Tomorrow's Technician, August 2013

August 2013

� ROTATING ELECTRIC REVIEW � CAPTURING CONTAMINANTS � SHIMOLOGY 101

TomorrowsTechnician.com

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CONTENTS

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UNDER THE HOOD/////////////////////12Getting ‘Started’ in Electrical Diagnostics In this article, Bob Dowie takes a look at rotating electric(alternators and starters) problems within the Nissan line ofvehicles.

COMPONENT CONNECTION///////////18Containing ContaminantsFilters have long been a common maintenance item. But,with longer factory service intervals and “lifetime” filtersbecoming more common, you’ll need to know how oftenvarious filters really need replaced.

UNDERCOVER//////////////////////////32Shimology 101The first thing to remember is that all brakes make noise.However, a quality brake shim can prevent brake noise duringthe entire life of the brake job. Read more on the importanceof brake shims in the service market.

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John Zick [email protected] 949-756-8835

Report Card: Clemson U’s Deep Orange 3 Project 6

Finish Line: Team Oregon Takes First in Ford/AAA Contest 8

Service Advisor: Handling Tire Rotations 28

Engine Series: Discovering Toyota V8 Timing Belt Service 36

TT Crossword 44

Tomorrow’s Technician (ISSN 1539-9532)(August 2013, Volume 12, Issue 5): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Complimentary subscriptionsare available to qualified students and educators located at NATEF-certified automotive training institutions. Paid subscriptions are available for all others. Contact usat (330) 670-1234 to speak to a subscription services representative or FAX us at (330) 670-5335.

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Deep Orange 3, a next-generationMazda concept vehicle, conceivedand engineered by ClemsonUniversity automo-tive engineeringstudents at theClemson UniversityInternational Centerfor AutomotiveResearch (CU-ICAR),made its publicdebut earlier thismonth on its SouthCarolina campus.The Deep Orange 3 project encom-passes the engineering and design ofa 2015 concept vehicle forGeneration Y drivers. Showcasing the next level ofMazda’s “KODO motion” design,this concept vehicle utilizes theautomaker’s distinct brand personali-ties in an exceptionally functionalpackage combined with sustainablevehicle performance and responsivehandling.While some may recall that theDeep Orange 3 prototype chassisvehicle was unveiled during the 2012Specialty Equipment MarketAssociation (SEMA) show in LasVegas, the car was displayed minusthe body panels. According to CU-ICAR, the vehicle’s body panels weredesigned by student Frederick

Naaman at the Art Center College ofDesign in Pasadena, CA.Derek Jenkins, design director forMazda North American Operations,said that to be part of a college pro-gram of this caliber that focuses notjust on one aspect of a vehicle, butthe vehicle as a whole, is anautomaker’s dream come true.“These students have providedfresh and innovative ideas fromsketch pad to sheet metal, and thefinal product truly speaks to that

open dialogue and collabora-tion between the Art CenterCollege of Design andClemson University,”Jenkins said.

Deep Orange 3 features a uniquehybrid powertrain that automatical-ly chooses front-, rear- or all-wheeldrive. The unique powertrain concept wasderived based on extensive analysisof the Gen Y market. The datarevealed that Gen Y, as an environ-mental conscious generation, is will-

ing to invest in sus-tainable powertraintechnologies andalso has a signifi-cant interest in all-wheel-drive (AWD).Based on thesefindings, a through-the-road parallelhybrid powertrainconcept with a man-ual transmissionwas conceptualized.The powertrain

architecture comprises of a front-wheel-drive concept using a down-sized turbocharged 4-cylinder inter-nal combustion engine and a rear-wheel-drive concept using an electricmachine. This configuration allowsfor regenerative braking, all-wheel-drive and power boost functionality.For the body, students utilized theinnovative sheet-folding technologypatented by Industrial Origami,which allows using lighter gaugematerial folded into complex, innova-tive, high load-bearing structures,formed with simple, low cost fix-tures, at the point of assembly.

For more information, visit:www.cuicardeeporange.com �

Report Card


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

edited by Tomorrow’s Technician staff


America’s top young automotiveminds were on display in Junein Dearborn, MI, as two-stu-dent teams representing all 50states engaged in a race

against the clock – and one another – in aneffort earn the title National Champion atthe 64th annual Ford/AAA Student AutoSkills National Finals at Ford WorldHeadquarters.When the dust settled, the duo of Logan

Boyle and Cody Collins from Vale HighSchool in Vale, OR, claimed the crown ofAmerica’s top auto technicians, registeringthe day’s top score under the guidance ofinstructor Drew Barnes.

�“From connected cars to alternative fuels, auto-motive technology is advancing at a faster pacethan we have ever seen and tomorrow’s techniciansneed to be savvy, innovative and eager,” saidMarshall L. Doney, AAA senior executive vice

president and chief operating officer. “TheFord/AAA Auto Skills competition develops futuretechnicians who will ensure motorists will receiveaccess to quality repair.”� �With nearly $12 million dollars in scholarship

Did You Know…The road to Dearborn began in January, when nearly 13,000 high school juniors and seniors tookan online exam testing their automotive technology knowledge that culminated with one team —Oregon — taking home the title of national champion.

TEAM OREGON TRAILBLAZES TO WIN IN FORD/AAANATIONAL CONTEST


prizes in the balance, state winners gathered inDearborn to solve “real world” automotive challenges –both digital and mechanical – in a timed competitionthat required a quick mind and steady hands as topauto students worked with wrenches and computersalike. With automotive sales increasing and innovative

technologies becoming a bigger part of the manufac-turing process, the Ford/AAA Student Auto Skills com-petition is shaping the next generation of auto techni-cians who will work on these vehicles.“Ford is proud to play a role in developing the tech-

nicians of tomorrow,” said Steve DeAngelis, Ford’sglobal manager of technical support operations. “It’s achallenging, ever-evolving industry out there and Fordis committed to providing the best, most comprehen-sive training possible and part of that is providingunique opportunities like our partnership with AAA on

this exciting annual competition. We share our congrat-ulations with today’s winners and all the attendees –they worked hard to get here.”�Beginning with a shotgun start, the student competi-

tors (all paired in two-person teams) raced to their vehi-cles to review a work order that challenged them todiagnose and repair a number of purposefully placed“bugs” ranging from digital to mechanical and electrical. Once the repairs were completed, it was a race to

shut the hood, fire up the engine and steer the vehicleacross the finish line – where a scrutinizing judgingteam awaited.� �To earn the National Title, Vale High School earned a

“perfect car” score by flawlessly repairing all the“bugs” without any demerits. Combined with theresults of a written examination taken on June 10, theirscore allowed them to hoist the trophy as nationalchampions.

