-ages such as the Hellcat Challenger have inspired the


The 1996 Impala SS is a modern muscle car cult classic.

industry and consumer alike toaim for increased performance.Another factor is an improving

economy. According to SEMA,the U.S. economy continues toshow positive signs for industrygrowth, with gross domesticproduct rising and unemploymentrates dropping. Forecasters aregenerally predicting sustainedmoderate growth for the U.S.economy over the next few years.Meanwhile, car buyers haveshown renewed enthusiasm,pushing new-vehicle sales upwardtoward pre-recession levels.

Top Muscle Over the years, there have beenmany arguments over the great-est engines of the muscle car era.A lot of that chatter is oftenbased on which auto brand a par-ticular enthusiast follows.But, according to Tony Begley

of the Muscle Car Club(www.musclecarclub.com), thereare different factors engineenthusiasts like he use for namingthe top muscle car powerplant.Some of these engines weretuned for horsepower (top speed)while others were tuned fortorque (acceleration). Still otherswere seriously under-rated tokeep a low profile and keepinsurance agents guessing. Begley created a profile on

some of the greatest enginesever installed in a muscle car.Some were mass productionengines, others were true raceengines quietly slipped into streetcars. For simplicity sake, they arelisted by manufacturer. According Begley, the following

are the greatest muscle carengines of all time:

1965 Ford/Mercury 427CammerThe most powerful engine evermade was the Ford 427 Cammer,which was developed with theintention of taking on Chrysler’s

Hemis. Ford gave the 427 blocknew heads with hemisphericalcombustion chambers. To capthat, they fitted overheadcamshafts – one per cylinder bank– which gave the engine its nameand allowed it to rev to anunheard of 7,500 rpm. With theregular single four barrel carb,the “cammer” put out 616 hp,but with dual four-barrels, it pro-duced a massive 657 hp. Withthis kind of power, the “cammer”427 was totally unsuitable forstreet use. These engines werenot sold to the general public,but about 50 examples werebuilt, mostly for professional dragracers.

Ford 428/429 Cobra Jet1968-1971

Ford unveiled perhaps its mostfamous line of engines, the 428Cobra Jet, in 1968. It was basedon the regular 428, but includedlarger valve heads, the race 427’sintake manifold and an oil-panwindage tray. It had ram-airinduction and breathed through afunctional hood scoop. Outputwas listed at 335 hp, but wasrumored to be around 410 hp.The 428 Cobra Jet engines

were replaced in 1970 by new429 Cobra Jet engines. The 429CJ was rated at 370 hp while theSuper Cobra Jet had 11.3:1 com-pression and was rated at 375 hp.

Buick 400/455 Stage 1 1968-1973In a nod to the performance mar-ket that was driving muscle car

sales, Buick quietly introduced a rare dealer-installedoption in 1968 which treated the 400 cid engine witha hotter cam, 11.0:1 compression, stronger valvesprings and a reworked transmission. Officiallypegged at a mere 345 hp, or just a 5 hp increase overthe base 400 cid engine, experts believe that it wasmore like 390 hp and it dropped 1/4 mile times by 1second or more. It was called the “Stage 1 SpecialPackage” and was an indicator of great things tocome.1970 saw the greatest Buick engine of all time. GM

finally lifted its corporate ban of engines larger than400 cubic inches in an intermediate body and Buickresponded by stuffing a brand new 455 cubic inchengine into its restyled GS. The 455 boasted moredisplacement, bigger valves and a hotter cam thanthe 400 and was also mated to standard cold airinduction through functional hood scoops. The 455was rated at 350 hp and a stump pulling 510 lb.ft. oftorque. This was the highest torque rating of any production engine besides Cadillac’s 472 and 500 cidV8s, and no engine achieved it at a lower rpm (2,800rpm)

Chevrolet 409 1961-1963

In 1961, Chevrolet introduced its 409 cubic inch V8,the engine that would launch the Big Three auto man-ufacturers into the horsepower race that would lastwell into the 1970s. The 409 was actually a responseto Ford’s new 390 cid engine, which was outperform-ing Chevys on the dragstrip. Although it put out“only” 360 hp compared to Ford’s top 375 hp, thoseextra 19 cid gave it respect on the street and immor-talized it in song (“She’s real fine, my 409”).Unfortunately, the 409 already came with 11.25

compression and a four barrel carburetor, and due toits wedge-shaped combustion chambers was not veryeasy to improve performance further. In 1962, the 409was improved by adding new cylinder heads and arevised camshaft. With the standard 4 bbl carb, the409 produced 380 bhp.

Chevrolet 427 ZL1 1969The ZL1 engine was based on the regular Chevrolet427 engine. However, instead of the regular iron-block and head L72 found in the regular 427 engine,the ZL1 sported aluminum heads and the first alu-minum block ever made by Chevrolet. It shared theL88 aluminum head/iron block’s engine rating of 430hp, but made closer to 500 hp – making it probablythe most powerful engine Chevrolet ever offered tothe public. And the engine weighed just 500 pounds,the same as Chevy’s 327 small block. The ZL-1 wasmade available only for 1969 under COPO 9560 andChevrolet needed to install 50 copies to qualify theZL1 Camaro for racing.

Chevrolet 302 1967-1969

In 1967, Chevrolet quietly created a Z/28 option forits new Camaro. Specifically designed to compete inthe Sports Car Club of America Trans Am racingseries, which placed a 305 cid limit on its entries, theZ/28 was available to the public solely to qualify forracing. What you got was a unique 302 cid smallblock that was created by taking the 327 block andinstalling the short-stroke 283 crank. Advertisedhorsepower was listed at just 290 hp, which was notvery impressive until one hooked it up to a dyno andgot actual readings of 360-400 hp. The Z/28 Camaroproved to be difficult to launch on the street becauseits high revving engine was lethargic under 4,000 rpmand worked best when it was shifted at 7,500 rpm.


