Underhood Service, October 2013

®A MAGAZINE

NO CAN NO START DIESEL COMMON RAIL BLOWN FUSE DIAGNOSTICS

Reader Service: Go to www.uhsRAPIDRESPONSE.com

PublisherJim Merle email: [email protected] 330-670-1234, ext. 280

EditorAndrew Markelemail: [email protected], ext. 296

Managing Editor Jennifer Clementsemail: [email protected], ext. 265

Graphic Designer Dan Brennanemail: [email protected], ext. 283

Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Bob Dowie and Randy Rundle

Ad Services (Materials) Cindy Ottemail: [email protected], ext. 209

Technical Editor Larry Carley

Circulation Manager Pat Robinsonemail: [email protected], ext. 276

Subscription Services Maryellen Smithemail: [email protected], ext. 288

32Diagnostic DilemmasOld School Misfire, New School EngineNot all problems can be solved byreading codes and sensor outputs.Gary Goms looks at how a once common problem can baffle the bestbox diagnostics.

32

5838

58Networked StartersNo BUS, No Crank Diagnostics Brian Wing comes across a dead BMW that can’t crank or communicate.

Diagnostic Dilemmas: Parallel Universes

38Diesel DialogHigh-Pressure Diagnostics Wrapping your mindaround the fundamentals of common rail injection istough. Robert McDonaldhelps you to grasp pressures, droplet size anddiagnostics.

AUGMENTED REALITY CONTENT IN THIS ISSUE:SmartChoice™ Mobile App, powered by Federal-Mogul….page 4-5(Open AVI Play and hold your smart device over the SmartChoice™ logo)ASE Test Prep 11Power Stroke Diesel 38Key Diagnostics 58AVI Test Prep 65P0430 Sensitive Vehicles 76

DEPARTMENTSA Publication

UNDERHOOD SERVICE (ISSN 1079-6177)

(October 2013, Volume XVIII, Number 10): Published monthly by Babcox, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron,OH 44333 and additional mailing offices. POSTMASTER: Please send address changes to UNDERHOOD SERVICE, 3550 Embassy Parkway Akron, OH 44333. UNDERHOOD SERVICE is a trademark ofBabcox Media, Inc. registered with the U.S. Patent and Trademark Office. All rights reserved.

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6 October 2013 | UnderhoodService.com

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Underhood Service is a member of and supports the following organizations:

Columns

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46

66

74

Brent Crago, ownerTop Tech AutomotiveCleveland, Tennessee

Marc Duebber, owner Duebber’s Auto ServiceCincinnati, Ohio

Audra Fordin, owner Great Bear Auto Repair Flushing, NYwww.womenautoknow.com

Marvin Greenlee, owner Meade & Greenlee Inc.Salem, Oregon

Anthony Hurst, ownerAuto DiagnosticsEphrata, Pennsylvania

Roger Kwapich, owner Smitty’s AutomotiveToledo, Ohio

Rick O’Brien, technicianCoachworksPortland, Maine

Tom Palermo, general managerPreferred Automotive SpecialistsJenkintown, Pennsylvania

Van Pedigo, ownerRichfield Automotive CenterRichfield, Ohio

Paul Stock, owner Stock’s Underhood SpecialistsBelleville, Illinois

Michael Warner, owner Suburban WrenchPennington, New Jersey

Editorial advisory Board

8 Quick Tip

11 ASE Quick Tip

14 Publisher’s Perspective

16 Directions

18 Gonzo’s Toolbox

20 Aftermarket Update

24 Customer States...

26 Rotating Electrical

46 Gaskets

64 Training Update

66 Wiring Harness

70 Water Pumps

74 Converters

80 Tech Tips

87 Shop (New Products)

91 Rapid Response

92 Classifieds

96 Ultimate Underhood

HOME OFFICE

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Sales Representatives:

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Glenn [email protected] 330-670-1234, ext. 212

John Zick [email protected] 949-756-8835

List Sales Manager

Don [email protected], ext. 286

Classified Sales

Tom [email protected], ext. 224


» QuickTips POWERTRAIN

Figure 1

Adjustable ClutchMaster CylindersFollowing a new clutch installation, there is nothing worse thanexperiencing slipping or release problems. Many times technicians even begin to believe that the new clutchkit is defective. This is not correct, in most cases. The majority ofthe time a simple, quick adjustment will alleviate any problems.Most Japanese/Korean imports utilize an adjustable clutch mastercylinder (Figure 1). When a new clutch kit is installed, the mastercylinder needs to be re-adjusted to work properly with this new kitand avoid release and slipping problems. The steps listed below demonstrate the proper way to adjust themaster cylinder and avoid potential release problems with the newclutch.

PREVENTING NO RELEASE:

1. Verify that hydraulic fluid isclean and that correct fluid wasused.

2. Locate the master cylinderpush rod that attaches to the clutch pedal.

3. Using Figure 2 as reference, extend the push rod to allow formore throw. After the rod has been extended, tighten the lockingnut.

Caution: DO NOT extend the rod out too far. Extending too farout can block the compensating port in the master cylinder.

PREVENTING SLIPPING:

1. Verify that hydraulic fluid isclean and that correct fluid wasused.

2. Locate the master cylinderpush rod that attaches to theclutch pedal.

3. Using Figure 3 as reference, shorten the push rod to allow forless throw. After the rod has been shortened, tighten the lockingnut.

Note: In a slipping situation, the rod is too long causing the compensating port to be blocked off not allowing fluid to return tothe fluid reservoir. Courtesy of Schaeffler Aftermarket, www.Schaeffler-Aftermarket.us

Figure 2

Figure 3

» ASE Test Prep

L1BUS CIRCUIT TESTING ON THE TYPE 3COMPOSITE VEHICLEBy Andrew Markel, editor

The Advanced Engine Performance Specialist (L1)test contains 50 scored

questions focused on the diagno-sis of general powertrain, com-puterized powertrain controls(including OBD II), ignition sys-tems, fuel and air induction sys-tems, emission control systemsand I/M test failures. Section B of the Task List oncomputerized powertrain con-trols states that you should beable to perform the followingitems on circuits:

• Voltage Drop• Current Flow• Continuity/Resistance• Waveform Analysis

Many of the circuit testingquestions relate to a samplevehicle using a composite powertrain control system fea-

turing computerized engine con-trol technology used by mostmanufacturers. This vehicle isdescribed in the CompositeVehicle Type 3 Reference Bookletthat is provided both before andat the time of testing. The Type 3 vehicle was intro-duced in 2006. This vehicle hasseveral serial data buses andmultiple modules. There will bequestion on the test concerninghow different conditions likeshorts, opens and changes inresistance can alter serial databus traffic. You also have to beable to understand the testresults from voltage drop, resist-ance and scope analysis. Most of all you need to under-stand how a serial data bus net-work shares information by justchanging voltages over twowires.Good luck!