The Top-10 Placing Teams for 2013 1. Oregon, Vale High School, Vale, Logan Boyle, Cody Collins, instructor Drew Barnes2. Virginia, Fauquier High School, Warrenton, Samuel Eleazer, Matthew Jacobs, instructor Harlan Freeman3. Maryland, Eastern Technical High School, Essex, Anthony Critcher, Brik Wisniewski, instructor Eldridge Watts4. Illinois, Addison Trail High School, Addison, Roman Flores, Ashten Reich, instructor Keith Santini5. Hawaii, Maui High School, Kahului, Mitchell Borge, Lawrence Paet, instructor Shannon Rowe6. Kentucky, Lee County Area Technology Center, Beattyville, Bradley Creech, Corey Lykins, instructor John Lucas7. Oklahoma, Eastern Oklahoma County Technology Center, Choctaw, Nicholas Brown, Ryan Jackson, instructor JimLafevers8. Kansas, Newton High School, Newton, Kenton Bliss, Titus Minkevitch, instructor Robert Ziegler9. Arizona, Marana High School, Tucson, Evan Cloutier, Kevin Reich, instructor Donald Zell10. Connecticut, Platt Technical High School, Milford, Giorgio Favia, Michael Tracz, instructor Kirk Stankiewicz

Job ShadowIn addition to scholarships, the National Champion Oregon team enjoyed an immersive, weeklong job shadow

experience with 2011 Daytona 500 winner Trevor Bayne and his Wood Brothers Racing team, as they prepared theNo. 21 Motorcraft/Quick Lane Ford Fusion car for the Coke Zero 400 in Daytona Beach – the famous site ofBayne’s spectacular win at age 20.“The Ford/AAA Student Auto Skills Competition is a great opportunity for thousands of students across the coun-

try who really love working on cars and want to get intothe industry,” Bayne said. “I’m pretty excited to see theseNational Champions because really, this will help themsee they may be young, but they can work on the world’sbest cars themselves. And hey, who knows, I could endup seeing these students on our pit crew one day!” �

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


Under the Hood Adapted from Bob Dowie’s article in

This month, we’ll be looking at alterna-tor and starter problems on the Nissanline of vehicles. Unlike some of theother topics I’ve covered where we candiscover suspension problems while a

vehicle is on the lift, or detect necessary brakerepairs during a routine service, starter and alter-nator problems will likely get the customer toyour counter, or the car on a tow truck, with asolid complaint related to the vehicle not startingas it should. Or maybe the warning light on the dash has

caught the attention of the customer who waslucky enough to make it to the shop, or not solucky as their car is being towed in having runout of battery power on the road. Whatever thescenario, the point is, the vehicle will usuallyhave a solid complaint attached. But don’t betoo quick to jump to conclusions.Like any other job, start at the service count-

er, as getting answers to the right questions isimportant to a successful repair. Wheneversomeone starts the conversation with: “My cardoesn’t start,” my first question is “How didyou get it here?” From there, you can talkabout how they got it started. Many times,you’ll learn that jumping the battery did the

trick; other times it will be “I just tried it againand it started.”I’ll then ask if they noticed the distinct “sin-

gle click” noise heard under the hood when thekey is turned to the start position, or did it clicklike a machine gun? Not too many customersare attentive enough to pick up that singleclick, but, if they do, it’s a pretty good bet thatthe starter contacts are failing. It’s not uncom-mon for this problem to be more prevalent on adamp morning and one that will not cause aproblem for the rest of the day.It’s also much more prevalent on the gear-

reduction style of starter than on the direct-drive starters (Nissan uses both styles depend-ing on the model). The fact that the problemmay be intermittent makes the diagnosis a littletricky. We usually like to duplicate a problem toconfirm the diagnosis but, in this case, we don’talways have that option and have to go withwhat we know. A good tech will take extra carein this case to be sure there are no poor con-nections at the starter or battery, and that thebattery is up to the task as the starter isinstalled.The starter contacts are available separately, so

you’ll have to make the decision on the bestroute for the customer and your shop. We always

GETTING ‘STARTED’ INELECTRICAL REPAIR SERVICE

TomorrowsTechnician.com 13

recommend installing a rebuilt unit so we have a war-ranted part for the protection of both the customer andthe shop. Speaking of the battery, before starting any diagnos-

tic process on the starter or alternator, be sure the bat-tery is charged and thecables are clean. You’re notgoing to return the vehicle tothe customer without servic-ing the battery, so why notmake it the first step in theprocess and eliminate thequestion mark.Now, if the customer

reported that the car made asound like a machine gun,we know there was enoughcurrent to pull the solenoidplunger in, but not to holdit. If they tried to jump itwith no success, they proba-bly didn’t have a good con-nection with the other vehi-cle, or had a poor connection leading to the starter.Your challenge then becomes finding out why the bat-tery is low.

The Switch Up Let’s first look at some starter concerns that are com-mon to Nissan, some of which are more prevalent onolder cars. With the average carbeing 11 years old and the long-term reliability of Nissans, they willcertainly be finding their way toyour bays. On V6-powered cars from the

early to mid-2000s, if you’re facedwith an engine that sounds like it’sout of time when starting, but runswell once it starts, check the batteryground wire routing to see if it’spassing over the crank sensor. If so,simply rerouting the ground awayfrom the sensor will straighten itout. We do this on all cars that get anew starter. We relocate the groundto one of starter mounting boltsfrom the original bracket. Whendoing so, it’s necessary to enlargethe eyelet on the cable a bit, a taskthat’s easily taken care of with atapered ream.Another crank and no-start issue

that can be challenging and mayhave you looking at position sensors

involves the electrical part of the ignition switch.Nissan, like many other carmakers, uses a bypass-typeignition switch that turns off power to accessories thataren’t required for startup when cranking.The problem occurs when the terminal that should

have power in the start posi-tion, doesn’t. The starter ter-minal still gets power, soyou’re faced with a strongcrank and no-start condition.Sometimes, customers reportthat it seems like the carstarts when they let go of thekey, but you can’t count onthat. The best place to testfor this is at the start fuse inthe underdash fuse box. Withthe key in the start position,this fuse should show batterypower. If not, it’s a safe betthat the ignition switch is theculprit.