Chevrolet 454 LS6 1970

When General Motors lifted itsban on engines larger than 400 cidin intermediate cars in 1970,Chevrolet responded by creatingtwo new 454 cid V8s, the LS5 andLS6, and stuffed them into theirChevelle and El Camino. The LS6used the same block as the LS5,but added on a 800-cfm Holleyfour barrel on an aluminum mani-fold, 11.25:1 compression, solidlifters, four-bolt mains, forgedsteel crank and connecting rods,forged aluminum pistons anddeep-groove accessory pulleys.The LS6 would be a one year onlyengine as the GM mandatedswitch to unleaded fuel in 1971sealed its fate.

Pontiac 421 Super Duty 1962-1963In the early 1960s, auto racing washot and Pontiac offered a tremen-dous selection of performanceparts and options under the name“Super Duty.” At the top of theSuper Duty option list was a spe-cial line of Super Duty engines,based on its 421 V8, which Pontiacoffered to the public in order tomeet new NHRA rules changesthat required engines and bodyparts for the stock classes to beproduction options on retail vehi-cles. The 1962 Super Duty 421 wasofficially rated at 405 hp, but trueoutput was rumored to be around460 hp. Although street legal,these engines were truly raceready with four-bolt mains, forged

rods and crank, solid lifters, andNASCAR heads.

Pontiac 455 Super Duty1973-1974The Super Duty 455 V8 (SD-455)was introduced in the PontiacFirebird in 1973. “Super Duty” wasthe name Pontiac used on its highperformance (i.e. race ready)engines in the early 1960s, and theSuper Duty 455 was a street legalrace prepped engine. All SD-455swere hand assembled, and had areinforced block, special camshaft,aluminum pistons, oversize valvesand header-like exhaust manifolds.Pontiac rated the SD-455 enginesat a stout 310 hp and 390 lb.ft.,but experts agreed that it wascloser to 370 hp.

Mopar 413 Wedge 1963-1965With the introduction of the 426Max Wedge in 1963, the 413 MaxWedge was dropped from theDodge and Plymouth lines, but the413 in milder states-of-tuneremained available in Chryslercars. For 1963, you could order asingle four-barrel 413 developing340 hp at 4600 rpm and 470pounds-feet of torque at 2,800rpm. Compression ratio was10.0:1. There was also a dual four-barrel setup that developed 390hp at 4,800 rpm and 485 pounds-feet of torque at 3,600 rpm.

Mopar 426 Max Wedge1962-1965In 1964, Chrysler introduced the 426Max Wedge Stage III. Improvementsincluded larger-capacity Carter car-buretors and larger air cleaners toaccommodate them: a newcamshaft with 320 degrees of over-lap: modified combustion chamberswith deeper clearance notchesaround the valves; 13.0:1 pistonsreplaced by 12.5:1 pistons in thehigher-compression engine: andnew exhaust manifolds designed forNASCAR racing.

426 Hemi 1964-1971As most Mopar enthusiasts know,the 426 Hemi was not the firstChrysler Hemi, but it was the best.Whereas the Hemis of the 1950swere passenger-car engines, the426 Hemi of 1964 was conceivedstrictly as a race engine, from theoil pan up. Its purpose was to winbig on the NASCAR circuit and dominate organized drag racing.The street Hemi was introduced

in 1966 in the Plymouth Belvedereand Dodge Coronet and Charger.Both engines were very similar.The street and race Hemi had thesame cast iron, stress-relieved

block with a bore and stroke of4.250x3.750 inches. The forged, shot-peened and

Nitride-hardened crankshaft wasthe same for both street and raceHemi, as well as the impact-extruded pistons, crossbolt mainbearing caps, forged connectingrods, iron cylinder heads andmechanical lifters.Despite all the modifications, the

street Hemi’s advertised horse-power and torque ratings stayed at425 hp at 5,000 rpm and 490 foot-pounds of torque at 4,000 rpm.Many people claim the output wascloser to 500 hp.

Terms of EndearmentCrate Engine: As the name suggests, a crate engine is a complete engine thatis delivered in a crate/container. Though the term could apply to the completely stock long-blocks sold by retailers, it generally refers to thoseready-to-install powerplants sold by the aftermarket. These engines are alsopopular in sportsman racing series to provide engine equality among the racecars.

Muscle car: A term used to refer to a variety of high-performance, American-made sports coupes with powerful engines designed for high-performancedriving. Muscle cars are normally powered with a large V8 engine fitted in a 2-door, rear wheel drive, family-style mid-size or full-size car designed for four ormore passengers. Muscle cars are intended for mainly street use and occasionaldrag racing and include such vehicles as the Pontiac GTO, Chevy Chevelle SS,Plymouth Barracuda, and Dodge Charger.

Pony car: This refers to an American class of automobile launched and inspiredby the Ford Mustang in 1964. The term describes an affordable, compact,highly styled car with a sporty or performance-oriented image. Other pony carsmay include Chevy Camaro, Dodge Challenger, Pontiac Firebird and the AMCJavelin. �


Auto manufacturers, in general, arecontinuing to reduce vehicle mainte-nance requirements by extending oilchange intervals. But extended oilchange intervals are a mixed bless-

ing. On the upside, extended oil change intervalsare conserving precious oil and reducing carbonemissions. On the downside, many vehicle own-ers are forgetting to check their engine’s oil levelbetween oil changes.The most common result is an engine ruined

by excess accumulations of varnish and sludgedue to using motor oils that are not approvedby the engine manufacturer. In less commoninstances, the engine fails due to low engine oillevels and a subsequent lack of lubrication.Whatever the case, extended oil change inter-vals are changing how we should recommendand perform scheduled vehicle maintenances.