UnderhoodService.com 11


Techs can make virtually any repair “lookeasy” to their customers. The typical scenario consists of the customer drop-

ping off his/her vehicle in the morning and by5 o’clock the same evening it’s in top-runningcondition with a happy customer behind the wheel. How-ever, behind the bay door those of us in the business knowthe trick of making it look easy is having the proper train-ing, tools and personal drive to complete each job, exceed-ing both the shop’s and their customers’ expectations.For 15 years Ed Sunkin, the editor of Underhood Service,has made it “look easy” by producing 177 consecutivemonthly issues. Ed’s commitment to providing relevant“under-the-hood” technical content and industry newsfor shop owners, shop managers and technicians was ledby his personal drive to exceed his own expectations witheach issue while simultaneously expanding the digitalpresence of the Underhood Service website and socialmedia channels. Recently, Ed decided to take advantageof a new opportunity and the good news is he’s not goingfar. Ed has been named editor of Engine Builder, our sisterpublication serving the engine rebuilding industry.I’m also pleased to announce and introduce AndrewMarkel who has been named editor of Underhood Service.Some of you may already recognize Andrew, who cur-rently serves and will continue to serve as the editor ofBrake & Front End and has contributed numerous techni-cal features within past issues of Underhood Service andImportCar. Combined, these three monthly magazinesserve more than 100,000 individual repair shops.Andrew’s extensive publishing experience, coupled withbeing an ASE-Certified automotive technician, will ensurea smooth transition beginning with this issue!Andrew’s adjacent note provides a snapshot of his back-ground and impressive automotive aftermarket heritage.I’m glad to have Andrew on board to direct the editorialcontent of Underhood Service and its continued success.

[email protected], ext. 280

Changes

» Publisher’s Perspective BY Jim Merle | PUBLISHER

Becoming the editor of Underhood Serviceis a dream come true. I grew up in theindustry and remember the first issue of

Underhood Service. Why do I remember thatissue? The IM240 cover story helped the shop Iwas working at make the correct decision inpurchasing a new OBD II scan tool.Like a lot of you, I am the third-generationof my family to work in the automotive serv-ice industry. My grandfather owned severalrepair businesses, gas stations and even a fewnew car dealerships in Denver, CO.My father began his career at his father’sHudson and American Motors dealershipbefore being drafted into the Army. Afterbeing honorably discharged, he became a resident instructor at a GM Training Center. In1981, he made the move to Detroit to becomeACDelco’s supervisor of service training.My career started at the age of three when Imanaged to crush my fingers under anengine block of a Chevy Vega (I still have thescars). My first paying job was at a new cardealer as a porter while attending college.Later, I went on to work as a service advisorand technician for several independent shops.It has been 18 years since reading that firstissue of Underhood Service, it is a true honor tobe steering the editorial direction. If youwould like to introduce yourself, give me acall.

[email protected], ext. 296

Ed Jim Andrew

Plastic engine covers are becoming a plaguefor technicians and it is only getting worse.Every year they get bigger and more difficult

to remove. Once, they only cleaned up the engine bay, hid-ing unsightly wire harnesses, piping and intakemanifolds. Now they have become barriers totechnicians like the tamper-resistant screws onan iPhone.

My first experi-ence with thesecovers was on aBuick 3800. Thecover could beremoved bytwisting the oilcap and strategi-cally pulling onthe corners.Anybody could remove it in under 5 seconds. Soon I started to notice more of these covers.Like the 3800, to remove many of the early covers,it did not take any tools or maybe just the turn ofa few screws like on the Cadillac Northstar. About a decade ago, I started to notice moreinsulation and fasteners. Some automakers likeHyundai saw the cosmetic and comedic value of

these covers by making a transversely mountedV6 look like a longitudinally mounted V6. During the past five years, more of these coversare turning into sound-dampening devices sothe driver is not exposed to the clatter of injec-tors, whir of a camshaft or the buzz of an idle aircontrol valve. In order to accomplish this, thecovers are becoming stiffer with fastener sys-tems that could make a door panel jealous. On one 2013 engine, the cover took me morethan five minutes to figure out how to remove it.Worst of all, it made the engine bay look like anappliance that could wash clothes or bake a cake. Unfortunately, these covers add one more stepto a diagnosis or repair process that in my opin-ion is not making it into the labor guides. What is your worst engine cover? Email me at

[email protected].

» Directions By Andrew Markel | EDITOR


PLASTIC ENGINE COVERSOnce just for looks they are now functional


One day, one of my customers called andsaid he just purchased a car from the po-lice auction, but it had some sort of

strange noise coming from the driver’s-side electricseat. It seems that every time he moved it, therewas a strange electrical sound. He thought therewas something wrong with the seat motor, andasked if I could take a look at it. “Sure,” I said. “What kind of car is it?”“It’s a Peugeot,” he answered.Within a few days, the car arrived at the shop,

and after pulling it into a bay, I tried the driver’sseat. Sure enough, as you moved the seat for-ward an inch or two, a horrible, loud buzzingsound emanated from under the seat. Rolling theseat back would stop the noise. In disbelief, Irolled the seat forward to the spot that made thenoise, but it seemed to be pretty consistent —same place, same noise.The second time I moved the seat to the spot

that made the noise, I got out of the car andlooked underneath. The noise immediatelystopped…there was nothing, not a whisper ofany strange noise or buzzing.I rolled the seat forward and back several

times to produce the noise, but to no avail. Whatin the world was going on?I called over my helper and asked him, “Listen

to this and see what you think.” The noise wasgone. I explained to my assistant what had hap-pened and he was also at a loss. I climbed back inthe car and, sure enough, as long as I was sittingin the seat, it would make the noise. But, when Igot back out of the car and tried it again, therewas nothing. This is ridiculous. I heard the soundmyself but thought, “I’m not going crazy, am I?”I got out again, and this time I had my helper

get in the car and move the seat. He moved theseat forward and it starting making the noise. Itold him to lift his butt out of the seat…and thenoise stopped immediately. He tried severaltimes, and then I tried a couple of times.

Actually, we were having fun with it. One ofus would sit in the seat and make a fake pistolwith our fingers as if we were shooting eachother. We would raise and lower our butts in andout the seat and pretend we were Buck Rogers orsomething.“OK, enough fun, sit back down,” I said, “I’ll

look underneath this time.” I got down to whereI could look under the seat, and at about thesame time he was putting his weight back intothe cushion. Then, I spotted the problem. Oh my!I had to look again and again just to confirmwhat I was seeing.My helper asked: “What is it?” with great sur-

prise and anticipation. As I looked underneaththe seat, I could see a perfect bluish-white light-ning bolt glow about an inch or so long. It waspointed right at the bottom of the cushion, butonly a fraction of an inch from the seat’s metalbracing.In a very calm voice I told him, “Now listen

carefully, I want you to raise your butt out of theseat, and I’ll move the seat toward the rear. Thereis a police taser pointing at your keister rightnow. Move very carefully, and I don’t think you’llget shocked.”I think it shook him up a bit. But he carefully

lifted his weight out of the seat. The Taser wasthe exact same color as the carpet and undersideof the seat. It was so well camouflaged that itappeared to be a part of the seat mechanism. If itweren’t for the lightning bolt, I don’t think any-one could have spotted it. It really looked like apart of the seat brackets. After moving the seatback, the Taser eased off of the button and cameback to rest with the business end pointing harm-lessly away from his “derriere.”I then reached under the seat and carefully

pulled the Taser out. I called the customer andtold him what I found, and to say the least, hewas shocked.

So were we for that matter…well, almost.

By Scott “Gonzo” Weaver» Gonzo’s Toolbox

Sometimes a Short is a Few Thousand Volts More than Expected

For free e-mail updates with the latest aftermarketnews, tech tips and supplier promotions, log onto AutoCarePro.com.