Immobilizer IssuesAnother crank, no-start problem that has probablycaused more wasted time than any other issue, iswhen the key loses its memory and the immobilizerdoes its job of preventing the engine from starting.We’ve received lots of calls from shops that were

fighting this one. The tip-off is that the injectors won’t

Fuse box location on the 3.5L V6 Nissan engine, a popular power-plant for the Pathfinder, Maxima and Murano.

get a ground signal from the ECU. Actually the besttip-off is the security light flashing on the dash as youtry to start the car, but it’s easily overlooked.This problem requires reprogramming the key, and,

depending on your equipment on hand, you may beable to handle this in-house. Otherwise, it’s back tothe dealer or calling in a well-equipped locksmith, ifyou’re lucky enough to have one in the area.Moving on to the charging side of the system,

things are pretty simple. As mentioned earlier, mostof these problems will come in with a complaint thatthe charge indicator light is lit. But like the securitylight, it’s easy to overlook that the lamp is not lit inthe “key on-engine off” check lamp mode.I spend a lot of time reminding my techs to be sure

all the warning lamps are operating whenever youstart a car. Not only is the “lamp not lighting” an indi-cator that the alternator is failing, it sure won’t do itsjob of warning the driver that they’re running on bat-tery power and will eventually be stuck on the road.This is not only inconvenient; it’s also a safety issue.We should all be familiar with diagnosing a no-

charge condition and the Nissans will present littlechallenge on that front. Whatever equipment you’reusing now to diagnose alternators will do the job.Most jobs will be out the door with a quality, rebuiltunit, a fresh drive belt and a good battery service. It’sthe tougher ones we’ll talk about here.I mentioned the drive belt, and on the older

Nissans you’ll see some belt adjustment assembliesthat need some attention to get them functioning asthey should or, in severe cases, at all. Trying to forcethe adjustment pulley with the adjustment bolt willoften result in breaking the hard-to-obtain bolt or anunhappy customer returning with a belt noise. Whilethe alternator is being replaced, be sure the adjustermoves freely; it’s a lot easier to service it while you’rethere, rather than to have to go back later.

Problems with ChargingNissan hasn’t been immune from harness problemsthat can affect the charging system. These problemscan show up as a no-charge lamp, no-charge condi-tion, or overcharging. We recently had a 2002 Frontier towed in with a

no-charge complaint that resulted in the batterygoing dead on the road. The young man reportedthat the warning light did come on, but he didn’tmake it the 20 miles needed to get to the shop. Sincewe start with the battery, it was obvious why therewasn’t much reserve available with all the cells beinglow. And, since the battery was not that old, a testbattery was installed while the other one was toppedup and charged. With the new battery installed, thecharge light came on, as expected, and stayed onwhen the engine was started, and a quick check witha voltmeter confirmed it wasn’t charging.Parts were ordered and I assigned a young tech to

the job. To his credit, it was done in a timely manner;the new drive belt was installed and the adjustmentmechanism was lubricated. The charge light came onwith the “key on-engine off” and went right off whenthe engine started. The problem was the 15.6 voltsthe alternator was delivering to a well-charged bat-tery. This tech’s first thought was that it was a defec-tive unit, but I quickly suggested he take a look at awiring diagram and confirm the alternator is seeingwhat it expects.This truck enjoys a simple charging system that

made it an ideal teaching situation. With only three


wires and a ground, the diagram iseasy to follow, and with somethought you can conclude thatthree out of the four are doingwhat they should. We know the charge warning

light is working so we can safelyassume that circuit is functioning,we have over 15 volts at the bat-tery so we know the connection issolid between the alternator andthe battery, and we know the unitis grounded and the ground strapis secure. That has us looking atthe green/black wire. The diagramtells us we should have batteryvoltage at all times. A quick checkat the alternator shows no voltage.The diagram sends us right to fuse36 in the underhood fuse boxwhere we find the expected bat-tery voltage. So, we know why wehave an overcharge condition, ifthe regulator doesn’t know whatthe current state of charge is, itwill give you all it can. Now that we found the prob-

lem, we had to come up with a fixthat would best serve the cus-tomer, which, in this case, meant areliable, affordable repair. Wechecked at the likely places for abad connection. We had currentthrough the fuse box to the har-ness and solid connections at thealternator. We gave the harness a

good visual inspection for chaffingor pinching, and found nothing.Faced with the option of access-

ing and opening the harness tolook for the problem, or the morecost-effective choice of running anadditional wire from the fuse boxto the alternator, the customerchose the less-expensive method.Good work habits and careful rout-ing resulted in a solid repair thatshould last as long as that truck.I mentioned that this 2002

Nissan pickup has a simple charg-ing system, and the good news islittle has changed in the basicoperation of the system. The later-model cars have adopted whatNissan calls “power generationvoltage variable controls.” Thissystem monitors battery currentand varies voltage to the regula-tor, reducing the load on theengine and resulting in better gasmileage. If there is any problemwith the new system, the fail-safeis to let the internal regulator con-trol output as it did in 2002.I’ll leave you with the usual

words. This article certainly does-n’t have all the answers, but I dohope it gets you thinking. And, ifyou’re a young tech, I hope itshows you that it’s always easier todiagnose a problem after you’velooked at and understand the


Alternator location on the Nissan 2.5L CVTC engine.


Filters have long been a common maintenanceitem. But with longer factory service intervalsand “lifetime” filters becoming more com-mon, how often do filters really need to bereplaced?

There’s no simple answer. The safest advice used tobe to follow the filter service interval recommenda-tions in the vehicle owner’s manual (assuming theowner’s manual hasn’t been lost and that somebodywill actually read it!). The problem with this recommendation is that

some filters no longer have a service interval (such asmost fuel and transmission filters), and the factoryrecommended service intervals for some filters andfluids (motor oil and filter for example) may be overlyoptimistic and don’t take into account the kind ofdriving many motorists actually do.

A filter’s main purpose is to trap abrasive particlesbefore they can do any harm. That’s true of air filters,

oil filters, fuel filters and transmission filters. As forcabin air filters, their purpose can be two-fold: to keepdirt and grit out of the HVAC system and passengercompartment, and to absorb and trap unpleasant odorsbefore they enter the vehicle (in the case of dual-pur-pose cabin air filters). All filters, even “lifetime” ones, have a limited service

life and eventually become clogged with dirt, wear par-ticles, rust and other debris. So, the idea behind pre-ventive maintenance is to change your customers’ filterbefore it reaches that point.