Sensing LevelsThe oil level sensor obviously warns the driverwhen the engine oil level is critically low.Although many auto manufacturers install oillevel warning systems as standard equipment,many vehicles in the current fleet aren’t so

equipped. In other instances, the oil level sensormight not function correctly.Consequently, it’s always important for the

technician to check the engine’s oil level when-ever the vehicle is being serviced. If the oilappears very dirty or the oil change interval hasnearly expired, an oil change and scheduledservice recommendation should be made. If the oil appears clean but the level is low,

it’s important to know the vehicle owner’sbrand preference for engine oil before addingoil. Most won’t know or care, but some ownersmight prefer using a specific brand of oil. In anycase, if the engine oil level is low, alwaysinspect the engine and oil filter for leakage orother signs of oil consumption and make theappropriate service recommendations.

Monitoring Oil LifeModern oil life monitors use data from thePowertrain Control Module (PCM), such as calculated engine load, trip length, averageoperating temperature, etc., to measure oil life.It’s not unusual for oil life monitors to extend oilchange intervals to 10,000 or more miles.The primary issue in dealing with oil life

Under the Hood

THE EXPANDING MARKET

Adapted from Gary Goms’ article in

OF EXTENDED OIL CHANGES

monitors is to ensure that thereplacement engine oil meets themanufacturer’s extended mileagerequirements. The “generic” 5W-30 oil might,

for example, expire at 6,000 milesbecause neither the base oil northe additive package meets original equipment (OE) requirements, which results in disastrous consequences. In a few situations, the oil life

monitor might not accurately indicate expected oil life. The evidence might be a varnish orsludge accumulation on internalengine parts. Valve train sludge,for example, can often be observed when the engine oil capis removed for service. Similarly,rust, varnish and sludge can formon the upper portions of the oildipstick. If varnishing or sludging isapparent, a shorter oil changeinterval should be recommended.

Controlling DepositsWhile lead-free, high-detergentgasoline has dramatically reducedintake port and combustion chamber deposits, modern engineoils are also specially formulated toprevent carbon from forming inthe combustion chamber, pistonrings from sticking and oil additives from contaminating thecatalytic converter. In particular, modern engines

generally use narrow, low-tensionpiston rings that are fitted verytightly into the piston to increasepiston ring sealing and reduce oil

consumption. On the upside, lowpiston ring tension reduces rotat-ing friction and cylinder wear. Onthe downside, low-tension ringswith tight side-gap clearances tendto stick when the incorrect engineoil is used. Therefore, the ability ofan engine oil to clean and lubricate the piston ring package iscritical.

Anti-Scuffing IssuesOil suppliers have also eliminatedzinc and phosphorous-based anti-scuff additives that reduce catalyticconverter efficiency. While theelimination of these particular anti-scuff additives has increasedcamshaft wear on some high- performance pushrod-styleengines, it hasn’t affected over-head camshaft engines due to thelower valve spring pressures usedon overhead camshaft designs.On the other hand, some

engines equipped with direct fuelinjection require a high degree ofanti-scuff protection to prevent thecamshaft-driven high-pressure fuelpump and camshaft lobe fromwearing out. In most cases, oil refiners have

gone to much higher quality baseoils to prevent wear on the high-pressure fuel pump and cam lobe.Again, it’s vitally important tomake sure that the replacement oilis either OE oil or is approved bythe OE manufacturer.As for older, performance

pushrod, flat-tappet engines thatare not equipped with catalytic

Oil Filter Maintenance Tip:When installing the O-ring, it must be lubricated with clean,

new engine oil. The new O-ring must be installed with new, clean engine oil to

allow it to roll smoothly across the sealing surface and preventingshearing, cutting, tearing or displacement out of its groove.Lubing the O-ring reduces the force required for installation andacts as a safety check to ensure there is an O-ring in its intendedgroove. Dirty oil can have dirt, grit or metal particles that wouldnot allow the O-ring to move smoothly to its intended groove.

Source: WIX Filters

converters, specially branded performance oils are available with anti-scuff additives to prevent camshaftand valve lifter wear. In addition, zinc-based “ZDDP”additives are also available to enhance the anti-scuffqualities of over-the-counter motor oils. Again, these oilsand additives are not intended for vehicles equippedwith catalytic converters.

Causes of SludgingNeglected oil change intervals can ruin the best engineoils. As engine oil accumulates miles, it becomes contaminated with carbon, water and various acids, allof which are a by-product of internal combustion andwhich will form a film of black, gooey sludge on theinterior parts of the engine.Cold-engine operation accelerates the formation of

sludge because the oil temperatures aren’t sufficient

to evaporate accumulated moisture. Oil sludging isalso aggravated by short-trip, cold-weather drivingand by thermostats that are stuck open.

See Photo 1.When the engine is operated at high speeds and

temperatures, sludge often dislodges and clogs theoil filter. Since most oil filters incorporate bypassvalves that allow the lubricating oil to flow around aclogged filter media, the dirty oil can pass directlyinto the engine and clog small-diameter oil galleries.

Getting DirtyIn any case, heavily sludged oil will eventually clog theengine’s oil pump pickup screen, oil filter and oil galleries. The initial symptoms of oil starvation are


Photo 1: While the slightly varnished interior of thisengine is normal, the varnish might not have accumu-lated if the oil change intervals had been shortened.

Oil Filter Maintenance Tip: An efficient tool to add to any

toolbox for ensuring a spin-onoil filter is tightened properly isa silver Sharpie marker.