» Aftermarket UpdateBrought to you by:

New Federal-Mogul‘SmartChoice Mobile’ App

Go to www.uhsRAPIDRESPONSE.com

Federal-Mogul has introduced a powerful, free mobile appdesigned to help automotive service providers dramaticallyincrease operational efficiency, sales and customer satisfaction.The innovative new “SmartChoice Mobile” app enables shopowners, service writers and professional technicians to use theiriPhone or Android devices to instantly access the latest partsinformation for virtually any passenger car or light truck andcommunicate detailed inspection findings — including photos ofworn or broken parts and a repair estimate — directly to thevehicle owner.

The SmartChoice Mobile app is available immediately throughthe Apple App Store and Google Play as well as Federal-Mogul’snew www.SmartChoiceApp.com website.

“SmartChoice Mobile is much more than a parts lookup tool –it helps speed the entire repair process by providing extensiveparts and repair information and establishing a real-time connec-tion with the vehicle owner,” said Brian Tarnacki, director, glob-al market strategy, Federal-Mogul. “This free solution sets thebar for all automotive service apps and positions the shop as atechnology leader committed to customer service excellence.”

The app includes VIN scanning technology that allows the userto instantly capture critical vehicle information and access allcorresponding part and repair information via Federal-Mogul’swww.FMe-Cat.com applications database. The app also providescomprehensive lookup options such as specific partnumber/interchange search or traditional year, make and model.

The service professional can use the app’s “Send InspectionResults” feature to compose and send a shop-branded email —featuring inspection results, repair estimate and images of wornparts — to the vehicle owner. This customizable email summaryalso includes instant-reply and callback buttons to encourage thevehicle owner to ask questions and/or authorize the repair.

A “Chat with a Pro” feature automatically connects the shopprofessional with an ASE-certified technical specialist at theFederal-Mogul Technical EducationCenter (F-M TEC). The appalso includes a link to Federal-Mogul’s growing library of tech-nical information and latest news.

To learn more and to download this free business-building tool,simply search for “SmartChoice Mobile” in the Apple App Storeor Android Market or visit www.SmartChoiceApp.com.

Speeds Repair Process Through Real-TimeConnection to Parts and Customers

Federated FreeFuel Fridays BackOn Facebook


» Aftermarket Update

Wagner ThermoQuiet Ceramic brake pads featur-ing Wagner OE21 formulations are the first fullline of replacement ceramic pads to achieve low-copper certification. Approval was provided byNSF International, the independent registraroverseeing manufacturer compliance with copperlegislation. The official industry “LeafMark,” indi-cating compliance with 2021 legislative require-ments, will now appear on Wagner ThermoQuietCeramic boxes.Federal-Mogul has developed OE21 low-copperformulations specifically for the WagnerThermoQuiet aftermarket product line. Thesenew ThermoQuiet low-copper ceramic pads are35% quieter while providing 15% more stoppingpower and 40% greater fade resistance than pre-vious formulations.“These low-copper certifications demonstratethat Wagner Brake is leading the way in address-

ing the latest environmental regulations. In addi-tion, our engineers have redefined the science ofceramic friction technology by developing eco-friendly formulations that provide across-the-board improvements in overall braking perform-ance,” said Martin Hendricks, vice president andgeneral manager, braking, Federal-Mogul.Reduction of copper content in vehicle frictionmaterials is required with the recent passage ofenvironmental legislation in California andWashington. This legislation mandates that theuse of copper in new OE and replacement brakepads be reduced to less than 5% (“Low-Copper”)of material content by weight by Jan. 1, 2021.To learn more about the proprietary OE21 low-copper friction formulations and WagnerThermoQuiet Ceramic brake pads, visitwww.WagnerBrake.com.

Wagner ThermoQuiet First Ceramic Full Line Brand ofBrake Pads to Achieve Low-Copper Certification

October is Car Care MonthOctober is Fall Car CareMonth and the Car CareCouncil urges shops, storesand other industry organiza-tions planning community carcare events to register theirevents at www.carcare.org/industry-participants/host-an-event.

Events registered on the CarCare Council’s website willbe promoted by the councilthrough its various socialmedia platforms, includingFacebook, Twitter andPinterest. In addition, thecouncil has a map feature atwww.carcare.org/car-care-events to make it easier formotorists to locate a vehiclecheck-up event in their area.

Each year during Fall CarCare Month, hundreds ofcommunity car care eventsare conducted nationwide by

independent repair shops andauto parts stores as well asvocational schools and otheraftermarket organizations.The free inspections held during these events haverevealed that a vast majorityof vehicles require some typeof service or new part andprovide an opportunity fortechnicians to talk one-on-onewith motorists in a fun, non-threatening environment.

The Car Care Council is thesource of information for the“Be Car Care Aware” con-sumer education campaignpromoting the benefits of regular vehicle care, mainte-nance and repair to con-sumers. For a free copy of thecouncil’s Car Care Guide or formore information, visitwww.carcare.org.

Federated Facebook fans have spoken. Federated Free Fuel Fridayshas returned to the Federated AutoParts and Federated Car CareFacebook pages.

Federated will give away two $50gas cards on each of its Facebookpages every Friday through Oct. 25,2013. Fans of Federated can enterfor a chance to win and will receiveextra entries when sharing the contest with their Facebook friends.

“Federated Free Fuel Fridays was abig hit with our Facebook fans earlier this year, so we decided tobring it back as a ‘thank you’ to ourloyal followers,” said Phil Moore,senior vice president for FederatedAuto Parts. “We received so manywonderful posts and emails aboutthis contest, so there was no question that we should run itagain.”

For more information, visitwww.federatedautoparts.com.


“Customer came in with a 2007 Honda Civic with an intermittent no-start condition and leakingwater pump. As I removed the timing belt and balance shaft belt, I noticed this soda can tab hold-ing one of the crank sensors in place. Apparently, the customer knew of this from a year ago whenthe balance shaft belt broke but couldn’t afford the sensor or a new water pump. While the cus-tomer waited to have the recommended repairs, the leaking water pump washed the bearings ofboth the tensioner pulleys. After replacing the water pump, both belts, both tensioner pulleys andthe broken crank sensor, the customer was happy to have his little Civic back on the road. Hepromised to not go the cheap route again.”

Marty TateTuffy Auto ServiceTallahassee, FL

» CustomerStates...

“The car will not start and pleaseignore the soda can tab holding thecrankshaft position sensor.”

If you have your own “customer states...” story and picture of a problem that was ignored for too long, please send it and youcould win $50 if your entry is selected to appear in the magazine. Send your entry to [email protected]. Thanks!


Besides the multimeter, test light and aterminal jumper lead kit, diagnosingblown fuses requires a device that

can be utilized as a resettable fuse (Figure1). A circuit breaker, similar to those foundon early model vehicles, or a positive tem-perature coefficient thermistor (PTC), foundin any electronics store, can replace the fuseduring blown fuse diagnosis. It is important tochoose the proper amperage rating for these devices to protect the circuit from further damage.