Air Quality ControlAir filters also have much longer replacement intervalsthese days — assuming the motorist is not driving in anextremely dusty environment or on rural gravel roads.The typical factory-recommended service interval formany air filters these days is 30,000 to 50,000 miles. Arealistic recommendation for air filter service on yourcustomers’ vehicle is to inspect it at every oil change,and to replace it as needed, even if the factory serviceinterval has not yet been reached. The difference in cross-sectional area decreases the

velocity of intake air as it enters the air filter housing.This decrease in air velocity causes air-borne debris tofall out of the air to the bottom of the housing. Thischange in air velocity increases the life of the air filterand tends to dampen the throaty resonance of airrushing into the engine. Last, and most important,

Filter replacement: contain ing the contaminants

Although air and fuel filter maintenanceis usually considered a "no-brainer" bymost automotive repair shops, advanc-ing OE technology is changing the wayyou should be performing air and fuelfilter maintenance

Adapted from Larry Carley’s and Gary Goms’ articles in

Component Connection

this reduction in air velocity helps increase the accuracyof the MAF sensor by removing turbulence from theincoming air. See Photo 1.Unfortunately, many “tuner” or “hot-rod” technicians

who replace OE systems with performance-aftermarketsystems might not understand that modern MAF sensorsbasically measure the volume and density of the incom-ing air by measuring the change in current flowingthrough a resistor or wire as it is cooled by a smooth,non-turbulent flow of incoming air. This operating princi-ple provides the MAF sensor with the ability to preciselymeasure air flow in grams-per-second increments. SeePhoto 2.While space doesn’t allow for a full discussion of MAF

diagnostics, it’s important to know that dirty MAF-sens-ing elements miscalculate the amount of air flowing intothe engine, which results in an erratic air/fuel ratio calcu-lation and a subsequently erroneous calculated engineload or calculated barometric pressure data value on ascan tool. In most cases, miscalculations caused by dirt and air

turbulence actually decrease, rather than increase,horsepower and fuel economy.The fact that an air or fuel filter might remain in place

for extended intervals should underline the importance ofhow we perform an air or fuel filter replacement. All toooften, an inexperienced person may actually damage theair filter housings when changing a filter. Others may slipan air filter in place without cleaning the air filter housingor sealing surfaces.


Photo 1: Modern intake air systems such as this exam-ple are designed to remove turbulence from air flow-ing into the MAF sensor.

Needless to say, dirt leaking past an air filter for thou-sands of miles will not only shorten engine life, but willfoul the MAF sensor, throttle plate and idle air control(IAC) systems with dirt. Even in an era of electronicallycontrolled throttles, dirt accumulation around the throttleplate can change the base air flow enough to cause cold-start and idle speed control complaints. When disassembling an air intake system, always

inspect the inside of the downstream ducting for dirtcontamination. If dirt is evident, then dirt is leaking pastthe air filter into intake air chamber. Because dirt aroundthe throttle plate can cause performance complaints, thethrottle plate should be cleaned with an aerosol throttleplate cleaner. Never use an aerosol carburetor or brake

parts cleaner to clean a throttle body because thosesolvents might damage throttle shaft seals or peeldelicate throttle bore coatings. An old toothbrush canbe used to loosen hardened deposits. See Photo 3.Next, inspect the MAF sensor for dirt contamination.

Although minor MAF sensor contamination can becleaned with an aerosol MAF cleaner, remember thatcleaning the MAF sensor usually won’t restore the MAFto 100-percent efficiency. Because a cleaned MAF willprobably be operating at a maximum of only 80-90-per-cent efficiency, a MAF replacement should be consid-ered. Next, lubricate neoprene hose fittings and ductattaching points with a light film of silicone or siliconegrease to assist reassembly. Be sure to vacuum all


Photo 2: Inspecting the MAF sensor for accumulateddebris is a major part of scheduled air filter maintenance.

Photo 3: Perforations in the pleated areas can be detectedby holding a bright light under the air filter media.

debris out of the air filter housingand clean the sealing surfacesbefore reassembly. If the vehicle hasa “snow screen” built into the airinlet, inspect and clean if necessary.Replace the housing if it’s damagedor distorted.

Fuel FiltersFuel filter replacement intervals varyfrom between 20,000 miles to150,000 miles, to “lifetime” in someapplications. Modern fuel quality isso good that many import manufac-turers leave the replacement inter-val to the technicians’ discretion. Inany case, it’s important to compareperception with reality in the mod-ern air and fuel filter markets. Scheduled fuel filter replacements

are often ignored in the quick lubebays because they are more difficultand time-consuming to perform.Many modern vehicles also have thefuel filter built into a “fuel pumpmodule,” which eliminates the needfor scheduled replacements. In anycase, an excessive load is placed onthe electric fuel pump as it strugglesto pump fuel through a clogged fuelfilter. This is why many fuel pumpmanufacturers want new filters to beinstalled with their new fuel pumps.See Photo 4.When reinstalling the fuel filter,

make sure that the retaining bracketand fuel connections are firmlyattached before starting the engine.Incorrect installation techniques cancreate a fire hazard liability if the

Photo 4: The worm-gear clamps have been installed on this fuel filter fortemporary testing. High-pressure fuel hose clamps should be used for apermanent installation.

fittings or hose attachments leak orbecome disconnected during normal driving.

Transmission InterceptedTransmission filters should bechanged if the transmission fluid isbeing replaced, if repairs are beingmade to the transmission, or if thetransmission oil cooler or lines arebeing replaced to keep contami-nants out of the transmission. For dust-only cabin air filters,

inspecting and replacing the filterevery 15,000 to 30,000 miles is usu-ally adequate, except for rural areasor dusty environments. For odor-absorbing cabin air filters, the serv-

ice life is about a year before thecarbon granules become saturatedand lose their ability to removeodors.

Oil Filters – More thanMainstream ‘Media’To many people, oil filters are ageneric product. They look for thecheapest filter that fits their vehicleand make their buying decisionbased on price alone. Oil filters dolook pretty much the same on theoutside, but what’s inside the can orcartridge (filter media) can make abig difference.