When an oil filter is spun onthe engine until gasket contact,mark the filter at 12 o’clock with a Sharpie andfinish tightening per the filter’s instructions. Withthe mark, you will know exactly how far you’veturned the filter, thereby helping prevent over-tightening or under-tightening.

Source: WIX Filters

engines that become noisy duringcold start-up and oil pressuregauges that rise very slowly.Broken timing belts are also symptomatic of oil starvation onoverhead camshafts. Because thedamage usually includes the crank-shaft and piston assemblies, don’tbe too eager to quote a cylinderhead replacement as the cure for aseized camshaft. See Photo 2.All too often, the detergents

contained in fresh oil will accelerate

the clogging of oil pump screensand oil filters by loosening accu-mulated sludge. Volumes ofengine sludge and dirty engine oilalso easily clog today’s compactoil filters. If the oil filter bypassvalve opens during cold starts,more sludge and dirt will pass intothe engine bearings and recipro-cating parts. In addition, enginelife is drastically shortened whenoperated at extreme loads andtemperatures with badly degradedengine oil. See Photo 3.

Photo 2: A loss of lubricationquickly scores pistons and othervital engine components.

Photo 3: Oil filter cutters are handy for detecting metallic debris trappedin the oil filtering media. The duct tape helps the filter wrench grip thefilter canister.

The problem with any heavily sludged engine is thatinternal repairs tend to dislodge even more sludge intothe oil stream. Because attempting to clean an engine in-chassis is both expensive and risky, you can best addressthe situation by replacing or rebuilding the engine.

Interference with VVTMost modern engines are very susceptible to lubricationproblems because they are equipped with variablevalve timing (VVT). A pulse-modulated control valve

that meters oil pressure to ahydraulic piston or vane-typecamshaft timing phaser controls theamount of advance or retard. Aseparate valve-timing sensor is usedto monitor VVT position.Quite clearly, the phaser must

react to small changes in oil pres-sure. Since sludge can interfere withthe smooth modulation of the oilpressure contained inside the camphaser, the result can be poorengine performance at specificengine speeds and loads. In manycases, a DTC will be stored thatindicates a problem in the VVT system.

Adding it All Up Since oil prices have climbed dra-matically the past few years, cus-tomers are becoming more price-sensitive. But it’s also important tounderstand that, to remain prof-itable, a shop’s pricing structure formodern vehicle oil change andinspection intervals must be realistic.In addition, you’re doing a

disservice to your customers ifyou’re exclusively selling low-costgeneric engine oils and budget-priced oil filters to meet price- sensitive competition.OE-specification oils and filters

often become the cheaper (andwiser) choice when weighed againsta costly engine replacement. If youdo the math, it will become clear toyou and your customer that usingthe correct engine oil and filter isthe less expensive and far moreprudent choice. �


Photo 4: Filter replacement intervals are designed to minimizemaintenance expense for thevehicle owner. Photo courtesy of WIX Filters


At times, the life of an auto technician ismuch like a detective, as you look forclues to solve driveability issues. For thisarticle, we’re going to take look at theMitsubishi line of cars and some of the

more common problems you’ll see while investigatingthe undercar area. Since this automaker offers a solid vehicle lineup

at a reasonable price, there are plenty ofMitsubishis on the road, and it’s safe to assume thatthey will find their way to a shop you will work in.And, there’s no reason they shouldn’t be welcomed.The brake and suspension systems on Mitsubishi’s

popular line of cars and SUVs are undercar systemswhere problems can be detected during routinemaintenance. From loose ball joints to worn-out brakes, it’s all

there to be checked while the vehicle is on the rackfor service and, oftentimes, the driver has no ideathere’s a problem. That’s why it’s so important that we recommend

routine maintenance to our customers. Preventivemaintenance not only helps your shop’s bottomline, but also lets the customer know that the safeoperation of their vehicle is your primary concern.

UnderCover

GOING UNDERCOVERON MITSUBISHI UNDERCAR SERVICE

Adapted from Bob Dowie’s article in

Babcox Blue

Keeping QuietIf the driver has a noise concern, many times, the besttactic is to have a tech road-test the car with the customer to help pinpoint the noise you’re chasing.At the same time, it’s a good idea to do a thoroughsafety inspection.As stated earlier, many times the owner is not awarethat they have a worn suspension component, orneed to have the brakes replaced. It’s up to us topoint out these problems and advise the customer onthe best course of action.

Get a GripGrab the wheel at the 9 o’clock and 3 o’clock positions and shake the wheel side-to-side, checkingfor looseness in the steering system. It doesn’t take aviolent shake to feel the looseness, just a firm input. Ifyou feel some play, have an assistant look for themovement, concentrating on the inner and outer tierod ends, side movement of the ball joint, control armbushings and wheel bearing play. Move your hands tothe 12 o’clock and 6 o’clock positions and do thesame thing. Here you’ll pick up play in the strut shaftor mounting, ball joint and control arm bushing, and ifthere was any wheel bearing play in the shake test, itwill also be noticeable. Finally, spin the wheel to checkfor noises and brake drag. If play in the bearing is noticed, it should be taken

care of whether it’s quiet or not. Check the torque onthe axle nut; if it’s loose, you’ll have to make a judg-ment call — has someone been in there or is the bearing or hub showing wear? If the play is excessive,retorquing has no effect and the bearing isn’t growling, it would pay to be sure a hub is availablebefore the car is disabled on the lift. Suspension noises will usually present themselves ina couple of ways; knocking, squeaking and creakingare the most common. Squeaking noises are often theresult of tie rod ends and ball joints binding up as aresult of rust buildup. Tie rod ends can be checkedwith the car in the air by twisting the rod; ball jointscan usually be confirmed with a knee to the bumper orrocking the vehicle side-to-side. While you’re pushing, you can’t help but check thestruts’ dampening condition, but it’s rare to have anoise caused by the strut itself. Using your technicians’stethoscope, it’s not difficult to find the offending


While doing your visual inspection, keepan eye out for rust around the mountinghardware. Where there’s rust there ismovement, and where there’s movementthere will be noise.

joint and don’t overlook the swaybar links.