Similar to diagnosing other electronic problems,diagnosing blown fuses can be categorized intofour main stages: verify the complaint, under-stand the circuit, isolate and test, fix and verifythe fix. However, before jumping into diagnosis,it’s important to ask the customer about anychanges made to the vehicle prior to the issue.Adding loads to an existing circuit can causefuses or other components to fail. Another impor-tant question to bring up to the customer relatesto the type of condition in which the issue occurs.One last important question to ask is if the vehi-cle has already been seen by another technician.The next step is to verify the complaint. This

stage requires utilizing the circuit breaker or PTCto verify the conditions that cause the fuse to fail.Additionally, a thorough visual inspection shouldbe performed to look for exposed wiring, meltedcomponents or anything that will slow down therotation of a motor.

Problems that occur based on temperaturecan be triggered with a test drive or a heatgun. A spray bottle can be utilized to simu-late moisture. If the failure of the fuse isrelated to movement, a shake down test canbe performed by slightly tugging on thewiring harnesses until the circuit breaker orPTC opens. Although these steps seem like

simple diagnostic procedures, it might take along time to find the problem without anyknowledge of which circuit the fuse powers. Understanding the circuit is very beneficial to

diagnosing the problem. This second stageincludes fully assessing the power distributionand wiring schematics. The power distributionschematics provide information on which systemor systems the fuse is designed to protect. Once the problem is verified and the circuit is

understood, the third stage is to isolate and testthe circuit based on the information gained fromthe prior stages. Based on the perceived locationof the problem, sections of the circuit can be iso-lated by disconnecting connectors, loads, switch-es or modules. Testing the circuit for shortsrequires the use of an ohmmeter to test for conti-nuity to ground or another wire. A quick way totest for a shortto ground is totest continuityfrom the sus-pected wire toground whilethe section ofthe circuit isdisconnectedfrom the rest ofthe system. Ifthe wire isshorted toground, themeter will indi-cate a resistancelower than 1Ω(Figure 2). Asimilar test can

» TechTalk ELECTRICAL

Diagnosing Blown FusesBy Omar Trinidad, contributing editor

Figure 1

Figure 2


be done if a wire is suspected ofbeing shorted to another wire. It’svery important to verify that thesection of the circuit being tested isisolated from the whole system.False readings may be found if notisolated.Fixing shorts usually requires

replacing a section of a wire or tap-ing the exposed section of thewiring harness. Depending on thenature and severity of the problem,components, wiring harnesses orloads might need to be replaced.Below are two case studies to betterillustrate the diagnostic procedurefor issues that cause fuses to fail.

Case Study 1The customer complains that thefuse fails when the system isturned on.After verifying the complaint, the

next step is to understand the cir-cuit (Figure 3). Due to the fact thatthe issue occurs only when theswitch is turned on, the problemmust be after the switch. On thecontrary, if the fuse failed regard-less of switch position, the prob-lem would be a short to ground onthe wire between the fuse andswitch. In the current situation, thefault in this circuit will be found inone of the three following areas:the wire before connector C201,the wire after C201 or at the loads.A short to ground at either wirebefore or after C201 will cause thefuse to fail once the switch isturned on. An internally shortedlight bulb or if both wires going toa load are shorted together willalso cause the same issue. It would be best to test the resist-

ance of the loads first. They shouldboth be within specifications. Dueto the nature of the issue at hand, aload with very low resistance willcause the fuse to fail. Once theReader Service: Go to www.uhsRAPIDRESPONSE.com

Figure 3


load is verified, the problem can only be on thewires before and after C201. One way to isolate thetwo sections is by replacing the fuse with a test lightand unplugging C201. If the test light stays illumi-nated when the connector is disconnected, the wirebetween the switch and C201 is shorted to ground.However, if the test light turns off with C201 discon-nected, the problem is the wire between the connec-tor and loads. A continuity test from the faulty wireto ground can be performed to fully show and veri-fy the short circuit. With the loads taken out of thecircuit and C201 disconnected, there should not beany continuity to ground on the wire between C201and the load. The last step would be to replace orrepair the wire, and verify the fix.

Case Study 2The customer complains that the vehicle intermit-tently dies while accelerating, going over bumpsand turning left. A blown 30-amp fuse, which pow-ers multiple circuits including the fuel pump circuit,is found to be the cause. One of the hardest faults to diagnose are the those

that seem intermittent. It’s best to first study the sit-uation or environment that causes the fuse to failand try to simulate the exact cause. As listed above,time, temperature, moisture and movement aresome of the variables that can cause intermittentproblems. Though it’s easy to see that the problemon the second case study seems to be caused by thejouncing movement of the vehicle, which would beeasy to simulate, there are two other variables thatneed to happen. The vehicle must also be in motionwhile turning left.After verifying the fault in a safe area away from

other drivers, it was found that the fault wouldoccur even while moving straight forward. Thistakes away the variable of turning left. This casestudy also illustrates the need to filter informationfrom customers. Some will be helpful, but some canbe misleading. Once the correct variables have beenverified, the next step would be to understand thecircuit. However, due to the intermittent characteris-tic of the issue at hand, it would be difficult tounderstand where the problem lies. The only step left would be to isolate and test, but

it would be very difficult and dangerous to diag-nose a moving vehicle. The movement causing thefault in the circuit needs to be simulated while thevehicle is in the bay. Due to the nature of the prob-

lem, performing a simple shakedown test, with theengine running, was the best way to solve the prob-lem. A PTC or circuit breaker should be utilized inplace of the fuse to indicate the high current flow. Inaddition, a test light can be wired after the PTC orcircuit breaker to provide a visual clue of when thefuse would fail. With everything connected asshown in Figure 4, the technicians tugged lightly onthe wires around the suspected area. It is best tostart from the wiring harness connected to the fusebox and out to the rest of the circuits. The fault inCase Study 2 was found on a wiring harness thathad rubbed against a bracket in the engine compart-ment. After seeing the problem, it was very appar-ent that the exposed wire in the wiring harnesswould rub against the bracket when the enginemoved during hard acceleration. Furthermore, thefault occurred over bumps when the wiring harnesshit the exposed portion of the painted bracket. Theproblem was fixed by wrapping electrical tapearound the exposed wire, replacing the damagedcorrugated plastic tube, and finally by rewrapping aportion of the harness with electrical tape.Diagnosing blown fuses can at times be frustrating,

but the diagnostic steps listed above should helppinpoint the issue causing the problem. The impor-tance of verifying the variables causing the fault andunderstanding the circuit can help highlight thefault. Furthermore, the two case studies detailedseveral issues that followed the diagnostic proce-dures and highlighted the steps to isolate and testthe circuit. Lastly, it’s important to understand thathigh current is the main cause for blown fuses.Thus, the main question that should be asked is,“What is causing the increase of current flow?”