Filter manufacturers use a varietyof different filter media to keep theoil clean. Resin impregnated paperfilter media has been around foreverand uses cellulose fibers to trapcontaminants. A high-quality paperfilter element with evenly spacedpleating can provide good filtering

efficiency. The typical OEM orstandard replacement oil filter withcellulose fiber media will trapabout 97.5 percent of most parti-cles that are 15 to 40 microns insize or larger.

Some filters use a combinationof cellulose fibers and non-wovenplastic or synthetic fibers toimprove filtering efficiency. Thedifferent materials may be com-bined together or used in a multi-layer filter element. These types offilters can have filtering efficienciesas high as 99.5 percent and trapup to 40 percent more contami-nants with particle sizes as small as3 to 5 microns. Non-woven syn-thetic fleece fibers also are used insome filters to increase filteringefficiency and capacity.

One of the biggest challengesthat all oil filters have to cope withtoday is longer service life. Though


For tank-mounted fuel filters, the filter should be replaced if the fuel pump is beingreplaced for any reason. New fuel pump modules usually come with a new filter aspart of the assembly, but if you’re replacing the pump separately, you should alsochange the filter and pickup screen.

3,000-mile oil changes are still recommended for severe servicedriving, OEM-recommended oil change intervals for “normal”driving today can range from 5,000 to 7,500 miles, or up to10,000 miles or more. Many vehicles don’t even have a recom-mended service interval and rely instead on a “Service ReminderLight” to estimate when the oil needs to be changed. On somevehicles, the light may not come on for 12,000 to 15,000 milesdepending on driving conditions! That’s a long time for an oil fil-ter to remain in service.

The best advice you can give your customers is to buy thebest oil filter that is listed for their engine — especially if theyare not changing their oil for 7,500 miles or more. Many premi-um filters can go 10,000 miles or more. In any event, extendedoil service intervals of 10,000 miles or more require both syn-thetic motor oil and a premium quality filter. �


THE IMPORTANCE OFCHANGING CABIN AIRFILTERS Cabin air filters are designedto protect the most importantpart of the vehicle — passen-gers. Refer to the followingtips when explaining to cus-tomers how cabin filters canhelp them, and their vehicles,breathe easier. • Blocking contaminants —Designed to capture contami-nants like soot, dirt and odors,cabin air filters are the first lineof defense against airbornepollutants entering a vehicle inmotion. When the filter is dirtyor clogged, less air passesthrough the filter, making itharder to keep the air cleanand flowing. Pollutants cancause a variety of problems,from headaches to allergies. • Extending vehicle perform-ance — A dirty cabin air filtercan result in decreased heating,air conditioning and windshielddefroster performance causedby restricted airflow throughthe filter. Improper servicing orcontinued use of a clogged fil-ter may also hinder a vehicle’sHVAC performance and shortenthe life of vital system compo-nents. Vehicle recommenda-tions vary, but the generalguideline for replacing cabin filters is every 12,000 to 15,000miles, or annually.

Did You Know…The most often replaced filter is the oil filter. It usually

gets changed every 3,000 to 7,500 miles on most vehicles(except in Europe where they use different motor oils andtypically go for a once-a-year oil change). On many late-model vehicles, oil change intervals have been extendedfrom the traditional 3,000 miles or three months, to 5,000 to7,500 miles or more.

On vehicles that employ a maintenance reminder lightto signal when an oil change is needed, the reminderlight may not come on for up to 15,000 miles or more,depending on all the operating variables the softwareconsiders when making its estimate. On some vehicles,additional input from an electrical sensor in the oil panmay help detect oil that is breaking down or is heavilycontaminated with moisture.

An important point to keep in mind with respect toextended oil change intervals is that many of theseintervals are based on using high-quality syntheticmotor oil rather than conventional motor oil, and a premium-quality oil filter which typically use a syntheticmedia that outperforms most conventional cellulose filter media.


Tire rotation is a basicof vehicle preventivemaintenance; it is awell-proven fact thattire tread life can be

greatly enhanced by regular andtimely tire rotation. During rotation, each tire and

wheel is removed from a vehicleand moved to a different posi-tion to ensure that all tires wearevenly and last longer.

The vehicle owner’s manualshould be check ed for specificrotation recommendations. If norotation period is specified, tiresshould be rotated according tothe tiremaker’s recommendations.If irregular wear becomes

apparent or if the wear rate onthe tires is perceptively different(from axle to axle or across anaxle), then the tires should berotated in such a manner as totry to alleviate the condition. Ifdone early enough, rotation canarrest or prevent the onsetand/or progression of irregularwear.It is very important to understand the causes of the irregular or rapid wear prior to rotating the tires. First, each tire supports a different amount of weight due to the design of the vehicle. This

unequal weight distribution causes each tire to wear at a different rate. Driving style – particularlyaggressive driving – also can contribute to premature and irregular wear.

If the problem is alignment-related or mechanical-related, it should be corrected during theprocess of rotation. If wear concerns are driver-related, suggest to the owner that he can savehimself wear-and-tear on his vehicle and pocketbook by toning it down.

Also, make sure you have the right tire for the application; some tires simply don’t work in certain situations.

Service Advisor

Know Your waY aroundTire roTaTions

Tires should be rotated every six months or 6,000 to 8,000miles, according to tire experts. The Tire Industry Association

(TIA) recommneds rotation every 5,000 to 8,000 miles.


4x2In a 4x2 application, the tires on the drive axle will wear faster and the tires on

the non-drive axle will be more susceptible to irregular wear. The best rotation isfront-to-back – moving the tire from the non-driven axle to the driven axle – toeven out the wear.TIA recommends, however, that on a FWD vehicle, the front tires are rotated

straight back to the rear and the rear tires are crossed to the front. The oppositeis true for a rear-wheel-drive vehicle, according to TIA, so the front tires should becrossed to the back while the rear tires are rotated straight to the front.

Light Truck (4x2)If the vehicle has “all-position tires” with

the same tread on all wheel positions andno retreads, and with single (instead ofdual) tires on the drive axle, then the rota-tion pattern is simple – use the traditionalX pattern.If the vehicle has a designated “steer”

tire on front and drive tires or drive tireretreads on rear – the side-to-side rota-tion pattern is preferred. Rotate left frontto right front, left rear to right rear.

Light Truck (4x2 with duals ondrive axle)If the light truck has duals on the rear

drive axle, then the fronts should be rotat-ed side-to-side and the drives from side-to-side. However, the inside dual shouldbe moved to the outside dual position onthe opposite side of the vehicle.