Mounting EvidenceMany Mitsubishi models use ball-and-socket-type links that arealso prone to the same type offailure and creaking noise. Likethe tie rod end, a quick twist withthe pliers should pick it up. We’ve had cases where puttingthe car up on a frame contact liftand allowing the suspension todroop, temporarily eliminates thenoise.

Don’t overlook the sway barand its attaching hardware. Anylooseness here will result in anoise that is louder than you’dexpect. Check the chassis mountingbushings by gently prying againstthe sway bar and look for anymovement; there should be none.Same with the links; any movement will result in a verynoticeable knocking noise.The only repair warning on themounting bushings is to be careful when removing the boltsthat secure the horseshoe bracket

to the subframe. Don’t be stingywith penetrating oil and use heat,if necessary.Breaking the bolts will turn agood job ugly in a hurry. Removing the nuts on the linksmight be a challenge, as the ruston studs will cause the stud tospin. If faced with that situation,separate the joint exposing theball end of the stud. A strike with awell-placed pry bar or air chisel isusually all it takes. With the ballexposed, grab it with a pair oflocking pliers, making quick workof the replacement.While doing your visual inspection,keep an eye out for rust aroundthe mounting hardware. Wherethere’s rust there is movement,and where there’s movement therewill be noise. When checking fortightness, always loosen the bolt,

then retighten to the propertorque so you’re not tricked intothinking it’s tight, when it’s actuallystuck in the threads.

Suspension Under Suspicion There are some other common sus-pension issues that will drive cus-tomers to your shop, the most com-mon of which are vibration, driftingor pulling complaints. If the tires arein poor condition or are mis-matched, or if you notice excessiveor uneven wear, suggest that theybe replaced.Like noise complaints, it’s always agood idea to road test vibrationcomplaints with the customerbecause a vibration can be

interpreted differently among customers. Even after you ask all the rightquestions — When does it shake?Where do you feel it? Is it in thesteering wheel, or through the seat,on the brakes, under load or whilecoasting? — there’s still a goodchance for miscommunication, but aroad test will help clarify things.Since Mitsubishis have a FWDconfiguration, we have to keep inmind that axle problems will bepresented as suspension com-plaints. The customer only knowsthat he/she hears a noise or feels ashake that seems to be comingfrom under the car. That’s why theinitial road test is so important.


When road testing, make note of when the shakeoccurs and how it reacts to driver inputs. If you candrive through the vibration, suspect a tire balanceproblem. If the vibration seems to change with theload, look for worn inner CV joints. On high-mileagecars, it can be difficult to pick out the offending joint.If both inner joints show excessive wear, the bestcourse of action is to replace both. Most poor-handling complaints will have the cus-tomer requesting a wheel alignment. Hyundai gives us

very little alignment adjustment; on most models,only toe is adjustable. Of course, having the propertoe setting is important to handling as well as tirewear. But, it won’t usually change enough to cause ahandling problem. Ask if there were events that led to the car’s han-dling problem. Were the tires recently replaced orrotated, or did your customer have a flat repaired orput air in the tires? Here in the Northeast, suspension-damaging potholes are a very real threat, but it

sometimes takes a reminder forthe customer to relate them totheir problem.Handling complaints can vary,but most come down to the cardoesn’t go straight or it wanders.The first place to look is at thetires’ condition and pressure. Don’toverlook tire sizing; it takes minutesto measure the circumference andthe ideal situation is they’ll allmatch. But anything more than a1/8-in. variance will cause a pullingproblem. Wandering problems,caused by loose parts, should havebeen found during the initialinspection, but if nothing wasfound there, check the toe.

Squeaking ByAnother undercar system that canbe responsible for more noisecomplaints than the suspension arethe brakes. Most complaints willbe squeak-related, with the common metal-on-metal grindingtaking a close second. Both ofthese noises relate to the pad. The grinding noise is almostalways the result of worn pads andthe backing plate contacting therotor, and we all know how to dealwith that. To a lesser extent, you’llalso get some knocking complaints.Squeaking can be the most challenging and is often evidentafter the brakes have been serviced. The best way to deal withbrake squeal is to prevent it in thefirst place. While we’re all familiarwith brake service, it never hurts toreview good practices.By now, I’m sure we’re all awareof the risk involved with pushing


contaminated brake fluid backward through the anti-lock brake system. The risk of creating blockages inthe ABS modulator is just too great to overlook.There’s really no reason not to open the bleedersand slowly retract the pistons, catching the bad fluidin your bleed bottle. You’re going to bleed and flush the system as partof the service, so you might as well get rid of themost abused fluid right off the bat. No matter where you live, there’s no debating thatbrakes live in a hostile environment that results inrust and corrosion that have to be taken care of toensure a quality and quiet repair. As the pads are being removed, it’s important tolook for anything that isn’t moving freely and forpads that are worn evenly. Anything else indicatesthat the workload isn’t being distributed evenly andthere’s a good chance that the pads are hanging up.