Figure 4


Doing mobile part-time diagnostics, I getmore than my share of no-code driveabilitycomplaints from local shops. In most cases,

solving the no-code driveability complaint calls for“thinking out of the box.” The “box” in this case isthe enabling criteria required for setting an OBD IIdiagnostic trouble code (DTC). To give the no-code issue some perspective,early OBD I engine control modules (ECMs)could detect a circuit fault like an open or short-ed-to-ground circuit in a sensor and could, inmany instances, rationalize inputs from two ormore sensors to diagnose a third sensor. But mostwouldn’t run diagnostics until the engine reacheda closed-loop status with the coolant temperatureexceeding 160° F and the oxygen sensors switch-ing voltage from about 200 to about 800 millivolts(mV). Because these on-board diagnostic systemsoften didn’t detect some of the most obvious fail-ures, many experienced techs left their scan toolson the shelf and began rounding up the usual“no-code” suspects through the expert use of adigital voltmeter and lab scope.On-board diagnostics were vastly improved whenOBD II appeared on all 1996 passenger and lighttruck vehicles. For the first time, technicians weretreated to a standardized, well-defined, on-boarddiagnostic system that began running test moni-tors, often as soon as the ignition switch wasturned on. Most OBD II systems could recognizecircuit faults, low and high voltages in specific cir-cuits, intermittent circuits, and out-of-range orrationality faults. It’s also important to rememberthat OBD II popularly introduced the misfire moni-tor, which detects cylinder misfires. In addition,many vehicles begin entering fuel control andclosed-loop mode as soon as the oxygen sensorsbegin generating voltage signals. Thanks to the useof heated oxygen and air/fuel ratio (AFR) sensors,fuel control and closed-loop status are now beingachieved within seconds after the engine starts.Last, all of the hundreds, if not thousands of “glob-

al” DTCs list enabling criteria that provide exactconditions under which the test monitor runs andhow that test monitor generates and stores a diag-nostic trouble code. Last, most OBD II global DTCsinclude “freeze frame” data that describes the driv-ing conditions under which the DTC was recorded.

The No-Code DilemmaWith that said, what happens when we experiencean intermittent, no-code driveability complaint?Obviously the engine isn’t running well, so whyisn’t a DTC being stored in the vehicle’s OBD IIPCM? At this point, we can only speculate becausethe factual answer to this problem is likely hiddendeep in the vehicle manufacturer’s research andengineering data. Maybe the engineers didn’t visu-alize a problem like the one we’re experiencing, or

»DiagnosticDilemmas PARALLEL UNIVERSES

What You Can’t See CanCause a MisfireBy Gary Goms, contributing writer


maybe they did, but couldn’tdevise a diagnostic monitor thatwould accurately measure andrecord that specific condition. Ormaybe the condition lies outsidethe parameters originally writteninto the DTC’s enabling criteria,which might require a reflash orreprogramming to correct. Andsome monitors like the OBD IImisfire monitor are occasionallyre-engineered several differenttimes to eliminate false DTCs byraising the threshold of theenabling criteria. This is whychecking the current calibrationsin a PCM and checking TSBs for

the latest PCM calibrations is anessential part of the diagnosticprocess.

The Mysterious Dodge RamNow that we’ve briefly discussedenabling criteria and how thePCM might detect circuit failuresand store diagnostic troublecodes, this month’s DiagnosticDilemma involves a 2005 DodgeRam 1500 series truck equippedwith automatic transmission and5.7L Hemi V8 engine with250,000 miles on the odometer.Before I get too deeply into theno-code problem affecting thisvehicle, let me note that this par-ticular vehicle has been experi-encing a number of electrical/

electronic problems, includingrepeated fuel pump failures forseveral years. The repeated fuelpump failure was dealt with bythoroughly inspecting the fueltank for abrasive debris,installing a quality fuel pumpand relay, meticulously inspect-ing the wiring harness and clean-ing the fuel pump ground locatedin the engine compartment.But this Ram 1500 also beganexperiencing a jerking or “trailer-hitching” sensation when thedriver applied light throttle topass another vehicle. My initialclue to the exact complaintoccurred during my first testdrive when I accelerated from astop sign to about 30 mph at light

» DiagnosticDilemmas


» DiagnosticDilemmas PARALLEL UNIVERSES


throttle. I could briefly and faintly feel the trailer-hitching sensation, but could not put a finger on it orduplicate it. After letting the owner drive the vehicle,I noticed she was accelerating as if she were passingon the highway. After noticing this tendency, I askedif she noticed the “jerking” or trailer-hitching prob-lem while passing. The answer was “yes.”Unfortunately, further test-driving failed to duplicatethe complaint, much less produce significant dataincluding engine performance trouble codes on myscan tool. The PCM’s diagnostic memory did contain somerather odd transmission DTCs, including a fluidlevel code and a few other codes that simply weren’trational and therefore irrelevant to this text. In short,it’s not likely that the transmission could simultane-ously fail in so many different ways. We didencounter a later failure in the total integrated powermodule (TIPM) that included a cranking, no-startproblem and many other DTCs, but that’s a separatefailure and another story altogether. But, given those automatic transmission failurecodes, I began to wonder if the problem was anunlikely case of a drive clutch chattering or slipping.Upon inspection, the fluid looked perfectly clear, asdid the transmission oil pan when it was removedfor service. I might add that replacing a worn trans-mission control module (TCM) relay seemed to rem-

edy most of the irrational transmission failure codes,which is to be expected on a vehicle with more than250,000 miles on the odometer. Nevertheless, thetrailer-hitching problem continued to worsen as timewent on.

Over-The-Shoulder DiagnosticsMobile diagnostics has very unusual limitations. Forexample, unless a mobile tech owns a very well-equipped van full of the latest diagnostic equipment,he might not have exactly the right equipment ortooling to diagnose the vehicle. Since he’s rarelyfamiliar with the customer or the vehicle, he’s reliant

on information provided by his clientshop. Unfortunately, many clientshops don’t properly interview thecustomer or record that informationin a logical way. To illustrate, writing“vehicle jerks while driving” on therepair order is a very generalizedway of describing the problem. Whenthe mobile diagnostic tech discoversthat the complaint is actually a no-code, intermittent or random per-formance issue, he must radicallyadjust his diagnostic strategy and, inmost cases, get even more informa-tion from the customer regarding thespecifics of how, when and where theproblem occurs.

A Clue from the Distant PastA technician’s past experience isalways an important part of the diag-nostic equation. During the early

At 250,000 miles, this Dodge 5.7L Hemi engine begandeveloping a number of electrical and performancecomplaints.


1960s, I owned a 1953 Ford carequipped with Ford’s famous“flat-head” V8 engine. Being theyoung gear-head that I was, Iinstalled twin carburetors, dual-point ignition, free-flow cast-ironexhaust manifolds, and milled thecylinder heads 0.030” to boostcompression. When I started col-lege in 1961, I moved to a collegetown in a much lower altitude.About one month into my firstcollege year, I noticed that my oldflat-head engine would start jerk-ing as I approached a steady-throttle cruise at about 35 mph onCollege Avenue. Water and sedi-ment from the fuel tank wasalways a problem in those days,so I cleaned the fuel pump sedi-ment bowl and removed the floatbowl covers on the Holley 94carbs to check for clogged carbu-retor jets. Everything checkedperfectly, including the distributorpoint gaps and timing. I eventook the car to a professionaltune-up shop for a scope test withno result.One night, my diagnostic “lightbulb” came on, so to speak. Whilereviewing the characteristics ofbasic electricity in my collegephysics class, it occurred to methat I had loomed the bright-red,solid steel-cored spark plug wiresparallel to each other through apair of fancy chromed steel wirelooms. Each wire popped out ofthe loom at precisely the correctpoint to attach to the spark plug. It also dawned on me that myproblem occurred at cruise whenmy two finely tuned Model 94Holley carbs were leaning outtheir air/fuel mixture. Because itrequires more firing voltage toignite a lean fuel mixture, thisincreased firing voltage increasesthe strength of the magnetic fieldsurrounding each spark plug

wire. Since each wire ran parallelfrom the distributor through asteel loom, each wire was likelyinducing a spark in its companionwire. When that happened, thejerking sensation was probablycaused by the cylinder firing asmuch as 45° or more before top-dead center (BTDC) at relativelylow engine speeds. Many years later when I wasteaching auto mechanics, we

often invited a major spark plugmanufacturer to demonstrateignition diagnostics at our com-munity college. The manufacturerequipped a commercial van tohold all of the instructionalmedia, including a chrome-plat-ed, single-cylinder air-cooledengine. The most attention-get-ting part of each class was whenthe instructor ran the engine byholding two spark plug wires



» DiagnosticDilemmas PARALLEL UNIVERSES


parallel to each other to demonstrate the principle ofhow one spark plug wire can induce a spark inanother wire.