Tire Rotation on an AWD VehicleIn AWD or 4x4, the X pattern is usually the preferred pattern (See

diagram.) The front right tire is moved to the left rear position, andthe front left tire is moved to the right rear position and vice versa.

Rotating NotesBefore rotating the tires, a num-ber of items should be checked.These include:• Make sure the tires have uniformtread depths, particularly across anaxle. The customer should be toldthat if the difference in tread depth be tween the front and rear tires is morethan 2/32 of an inch, the tires with the deepest tread should be placed on therear axle.• Check to ensure the tires are inflated to the proper inflation level recom-mended by the vehicle manufacturer.• Inspect to ensure the tires are the same size, same tread pattern and samebrand.• Never mix tire sizes, and never mix tire types (winter, summer, all-season).• Never mix radial and bias ply tires on the same vehicle.

Continues on page 44

The first thing to remember is that allbrakes make noise. When the frictionmaterial makes contact with the rotor, thecoupling causes the brake pad and rotorto oscillate and vibrate. In engi-

neering terms, this is called “force coupledexcitation,” which means that the compo-nents are locked as a combined sys-tem that will vibrate at the sys-tem’s natural frequencycombinedmodes of vibra-tion. The driverhears thesevibrations asnoise. This is “groundzero” for brake noise.In layman’s terms, when

the pads press into the rotors, itmakes vibrations that become noise. Like dogs,humans have a limited range of sounds they can hear.If the noise is out of the range of human ears, therewill not be a noise complaint or comeback (this is typ-ically high-frequency noises). It is when these vibra-

tions are allowed to transfer into the caliper andknuckle where they are lowered to the human hearingranges that the driver notices a noise. Brake shims are not designed for adjusting spac-

ing/distance between friction mate-rial and the rotor. Shims

provide multifunc-tion noise controlas a componentattached to thefriction pad back-ing plate. A quali-ty brake shim can

prevent brake noiseduring the entire life of the

brake job and will not dry outor be displaced over time like some lubri-cants. But remember, a shim does not do its

job if it is left in the box.Brake shims have the ability to control noise in

three ways. First, they prevent and reduce thetransmission and amplitude of vibrational forcesthat cause excitation of the caliper, pad assemblyand attached structure. This is accomplished by vis-

How Brake NoiseCan be as Bad asFingernails on aChalkboard

UnderCover Adapted from Andrew Markel’s article in

101Shimology


coelastic damping material inherent within the layer-ing construction of the shim and method of bondingto the pad assembly. In layman’s terms, it prevents vibrations that start at

the pad and rotor from being transferred into thecaliper and knuckle. These vibrations are very smalland hopefully the shim can isolate a vibration beforeit excites the caliper and knuckle. Second, a shim can add mass to the brake pad that

can dampen vibrations and oscillations in the pad andcaliper. Shims reduce reaction forces transmitted back

into the brake piston using elastomer interface coat-ings on their surface.Third, a good brake shim or insulator can act as a

thermal barrier to ensure consistent temperaturesacross the entire face of the pad. This can help ensureconsistent brake torque.High-quality brake shims are frequency and temper-

ature engineered multi-layered products using varyinggrades of metal, viscoelastic polymers/bonding mate-rials, elastomeric rubbers and fiberglass.High-quality brake shims usually start with a high-

quality metal plate. The shim manufacturer will selecta grade of steel with the right hardness, thickness anddampening properties.

The elastomeric rubbers areapplied to the steel in a con-trolled process that ensures thecorrect depth. These materialsare then vulcanized to the metalto ensure that they will endurethe harsh environment of thebraking system.Engineers tune these layers to

give the best NVH qualities forthe specific brake system noisefingerprint or signature.If the shim is not making con-

tact with the brake pad, it willnot do its job since thepad/caliper assembly undergoescomplex dynamic vibrationaldeformations due to superposi-tion of the combined system nat-ural frequency mode shapes thatmust be controlled by a properlyattached insulator.


This is just a small sample of the brake shim designs a manufacturer needsto make a line of pads. Every vehicle has its own specific performancerequirements for the shim. Premium lines will use up to seven differentshim materials.

This OE-Toyota shim has two pieces. The function ofthis design is to isolate the vibrations of the pad androtor coupling. In some cases, the OE might apply amoly or dry-film lubricant to the shims so the components can move.

Before you install any brake pador shim, take time to look it over.Look at the overall finish andappearance of the parts. Test fitthe part to see if the tolerancesare correct. Some of the bestbrake pads have the insulatoralready attached to the pad set.This can help ensure the effective-ness in three ways.First, by putting the shim on at

the factory it can prevent the tech-nician from forgetting to put themon the pad in a dirty shop environ-ment. Second, some pad and shoemanufacturers will use a heatedhydraulic press that can properlycure the adhesive. Third, the brakepad manufacturer can use aprocess like peening and rivetingto make sure the shim will performproperly.If the shim/insulator is not

already attached to the pad, dropit on a hard surface and listen. Ifthe shim makes a clinking noiseand bounces around, chances arethat it will not reduce noise andvibration. If the shim makes a solidnoise when it is dropped, it proba-bly will do a good job at insulatingagainst noise.If a set of pads or shims do not

look “right,” do not take a chanceby installing them. It is easier toreturn opened unused brake pads

then those that have been slightlyworn.

Blame GameIt is easy to blame the pads whenyou have a comeback due tonoise. When a customer hears abrake noise, it is not just the“pure” sound of the friction cou-pling. The sound they are hearing

is a product of the entire brakesystem, structural transfer pathsthrough suspension componentsinto the passenger compartmentand amplified noise within thereflective wheel well acting as areverberant echo chamber.This is why it is important to look

at the entire system when it comesto diagnosing brake noise. �


This is the back of the pad from a2010 Buick LaCrosse. The shimdampens and isolates vibration.


In the grand scheme of vehicle powerplants,Asian import vehicles for years have been widelyknown more for their smaller, fuel-sipping four-and six-cylinder engines. In fact, if you ask anyauto service techs if they have any Toyota V8

models coming in for timing belt service, you mayget either a blank stare, or a question like: “WhatToyota V8?”