Up for InspectionAs the pads are being replaced, the system inspectionshould continue. Open the bleeder and push backthe pistons on the calipers. On the front, we use a

C-clamp between the outer padand the back of the caliper. Itshould take little effort to retractthe piston and move the caliperaway from the outer pad. If excessive effort is required,don’t force it; instead look for anindication of what’s binding andremove the caliper to furtherinvestigate. If the slides arefrozen, it will be evident if thepiston retracts easily with thecaliper removed. Make note if the pads are sticking in the carrier; either way,lubricate and service the slidersas well as the carrier. Be sure toremove the anti-rattle hardwarein the bracket to clean the rustbehind them; it’s that rust that willbind the pads, and any bindingwill result in noisy operation, aswell as poor brake performance.When installing the new pads, besure to lubricate any area wherethe pad contacts the bracket, andinsulate the pad backing from thepiston and caliper.Squeaks are the result of thepads vibrating against the pistonand bracket when the brakes are

partially applied. If possible,always install new insulator shimswith a little brake lube betweenthe shim and the pad.It’s always a good noise- prevention practice to replace ormachine the rotors when padsare replaced. Of course, we livein the real world and that’s not always possible. If you’reinstalling new pads against theold rotors, be sure the padsaren’t going to contact an area ofthe rotor that the old pads didn’t.In some cases, the unused area ofthe rotor can be cleaned up. Inothers, it’s best to advise the customer and note on the invoicethat without replacing the rotorsnoisy operation is a possibility. You’ll also see many of thesecars equipped with drum brakesin the rear that will add to thenoise issues. The most common isa grinding noise caused by accumulated brake dust that’smost noticeable when the vehicle’sdriven after a prolonged stop. Thedebris will collect at the bottom ofthe drum causing a noise that willgo away as the car is driven. The

GETTINGCONNECTEDMitsubishi TPMSRelearn Procedures

Most vehicles require some typeof “stationary” relearn procedureto reset the system. This requiressome type of TPMS tool to activate each of the tire pressuresensors in a specified sequence sothe TPMS control module canrelearn their new locations. Onsome GM applications, a J-41760magnetic tool is required to“wake up” the sensors. On mostother applications, a factory TPMStool or an aftermarket TPMS toolthat broadcasts a radio signal isneeded for the sensor positionrelearn procedure.

On some applications, the TPMSrelearn tool can be connected tothe vehicle’s OBD II diagnosticconnector to read and clearcodes, display system data andperform sensor ID programming.

On many Asian and Europeanapplications, each individual tirepressure sensor has a unique IDcode. Vehicles that currentlyrequire this kind of reprogram-ming include most Hyundai,Infiniti, Kia, Lexus, Mitsubishi,Nissan, Subaru, Suzuki and Toyotamodels. If one or more sensors have

been replaced, the new ID information has to be inputdirectly into the system. So ifyou don’t have a TPMS tool that


repair is as simple as cleaning the drums andbrakes, and giving the system a good visual inspection. Don’t overlook the hardware in that inspection.You can avoid a future noise complaint caused bybroken hardware being ground up in the drum byidentifying any bad hardware now. Another concern is a buildup of rust on the drum thatcauses interference with the backing plate.Depending on the extent of the rust, it can becleaned off, but it’s often more cost-effective tosimply replace the drums.The last noise we’ll talk about is a knockingnoise, and it’s caused by the brake pads rattlingin the brackets. It takes very little movement toresult in a fairly big noise.

Hitting the RoadDiagnosis is straightforward and can be performedon the initial road test. As you’re driving over that potholed road, applylight pressure to the brake pedal; not enough toslow the car, but just enough to hold the padstight. If the noise is gone, you can bet the pads aremoving. This driving scenario will also highlightany brake squeal noises you weren’t able to duplicate. If the pads are moving, a hardware kit shouldprovide you with all the parts you need to quietthe noise. �

can do this, your only alternative isto send your customer back to thenew car dealer to have the IDreprogramming done.

TPMS relearn procedures vary agreat deal from one vehicle to thenext, so you also need access tothe TPMS service data for the vehi-cle, or a reference manual or chartthat covers the relearn procedures.Without this vital information, youcan’t reset the system.

Essentially, most relearn procedures require you to put thesystem into a relearn mode. Onsome, this may require a commandfrom a scan tool or plug-in TPMStool. Or, you may have to cycle theignition key on and off a certain

number of times while stepping onthe brake pedal. On others, thekeyless entry fob may be used towake up the TPMS module andready it for relearning.

When the TPMS is ready, it maysignal by beeping the horn orflashing the hazard lights. TheTPMS activation tool is thenplaced near one of the tire pres-sure sensors, and a button ispressed for five or six seconds towake up the sensor. As soon asthe TPMS module recognizes thesensor and learns its position, thesystem signals again by beepingthe horn or flashing the hazardlights. You then repeat the sameprocedure for each of theremaining tire pressure sensors in

the specified order until therelearn procedure is complete.

Even on vehicles that have a keyfob or driver information centerrelearn procedures, scan or dedi-cated TPMS tools that can interfacethrough the OBD II connection canhave advantages when it becomesto difficult to reprogram vehicles.

With some procedures using a J-41760 magnetic tool, you are flyingblind. Problems with the key fob,antenna and even the module orserial data bus connection canleave you chasing your tail. With adedicated scan tool, it is possibleto perform a more accuraterelearn procedure to better diagnose problems.


Ford’s Modular engine, used in variousFord, Lincoln and Mercury products during the mid- to late-2000s, has beenknown to give techs a hard time during aspark plug replacement.

The problem lies with excessive carbonbuildup on the plugs, especially on engines thathave gone beyond an OEM-recommendedreplacement interval. This can cause a plug tobreak in the chamber during its removal, creatingstress on the tech and additional labor time toremove the damaged component.