Back to the Dodge As a diagnostic tech, I don’t do a tremendousamount of hands-on service work so I don’t have aworking knowledge of each engine configuration onthe current service market. In this case, I didn’tunderstand that on the Dodge Hemi V8, each of itseight ignition coils fires a respective cylinder on the

opposite bank through a conventional spark plugwire. So the effect is that all eight cylinders are firedby spark plug wires running in parallel to eachother and held in place by a plastic guide thatroutes them under the air intake across the engine’sintake manifold. Sure, I’m applying an experience learned 50 yearsago on a flat-head engine to a modern state-of-theart hemispherical combustion chamber V8. So, if I’mso smart, why weren’t any misfire DTCs present inthe PCM? And how could Chrysler Corporation

design such an obvious fault intotheir famous Hemi V8? And, givenmodern technology, how couldsuch a problem appear on a mod-ern vehicle?

Operating StrategyAny PCM has various diagnosticstrategies programmed into itsmemory. I don’t want to get deeplyinvolved in misfire monitors in thisspace, because experienced diag-nostic technicians know that mostmisfire monitor strategies vary toowidely to describe in a few sen-tences or paragraphs. Suffice it tosay that some nameplates don’trecord misfires in an identical wayto other nameplate manufacturers.And, keep in mind that manydescriptions of misfire monitors aregeneric, rather than application-specific, examples.

Unlike a conventional coil-on-plug assembly, the igni-tion coils on this Dodge are mounted on one enginebank and connect to the spark plugs on the oppositebank through conventional spark plug wires.

This OEM wire loom routes each spark plug wire inparallel order to its appropriate cylinder.


So I speculated that the misfiremonitor on this 2005 DodgeHemi V8 is programmed todetect acceleration in the crank-shaft after the crank pin passestop-dead center (TDC) on a com-pression stroke. If the PCM does-n’t sense that acceleration, it willstore a P03XX-series misfire trou-ble code in its diagnostic memo-ry. What the misfire monitormight not do is detect a suddencrankshaft deceleration when thecylinder is fired, let’s say, 45°BTDC. But it might, nevertheless,detect enough acceleration afterTDC to prevent a misfire codefrom being stored. So the engineis running very rough, butaccording to the programming inthe PCM, it’s not detecting a“real” cylinder misfire.With that said, why wouldDodge deliberately route thespark plug wires parallel to eachother through a plastic loom? Theanswer might lie in the construc-tion of the wires themselves. Foryounger techs, the old steel-coredspark plug wires used in the1950s and early ’60s would put onquite a light show at night, thanksto the corona produced by theelectromagnetic field surroundingeach wire as it fired each cylinder.While carbon-cored spark plugwires rarely produce this type ofcorona, they nevertheless gener-ate an electromagnetic field thatcan be detected and accuratelymeasured by the inductive pick-ups we use to display secondarywaveforms on a lab scope.

The Rest of the StoryAs the late Paul Harvey mightsay, it’s time for the Rest of theStory. If you’re into high-perform-ance engines, you’re probablyaware that many high-end spark

plug wire manufacturers use aspiral-wound core that will con-duct very high voltages withoutgenerating as much spark induc-tion as conventional carbon-corewires. In this case, the OE sparkplugs and wires had recentlybeen replaced by the client shop.The technician had individuallyrouted the premium-grade after-market wires through its respec-tive groove the OE wire loom. Sowhat could go wrong? Here again I’m speculatingbecause I don’t have the old wiresin front of me. But I’m guessingthat the OE wires might havebeen spiral-wound or otherwisespecially constructed to reducespark induction, whereas theaftermarket replacement wires

might not. The simplest way toconfirm my diagnosis was to tem-porarily remove the wires fromthe loom and allow them to crosseach other at random angles toeliminate the parallel routing thatis the source of spark induction.This random distribution of sparkplug wires positively ended thetrailer-hitching complaint. Myrecommendation was to installthe OE wires according to theirOE routing. Sometimes “thinkingout of the box” to solve a no-codedriveability complaint requiresthe experiences we gained asbeginning mechanics in an agewhen enabling criteria and diag-nostic trouble codes were termsthat lay somewhere in our distantfuture.





For some time now, most of the devel-opment in diesel technology has beenaimed toward making the engines

environmentally friendly. But as diesel engines have become cleaner, the powerlevels have also increased. This is some-what backward to what the country wentthrough in the 1970s with gasoline engines. The problem back in the ’70s was we

were trying to clean the engine’s emis-sions by adding more devices, but therewere no design improvements to makeany efficiency improvements. Back then,the OEs were just coming to terms withnew devices to control emissions; howev-er, technological advances and differentways of thinking have now enabled manufactur-ers to have the best of both worlds — morepower and a greener environment. Common rail injection has been in existence for

a long time but has become more popular indiesel engines over the past decade. In order tohave a cleaner running engine, you have tomake it more efficient. One thing that has been discovered with diesel

fuel injection is the higher the pressure at whichit is injected, more efficiency is created. The pur-pose of common rail injection is to deliver high-pressure fuel to the injector. Fuel in a commonrail system will be injected into the combustionchamber through the injector nozzle at pressuresas high as 28,000 psi. This is far from themechanical systems of the past that would injectfuel into the combustion chamber at 2,000 to3,000 psi. When diesel fuel is injected at high pressure,

you can only imagine the difference in the fuelatomization. Fuel atomization, along with portswirl is the biggest contributing factor to theefficiency of today’s diesel engines. Theincreased atomization of fuel from common railinjection also created design changes to the pis-

» DieselDialogue COMMON RAIL

Diesel InjectionComponentsComing to terms with the common rail diesel injection system is not an easy task

In order to inject diesel fuel at high pressures, you need a very unique pumpknown as a high-pressure fuel pump. Thepump is usually engine-mounted and driven by the engine gear train.