The idea that there is a Toyota V8 needing atiming belt replacement seems to be somewhatunknown in the aftermarket.With a million or more potential timing belt jobs

out there on the various models with belt-drivencams, it’s time to get up-to-date on the service ofthese engines. All are considered interferenceengines that “could” have serious damage if the

belt breaks. And, on all belt-drivenToyota V8 engines, the water pump isalso driven by the cam belt.

Toyota’s UZ-FE V8sThe modern Toyota V8 we are familiarwith was originally used in the Lexus LSseries starting in 1989. This engineseries (UZ) is still around in great num-bers, though it has been redesigned andupgraded a number of times. Theengine was even certified for aircraft usein a twin-turbocharged version!The second series 2UZ-FE (Photo 1)

is a 4.7L with a cast-iron block, and wasinstalled in the Toyota Land Cruiser

Engine Series

DiScOVering TOyOTa V8 Timing BelT SerVice OppS

Photo 1

Adapted from

starting in 1998 as well as theLexus LX 470. It has been avail-able in other Toyota truck linessince the 2000 model year. Withthe addition of VVT-i technology(variable valve timing with intelli-gence), this engine became thestandard engine for Toyota V8trucks up to 2010 (2011 in theLand Cruiser). The other engine in the UZ

series is the 3UZ-FE and at 4.3Land all aluminum, it was avail-able only in Lexus vehicles or forracing-only models. The UZ engine has been replaced acrossthe Toyota and Lexus lines bythe UR series, which uses a chainto drive the camshafts.

Other V8sThe 5.7L V8 (Photo 2) is the sales leader in theTundra and Sequoia. It is a UR motor, so this articledoesn’t apply. With that in mind, when a customercalls in for an appointment, you need to determinewhich engine is in the vehicle before making any serv-ice quotes, especially at the recommended 90,000-mile service interval that Toyota lists for the timingbelt on the UZ engines.The other current Toyota V8 engine is the NASCAR

engine known as the Tundra Racing V8. Designed,developed and produced in the U.S. by ToyotaRacing Development (TRD), this engine is a pushroddesign, and certainly does not have a timing belt.

Servicing IssuesEach of the various models that use the V8 engineshave specific items that must be removed to allowaccess to the timing belt and allow room to removethe accessories, belt drives and timing covers. Repairtimes quoted are somewhat misleading for somemodels. If there are any indications of oil leakage at the

front of the engine and a possibility of having toreplace seals is necessary (cam seals), the repair timecan double if the valve covers (see Photo 3) andcamshafts have to be removed (VVT-i engines). If thecamshafts need to be removed to replace the camseals, it would be good to measure the valve clear-

ances before disassembly so the nec-essary shims can be replaced in theprocess. Obviously, if there is any evi-dence of sludge buildup with the valvecovers off, address the issue with yourcustomer. Since the engines that haveVVT-i rely on oil pressure to controlcamshaft timing, sludge can be a killer.In a search of pattern failures on

these engines, it’s very obvious thatthe source of many problems is theuse of non-OE or OE-equivalent tim-ing belts. Tooth count and timingalignment markings are critical, especially on the VVT-i engines. Becareful to compare the replacementbelt to the original for tooth countbetween the alignment markings, aseven a half tooth might make you redothe job. A belt that does not havealignment marks identical to the OE


Photo 2

Photo 3

belt should not even be installed. Another source of codes and dri-

veability complaints after beltreplacement is damage to thecrankshaft position sensor reluctorwheel, that must come off duringthe process of replacing the belt.Extreme care should be taken toprevent any scratches or other dam-age to the wheel. Harsh cleaners orabrasives should not be used toclean this part or any of the pulleysor sprockets. Typical codes that arerelated to timing belt misalignmentor potential sensor wheel damageare P0011, P0021, P0016 or P0018.

Timing Belt RemovalDue to the size of this engine,clearances are very tight for thetiming belt repair, especially on thesmaller 4Runner (see Photo 4). TheTundra, Sequoia, Land Cruiser andLexus car and truck models havemore room, but are still tight forremoval of some of the accessories.You will need a tool to hold the

crankshaft pulley to remove thecrankshaft bolt, and you may need apuller to get the pulley to releasefrom the crankshaft. The rest of thejob is pretty straightforward. Do notconsider this article to be a replace-ment for the proper repair informa-tion for the model you or youranother technician is working on.Rather, this article is intended togive you a heads up on some thingsto look out for; it’s not an instructionmanual.Since the water pump is run by

the timing belt on these cars, andyou will be removing some of thecooling system components, includerefilling and bleeding of the system,


Looking BackIn actuality, the Toyota family of cars has had a V8 engine available

for use since about 1963, just not in the U.S. That might explain how

those old Toyota sedans (see sedan photo) could keep up with James

Bond in a Toyota 2000GT in “You Only Live Twice” filmed in Japan in

1967. Both the 2000GT and the Toyota 8-cylinder V configuration

engines were produced in the mid-1960s with help from Yamaha. This

engine series was never sold in a car in the U.S., but was used in

other markets until the late 1990s. This engine is often referred to as

the Toyota “hemi,” as it had hemispherical combustion chambers.

or a complete coolant replacement, as part of the jobestimate. As noted earlier, if any indication of oil leak-age is observed on first removal of the timing beltcovers, take the time to read through the procedurefor camshaft removal and seal replacement beforeproceeding on VVT-i models. 1. Start by removing the ignition key and putting it

somewhere known only to you. Once the timing beltis off, a touch of the key for any reason could spellproblems.2. You will need to remove the upper engine cov-

ers; use care with the plastic pieces. The lower engineshields could be left in place, but working aroundthem would add time to the job. Due to a sometimesdifficult-to-remove crankshaft pulley bolt, it’s mucheasier to remove the radiator (after removing theshroud), especially if you are planning to do coolingsystem work. You will need to drain the cooling

system anyway to remove the water manifold.3. The serpentine belt tensioner is released by put-

ting a socket on the pulley bolt and turning it coun-terclockwise (the pulley bolt is left-hand threaded).Once the drive belt is off, you can unbolt, but don’tremove the various accessories (alternator, compres-sor, power steering pump). Toyota does a good job ofproviding enough slack in the connecting pieces toallow the various pieces to be moved out of the wayenough to get the covers off and provide workingroom. 4. The fan is supported by a bracket and bearing

assembly that must be removed. Keep track of wherethe various length bolts come from.5. Before removing the covers for the timing belt,

mark the timing marks on the cover and crankshaftpulley (see Photo 5) so they are easy to see. On VVT-imodels, read and head the warning sticker pertainingto the timing adjustment sprockets. (See Photo 6.)