Component Connection

VEHICLES WITH THE PLUG REMOVAL ISSUE:• Ford: 2005-’08 Mustang; 2004-’08 F-150; 2005-’08Expedition and F-Super Duty; 2006-’08 Explorer and2007-’08 Explorer Sport Trac• Lincoln: 2005-’08 Navigator and 2006-’08 Mark LT• Mercury: 2006-’08 Mountaineer

Plug Removal Techniq

ues on Ford Modular

Engines

Figure 1: New plugs should be installedusing a film coating of Motorcraft high-temperature nickel anti-seize lubricant onthe ground electrode shield. Do not coatthe electrode strap.

Tomorrow’s Tech staff

Techs we talked to advised addressing the issuebefore it can become a problem — meaning replacethe plugs prior to their recommended replacementinterval. That, obviously, can be a hard sell to yourFord driving customers.Some techs who have come across the broken plug

problem recommend performing an engine flush theday prior to changing out the spark plugs and lettingthe vehicle sit overnight as a way to loosen up thecarbon deposits, allowing for less of a chance for aplug to break. This too, might not be an option, sincethere are many customers that expect a spark plugreplacement job to be completed the same day.Ford recognized the plug removal problem and

issued a tech bulletin — TSB 08-7-6 — to address theproblems associated with plug removal on variousFord vehicles. This article supersedes TSB 08-1-9.

According to Ford, some F-150s, Mark LTs, F-SuperDutys, Expeditions and Navigators with the 5.4L 3Vengine; Mustangs, Explorers, Mountaineers andExplorer Sport Tracs with the 4.6L 3V engine and F-Super Dutys with the 6.8L 3V engine may experiencedifficulty with spark plug removal. This may causedamage to the spark plug and leave part of the sparkplug in the cylinder head.Affected engine build dates are as follows: 5.4L 3V

and 6.8L 3V before Oct. 9, 2007, 4.6L 3V before Nov.30, 2007. The engine build date can be read on theleft-hand cam cover information sticker.To remove the spark plugs on these engines without

damage, it is necessary to adhere exactly to this pro-cedure before removal is attempted.

Caution: Do not remove plugs when the engine iswarm or hot. The engine must be at room temperature

when performing spark plug service. Removing thespark plugs from a warm/hot engine increases thechance the threads could be damaged.

Spark Plug Removal Procedure1. Remove the coil-on-plug assemblies and thor-

oughly blow out the spark plug wells and surroundingvalve cover area with compressed air.

2. Back out the spark plugs no more than 1/8 to 1/4of a turn. Using Motorcraft Carburetor Tune-UpCleaner, fill the spark plug well just above where thejamb nut hex sits (1/2 - 3/4 teaspoon). A minimumperiod of 15 minutes of soak time is required. Thecleaner will wick down to the ground electrode shieldand soften the carbon deposits in this time. Do notwork the spark plug back and forth at this point.

Caution: Excessive Motorcraft carburetor tune-upcleaner, or repeating the process several times withtoo much cleaner fluid, could introduce enough liquidvolume to hydro-lock the engine.


Figure 2

3. Tighten, and then loosen the spark plug, workingthe plug back and forth. Some screeching and higheffort may be noticed. The expected removal torqueis about 33 lb.-ft. (45 Nm). Repeat the back and forthturning as needed until turning effort is reduced, andremove the spark plugs.Ford says do not use power tools for the plug

removal — spark plugs must be only be removed withhand tools.

Separated/Broken Spark Plug RemovalIf the spark plug separates after following the Spark

Plug Removal Procedure, it will fail in one of threemodes. Refer to the appropriate removal procedureas required.

• Mode 1: The ground electrode shield is leftbehind as an empty shell. See Figure 2 on page 48.

• Mode 2: The entire porcelain insulator andground electrode shield remains in the cylinder head.

• Mode 3: The upper section of porcelain broke offwith remaining porcelain left inside the ground shield.

Mode 1 Procedure:Use Rotunda special service tool 303-1203 to

remove an empty ground electrode shield from thecylinder head.

Note: This tool is only designed to work with anempty ground electrode shield. If porcelain remains,proceed to Mode 2 or 3 removal.

1. Modify vacuum cap to a 3/8” (10 mm) length foreach ground electrode shield that needs to beremoved.

2. Use the installation rod provided with servicetool 303-1203 update to install the modified vacuumcap. Push the cap into the ground shield down to theelectrode strap. This will plug and protect the com-bustion chamber from contamination.

3. Thread-tap the ground electrode shield using a9.0 x 1.0 mm plug tap (tap profile is about 3-4reduced diameter threads on the tip end).a. Coat the end of the tap with general-purpose

grease. b. Turn the tap about three to four turns into the

ground electrode shield. Back the tap up frequentlyto break chips and avoid cut material from coiling-upin the spark plug well. A tap socket adaptor is provid-ed with service tool 303-1203 update to connect thetap to a 3/8” socket drive.

Caution: Do not attempt to remove the groundelectrode shield with the tap and wrench. The tapmay break if this is attempted.

4. Thread Rotunda special service tool 303-1203into the ground electrode shield.

See Figure 3.

a. Install the stepped end of the tool pilot bushinginto the spark plug well ensuring it bottoms out. b. Screw the center shank into the ground electrode

shield. Do not over tighten the shank, to preventthread stripping. c. Install the nylon washer and jack nut until finger

tight. d. Turn the jack nut until the ground electrode is

freed from the cavity and withdraw the tool assembly.

Mode 2 Procedure:1. Add an additional 1/2 teaspoon Motorcraft

Carburetor Tune-Up Cleaner fluid into spark plug welland allow 15 minutes of soak time.

2. Using long-nose pliers, grasp and remove theporcelain with an up and down motion taking care notto fracture the porcelain.

3. Refer to Mode 1 Procedure to remove the remain-ing ground electrode shield from the cylinder head.

Mode 3 Procedure:Caution: Do not drive porcelain down into the

ground shield with a punch as fragments may enterthe combustion chamber.