Robert McDonald, contributing [email protected]



ton and combustion chambers along with thedesign of the intake ports and valve train.In order to inject diesel fuel at high pressures,

you need a very unique pump known as a high-pressure fuel pump. The pump is usuallyengine-mounted and driven by the engine geartrain. A regulator controls the amount of pres-sure that the pump makes. The regulator, alsoknown as the fuel-metering valve, regulates theamount of fuel that the high-pressure fuel pumpwill intake. Even though the engine drives thehigh-pressure pump, the pump will produce thenecessary high pressures regardless of theengine speed. After the pump has been pressur-ized, the fuel is stored in the fuel rails. The fuelrails are accumulators for the high-pressure fuel tobe delivered to the injectors through lines thatbranch off of them. The fuel rails also dampenvibrations from the high-pressure fuel pump and

injection cycles from the injectors. Inside the fuel rails is a fuel rail pressure sensor

that reads the pressure in the fuel rail for the PCM(powertrain control module). The PCM uses the


After the pump has been pressurized, the fuel is stored in thefuel rails, which are accumulators for the high-pressure fuel to bedelivered to the injectors through lines that branch off of them.


input from the fuel rail pressuresensor to determine how muchto open the fuel regulator. Ifmore pressure is needed, thePCM will command the regula-tor to open for more fuel to betaken in by the high-pressurepump. A fuel rail pressure con-trol valve also controls high-pressure fuel in the fuel rails.The pressure control valve isusually placed in the end of thefuel rail where it will be openedor closed by the PCM for precisepressure control inside the fuelrails. This helps to keep the opti-mum fuel pressure in the fuelrails to be delivered to the injec-tors for various demands placedon the engine. Just in case the fuel pressure

was to spike abnormally, the fuelrails have a fuel rail pressurelimiter inside of them also. Iffuel pressure were to get out ofhand for some strange reason,the limiter would open, allowingthe excess pressure to return tothe fuel tank. As high-pressure fuel travels

through the rails and lines, itarrives at the injector, which iscontrolled by the PCM. Whenthe PCM commands the injectorto open, fuel enters the injectorand is sent through some intri-cate passages in the injector thatleads to the injector’s tip. The tip of the injector has

microscopic holes throughwhich the fuel will be deliveredthat create a very fine mist. Thedroplet size of the fuel as it issent through the tip is aboutseven times smaller than ahuman hair. Injectors can beactuated by a solenoid type ofdriver or a Piezo electric device.Solenoid-actuated injectors have

been around for some time, buthave been replaced with Piezoactuation. Piezo is a type of crys-tal that is wafer-thin and gener-ally stacked on top of each other.These stacks of Piezo crystals,when energized by the PCM,will expand and open the injec-tor’s valve, and its actuation isfour times faster than a solenoid. The PCM uses inputs from sen-

sors on the engine to controlactuators, which control fueldelivery. Fuel delivery is basedupon demands on the engine,such as the amount of boost, thethrottle position, engine temper-ature, etc. With the use of com-mon rail, there can be multipleinjections per combustion cycle.This can also be beneficial dur-ing cold weather start-ups. The use of common rail has

brought about many advantagesto the diesel engine. Theseadvantages are higher injectionpressures for increased atomiza-tion of fuel, multiple injectionsper combustion cycle, and morereliable pressure regardless ofengine speed. The benefitsinclude the reduction of emis-sions, reduction in diesel partic-ulate matter, reduction in noise,increased fuel efficiency andincreased performance. Even though diesel engines are

becoming cleaner and moreemission-friendly, the use ofelectronics along with betterengineering keeps propellingpower levels and durability. Ithink that as diesel engines con-tinue to evolve and get evenmore efficient, they will becomemore of a competitor for the carbuying public’s transportationneeds in the near future.



Can an overheating motorcause a head gasket failure?One reason head gaskets fail isbecause of engine overheating.If the engine gets too hot, thecylinder head can swell tothe point where itcrushes the headgasket (usually

between thecylinders becausethis is the thinnestpoint). The extruded materi-al and/or cracked combustionarmor then provides a leakpath for coolant and/or com-bustion gases.

Can head bolts bereused?Bolt breakage and uneven gas-ket loading or loss of torquecan cause a newly installedhead gasket to leak. TTY headbolts are designed for one-timeuse because they stretch per-manently once they aretorqued down. This helps evenout the clamping force of thecylinder head on the head gasket.But if the bolts are reused,stretching them even farthergreatly increases the risk of the

bolt breaking. Some replace-ment head gaskets comewith new TTYhead bolts,but

others donot. If the

bolts are notincluded, they

should be included as an add-on sale. Many customers maynot realize they should notreuse TTY head bolts. If anengine has conventional headbolts, it’s okay to reuse them —provided the bolts are in goodcondition and the bolts are notstretched.Bolts can be cleaned, thenlightly oiled and reused. Dirtyor damaged threads, or failing

to lubricate thebolts before they are

installed, can cause falsetorque readings when the

bolts are tightened, which mayallow the head gasket to leak.

Can engine knock cause ahead gasket to fail?Another reason head gasketsfail is because of damagecaused by detonation (sparkknock). Detonation causes asharp spike in combustionchamber pressure, which, overtime, can overload and crackthe gasket armor that sur-rounds the cylinder. This leadsto burn through and loss ofcompression. Detonation canbe caused by a variety of prob-lems. One is an accumulationof carbon in the combustionchamber that increases com-pression. Many late-model

» GasketFacts QUESTIONS & ANSWERS

Head Gasket FAQs


engines run fairly high compres-sion ratios, and some requirepremium octane fuel. If compres-sion reaches a point where thefuel ignites spontaneously beforethe spark can set it off, theengine will knock and pingunder load.

What is the best way topinpoint a head gasketleak?Doing a cylinder leak-down testrarely misses a problem and pro-vides the added advantage ofknowing which cylinder is leak-ing. This looks more closely atthat cylinder for cracks or prob-lems that will affect the successof the repair. The leak-down testalso gives the best look at howwell the cylinder is sealed from amechanical perspective. A leak-down test is more labor inten-sive than other methods and thecustomer has to understand thecosts involved, but it beatspulling a head off without beingsure there’s a problem. This test

involves removing the sparkplugs and filling the cylinderwith compressed air, while monitoring how well the cylin-der holds pressure.

Why are some vehiclesmore prone to head gasketfailures?Sealing problems are inherent inbi-metallic engines because aluminum cylinder headsexpand faster than cast-ironcylinder blocks during thewarm-up cycle. The difference inexpansion rates is further aggra-vated because the cylinder headtends to heat up much fasterthan the cylinder block. The dif-ference in expansion ratesbetween aluminum and cast ironcreates a “scrubbing” effect thateventually wears out the stain-less steel “fire ring” that keepscombustion gases from enteringthe cooling system. Because thecumulative effect of these repeat-ed thermal events results infailed cylinder head gaskets,



most aftermarket gasketmanufacturers havedesigned head gaskets usingspace-age materials thatresist scuffing wear in bi-metallic applications.

How can you test forexhaust gas in thecoolant?One way to test for exhaustgases is a dye that willchange color if exhaustgasses are present. This testworks well as long as youfollow some precautions.The first is to be sure the dyeis good; it doesn’t have along shelf life. The other is tobe careful that none of thecoolant finds its way into thetester and gives you a falsereading. Some techs havehad good success using theirgas analyzer to look forhydrocarbons coming out ofthe radiator, but be verycareful about the coolantbeing ingested here.

Can a leak only occur during warm-up?Yes. Temperature-related fail-

ure patterns are the mostcommon. As always, the pri-mary symptom of a leakinghead gasket is increased con-sumption of coolant with noapparently visible externalcoolant leakage. If cylinderleakage occurs during cold-engine operation, combus-tion gases accumulate underthe engine’s thermostat dur-ing cold engine operation,forcing the coolant backthrough the radiator andresulting in an overflow con-dition at the coolant reser-voir. If, on the other hand,leakage occurs only underfull throttle, hot engine oper-ation, the coolant maybecome aerated with com-bustion gases, which reducescooling system efficiency andincreases operating tempera-tures.