Photo 5Photo 4

Removing the wrong bolts willcause a lot of headaches, and youcan’t replace the camshaft sealsfrom the outside.6. Once the timing covers are

off, in sequence, line up the timingmarks, again making paint markson the pulleys and rear covers toallow easier alignment. Nowcomes the time to remove thecrankshaft pulley bolt and pulley.It’s easy if you removed the radia-tor, but difficult at times if theradiator is in place. An old timer’strick is to place a thin piece ofwood or cardboard over the faceof the radiator to protect it. 7. Once the pulley bolt and pul-

ley are removed, recheck align-ment of the timing marks. If theydon’t line up perfectly (within ½tooth), turn the engine over byhand, one rotation, and recheck.Turn the crankshaft approximately50 degrees clockwise, then back-ward to TDC to relieve tension inthe camshaft timing gears. Thetiming marks should be lined up atthis point. See Photo 7. If not,determine the reason (jumped tim-ing, failed tensioner, failed idlerpulley bearings) and make surethat it’s corrected during therepair.

8. Remove the hydraulic ten-sioner by loosening the bolts alter-nately. Take the tensioner and dustcover out and reset and pin thetensioner. Check it for obviousleakage or weakness. You mayneed to rotate the right-side (passenger-side) camshaft slightlyto relieve tension on the beltbetween the crankshaft and rightcam.

Tips for ImprovedInstallation1. If you’re using an OE or OE-equivalent timing belt, it shouldhave three alignment marks and arrows pointing to the front. Thereshould be obvious markings forthe left and right cam and crank-shaft. If there are markings remain-ing on the original belt, lay thetwo belts together and verify thatthe belts are marked the same.Reports of aftermarket, non-OEequivalent belts being mismarkedare quite common.2. Before starting reassembly,

check for leaks from the waterpump, seals or front engine coverarea. Check for smooth bearings inthe idlers and for any deteriorationor scratching of the belt sprockets.Make sure that the cupped side of

Photo 6

the crankshaft belt guide/reluctor wheel is to the outside, and treat the guide as a VIP (very importantpart).3. Using the painted marks you made earlier, turn

the cam sprockets just slightly to make installing thetiming belt easier. Turn the right-side sprocket 1 toothclockwise and the left-side a ½ tooth clockwise. Makesure the crankshaft is still aligned properly and installthe belt with the printed marks lined up on the vari-ous shafts. Start at the crankshaft, then the left-sideidler and camshaft, go around the water pump andthen the right-side sprocket and tensioner pulley.4. Install the tensioner hydraulic unit, tighten to

spec and remove the retaining pin. Allow a couple ofminutes for the tensioner to fully tension the belt,

then turn the crankshaft two full turnsclockwise, back to TDC and recheckthe alignment of all timing marks. Ifthey’re not correct, start over with thebelt installation. Reassemble in reverseorder using a torque wrench on all fas-teners to prevent pulling or damagingthreads in the aluminum housings.5. Refill the cooling system, using a

vacuum-type filler system to preventoverheating due to air pockets.

Finishing UpThere really isn’t anything about thisjob that is out of the ordinary. As youmove forward in your career as a tech,you probably will end up doing similarbelt replacement on the more commonToyota V6s like other professional tech-nicians and engine builders have. Just

realize that with VVT-i technology, some proceduresand cautions need to be researched before you starttaking things apart. Remember that the vast majority (70-90%) of

Tundra and Sequoia models have the chain-driven5.7L engine, so there is no timing belt. That alsomeans that the other 20-30% will need a timing beltas maintenance, so there are jobs to be sold. The sheer numbers of these vehicles that have

been sold over the last 20 years (Lexus models)means there are a lot of opportunities to provideservice to your customer – better to sell as mainte-nance than a repair. Since these vehicles may haveengine damage if a belt breaks or jumps time, preventive maintenance makes a lot of sense. �


Photo 7: Some of the marks can be difficult tospot unless they’re highlighted. This picture isfrom an in-line 6-cylinder model, not a V8.


Solution at www.tomorrowstechnician.com

ACROSS1. Critical ignition-system component (5,4)6. Safety-minded braking system (1,1,1)8. T-top or targa (3,4)9. Kill the engine by mistake10. It's right on the map11. Flat-tire description13. Removes all parts from engine15. Traffic tie-ups, colloquially18. Dyno-measured engine output (3,5)19. Multi-point fuel injection, briefly (1,1,1,1)22. Slight adjustment23. Seven-time NASCAR champ Petty24. Dipstick word25. Specification's permissible variation

DOWN1. Ratchet attachments2. "Give me 40 ____ and I'll turn this rig around" lyric3. Stick-shift topper4. Valve-train part5. An engine fuel6. 1/2" ratchet to 3/4"-drive socket connector7. 4-Down component type12. Timing-chain partner14. Big-rig tire type, often16. Stub-axle synonym17. 5-Down, in the UK18. Crash-test agency, briefly (1,1,1,1,1)20. Crankshaft bearing type21. Gross combined weight rating, briefly (1,1,1,1)

Tomorrow’s Technician August Crossword

CrossWord PuZZle

BendPak/Ranger’s TS-150 Height Adjustable Tire Spreader

quickly lifts tires to a convenient work height to make tire

repairs infinitely more comfortable for the technician. The

heavy-duty rollers permit tires to rotate freely, while the

adjustable spreader forks accommodate both narrow- or wide-

tread widths. Control operations, including tire lift and spread,

are air-powered and use simple ergonomic air valves for oper-

ation. This convenient tire spreader is the perfect accessory

for any well-functioning garage or shop.

Visit www.rangerproducts.com for more information.

Product Release

The Bottom LineTire rotation is an essential part of tire maintenance on allvehicles, and therefore is a key component of your customer service arsenal. It is even more important onAWD vehicles because the full-time, all-wheel drive systemwears tires faster than other vehicle types. For this reason, it is important that tires on an AWD

vehicle are of the same size/diameter, tread design, brand,inflation pressure and tread depth. Varying from this regi-men can cause components in the AWD driveline to bedamaged and eventually fail.

For more on tire rotation including medium dutytrucks (6x4), directional tires and rotations with full-sizespares, visit www.tomorrowstechnician.com. �

Continued from page 29

Tomorrow's Technician, August 2013

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Transcript of Tomorrow's Technician, August 2013