Note: Use Rotunda special service tool kit 303-1398to remove porcelain broken inside the ground electrodeshield.


Figure 3

Caution: The engine and the bonding adhesivemust be room temperature of 70° F (21° C) or higherfor proper cure and bond strength. Verify the expiration date of the adhesive.

Caution: Do not reuse pins from the tool kit. This ensures the correct surface characteristics forbonding.

1. Remove any remaining electrode material frombroken porcelain with long-nose pliers.

2. Spray Motorcraft Metal Brake Parts Cleaner intothe porcelain hole for two to four seconds using thestraw nozzle supplied with the brake cleaner can.

3. Using the tool kit, insert a pin into the collet.

Screw the collet onto the threaded rod. Install theassembled collet, pin and threaded rod into the steeltool pilot.

4. Retract the collet and pin into the steel toolpilot, protecting the pin.

Note: Pin tip damage or bent pins will preventinsertion into the porcelain.

5. Insert the completed assembly into the sparkplug well and fully engage the pin into the porcelain.

See Figure 4. 6. Spray Motorcraft Metal Brake Parts Cleaner two


Figure 4

Continues on page 52

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Tomorrow’s Technician October Crossword

CrossWord PuZZleACROSS1. Valvetrain parts, perhaps5. S in tire's M+S marking9. Buckets and benches10. Engine output, in a way11. One end of combination wrench12. Vintage-vehicle revitalizer14. Two-wheel personal-transporter brand16. Franchised vehicle vendor19. Mechanics' conversations (4,4)20. Hub protrusion23. Interior door feature24. Roof with removable panel25. Parking areas26. Custom-bike creations

DOWN1. Reciprocating engine parts2. Master and ____ cylinders3. Car corrosion4. Compression-ignition engine6. Shifter selection7. Coolant component8. Shuddering clutch action term13. Old-car noises, often15. Rubber donut in firewall17. Twist-off cooling-system parts (3,4)18. Foot control, sometimes19. Kill engine by mistake21. Harley trike wheel count22. Octagonal-sign order


to four seconds between the spark plug well andsteel tool pilot. The steel tool pilot must be liftedup approximately 1/2” to allow brake cleaner toflood the porcelain and pin.

7. Scrub the porcelain inside diameter by movingthe threaded rod up and down vigorously. Take care making sure the pin does not disengagethe porcelain.

8. Repeat steps 6 and 7. 9. Remove the tool assembly. Again flood the

porcelain with Motorcraft Metal Brake PartsCleaner for two to four seconds, then blow out theentire spark plug well and porcelain with dry compressed air.

Note: Clean and dry components are key tobonding the pin to the porcelain.

10. Repeat steps 1-9 to prepare remaining porcelain fragments as needed.

11. Disassemble the collet and pin from thethreaded rod. Dry the tools thoroughly with drycompressed air. �

Figure 5

Continued from page 51


DI R E C T C L A S S I F I E D S

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The strong, powerful, sporty androck-solid style of the PeugeotQuartz, unveiled recently at the ParisMotor Show, is clear from the outset.Its shapely design combines the bodyof an SUV with the cabin of a sedan.The upper section of the cabingives the impression of a single blockin which the various functions havebeen carved. The metallic archesencase and attach the polycarbonatewindows to the body, enhanced by asculpted body form that captures thelight. They also add to the vehicle'ssilhouette by lending a mineral lookto the overall finish.As it flows towards the rear wings,the glass roof molds into two spoilersthat further enhance the aerodynamicdesign. These are aligned with theseparator between the two Quartz finishes: mineral grey at the front —inspired by rock crystal — and matteblack for the rear wings, offset byoccasional splashes of red.According to its designers, theQuartz concept's sculpted stylingrequires an outstanding engine.Developing a total of 500 hp, the full-hybrid plug-in drivetrain comprises acombustion engine and two electricmotors.Under the hood is a 1.6L THP 270power plant developed by PeugeotSport. Mated to a six-speed automatictransmission, the four-cylinder enginedelivers torque of 330 Nm, with a spe-cific output of nearly 170 hp per liter,

making it one of the world's top per-formers. The front axle is also driven by an85 kW electric motor with directdrive. This charges the 400 V batteryduring deceleration phases andassists the combustion engine withgear changes. The rear axle also features an 85 kWelectric motor for propulsion and bat-tery charging. A specific ESP handlesbraking distribution between the fourwheels to ensure both vehicle stabili-ty and optimize battery charging.

Rocking the RoadThe Quartz utilizes three drivingmodes to deliver an outstandingdrive:

• ZEV, which can cover up to30 miles on a single battery charge usingthe plug-in battery; • Road mode,where the combustionengine and frontelectric motor

work together toenhance drivingpleasure and maxi-mize battery chargingduring deceleration;and, • Race mode, whichharnesses the powerof the engine andboth electric motors toget the most out of thechassis and running

gear equipped with limited-slip dif-ferentials. This makes it possible todivide torque between the wheelsbased on the individual grip of each.To use the system to its full potential, the Quartz front axleemploys bespoke MacPherson struts,with a multi-arm arrangement on therear, including on-board electricmotor. The pneumatic suspensionautomatically adjusts ground clearance of the vehicle on the road.This function, controlled by an optical system that literally reads theroad, uses cameras linked to a navigation system to anticipatechanges in the road surface.With the Quartz concept, Peugeotengineers have blended the heightened expression of a next- generation SUV with the punch of itsmore high-performance models. TheQuartz’s engine/motor combinations,undercar responsiveness and vehicleintuitiveness, will ensure unparalleled enjoyment from behindthe wheel.

Source: Peugeot �

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