What determines the gasket surface of thehead and block?The level of surface finish isdetermined not only by theengine materials, but the gas-ket type. The aluminum


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cylinder head surface should be resurfacedto the cylinder head gasket manufacturer’sspecifications. In short, the head gasket surface should appear pol-ished rather than rough, withcomposite gaskets requiring afinish of no more than 45roughness average (RA) and MLSgaskets a finish of 20-30 RA. The rougher the surface onan aluminum cylinder head, theshorter the cylinder head gasket life.

When can you start a head gasket job?Always allow the engine to cool toroom temperature before removingthe cylinder head.


As a mobile diagnostic tech, I spend my dayswith a song in my head. I love going to adifferent shop every day, interacting with

the techs and shop owners, and solving issuesthat have everybody running in circles. Itfeels good to help a crew get past their“problem cars” so they can get on to theprofitable work.Occasionally a diagnostic challenge comes alongthat forces me to consider how intricately modernvehicles have evolved. The other day a client shop called to tell me they had a“BMW paperweight” on their lot that would not crank. “It’s a 2003 745i; we’ve checked everything we can think of,” the shopowner cringed. “We’re about to replace the DME (engine control unit), butwanted to get a second opinion before we go there. We’ve already replacedthe battery, the starter, main relay and ignition switch assembly. This beast isgoing kill us.” I arrived at the shop and verified the no-crank condition. The dash lit upbrightly, but no starter action was forthcoming. Beginning with the basics, I tested power supply atthe ignition switch, behind the Car Access System (CAS). This is the module in which the key isinserted. Power and ground was intact; I tested at the starter and found actuation voltage unavail-able for starting.

Next I connected a scan tool and interrogatedthe DME for faults. No faults were stored, andnone were pending. My heart sank as I real-ized this would be no easy diagnosis. It wasright about this time that the day’s song joltedinto my head: “Don’t Bring Me Down” byElectric Light Orchestra.The problem was definitely bringing medown. I asked the shop owner to get on thehorn with the customer and ask if they had allthe keys for the vehicle in their possession.The customer supplied the other key, but itlacked the magic to breathe life into the crea-ture. This confirmed it was not a key failure. Italso proved the owner had not been kid-napped (seriously; BMW’s engineers pro-grammed this model to arrest start if a key is

» Diagnostics SERIAL DATA NETWORKS

Bringing Down the Bus:Battling a BMW No-CrankBy Brian Wing, contributing writer


detected in the luggage compart-ment, figuring if a key is inthere, the owner must be too!).Those Germans think of every-thing.Since the DME gets its wake-upsignal from the CAS, I moni-tored the DME PID for the sig-nal from the CAS. As I suspect-ed, there was no signal. Thismore than likely ruled out afailed DME, but it didn’t get mea whole lot closer to finding theactual culprit.We had to find out why theCAS was not sending the signal,but without a factory scan tool,we had no way of communicat-ing with it. Fortunately, there isan alternative to buying theexpensive BMW hardware. Withan approved J-2534 pass-throughdevice and a subscription toBMW’s website (coupled withsteady patience), we have thesame diagnostic and reprogram-ming capabilities as a dealer. I fired up the laptop and con-nected to BMW’s site, attempt-ing to interrogate the CAS. Andwouldn’t you know it, there wasno communication possible.

This car just about had me onthe floor. A communicationissue? This didn’t seem to begetting any easier. Whatever wascausing the communicationproblem was most likely our no-crank prankster.Thinking I may have a softwareproblem with the pass-throughdevice, I attempted to communi-cate with modules on the PT-CAN (engine controller, transmis-sion controller, etc.). I found theyall interacted normally.But when I tried to communi-cate with various body controlmodules, they, like the CAS,wouldn’t sing. It seemed therewas an issue with the dual-bodybusses (K-CAN-S and K-CAN-P). That makes sense; the CAS isthe “gateway” for the two K-busses and, if inoperable, bothbusses would fail to communi-cate. I was beginning to suspecta shorted CAS; the light at theend of the tunnel had mesinging again.I accessed the CAS and discon-nected it, expecting to seerevived bus signals. My hopeswere soon dashed; the CAS was




not guilty of shorting the bussesto ground; it was a victim. Now I would have to unplugall the K-CAN-S modules one byone until the busses came backto life (K-CAN-P modules weredesigned so any short circuit inone module would not pulldown the entire bus). I beganwith some of the modules thatare more easily accessible; thecenter console control module(BZM), the sunroof module(SHD), the driver’s seat module(SMFA), etc. When I arrived at the integrat-ed heating and air conditioning(IHKA) control unit, disconnect-ing it brought back communica-

tion on both K-busses; the carstarted immediately and ranlike…the ultimate driving

machine.I reported to the shop ownerthat the IHKA module hadshort-circuited internally andwas pulling the K-CAN net-works to ground, requiringreplacement. He sourced andinstalled an IHKA module; pro-gramming and coding of thenew unit was carried out tocomplete the repair.This case illustrates how com-plex and interdependent vehiclecontrol systems have become.Utilizing the proper resourcesand factory repair information todetermine how a given systemfunctions is imperative if wewant to stay ahead of the curveand keep these customers loyal.We should not be surprised any-more when the failure of a seem-ingly unrelated item, like an airconditioning controller, causes ano-start condition.Sometimes the song in yourhead is just a meaningless dittyto pass time. In this case, I can’thelp but think what the K-CANmight be singing to the IHKAmodule.



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» TrainingUpdateNEW TECHNICAL TRAINING OPPORTUNITIES


Along time ago, I learned a method ofsplicing wire that has stuck with mesince those early days. I actually picked

this method up while I was in the military(USMC), so I can’t take credit for inventing it orperfecting it.The resistance from a weak connection or

poor connection can produce a tremendousamount of centralized heat. This heat canbuild the longer the current is flowing, whichincreases the resistance even more. Electricity does not flow “in” the wire, but

actually travels “on” the surface of the wire.This is one of the many reasons why there areso many small strands in a given wire. A buttconnector is a very small connected surface,the surface area of the strands in a wire arenot entirely used. The strands in the middle ofthe wire are trapped between the otherstrands and have no chance to pass their elec-trical effort. This forces the current to travelonly through those strands that are actuallytouching the surface of the butt connector.More heat buildup will be the result of fewerwire strands being used. Using this hand-splice method will allow a

great deal more strands from each wire sec-tion to be touching the spliced area as possi-ble. First, strip back about 3/4 of an inch of

insulation from both of the wires that you’regoing to be splicing. Add a section of shrinktubing onto the wire. (Don’t forget this step…or you’ll regret it after you’ve finished the

splice.) Divide the

bare strandsinto two equal sections andform them intoa “Y.”Hold a wire

in each hand,and then take the “Y” and interlock the twowires together. But, (very important) leaveroom between the two “Y”s that’s largeenough for the outer insulation from the“none” strip section of wire to easily passthrough. Lay the “Y” sections down along the

wire without bending them back-ward, straight and even with thewire. Find the edge of the gap you

left in the “Y”s (That thicknessmeasurement of the outside insu-lation, just about halfwaybetween the two wires). Using one hand, pinch down

on that spot while taking the legsof the “Y” from the same side and stand themstraight up 90 degrees from the splice. Now,using your other hand, with firm finger pres-sure, rotate the two legs of the “Y” aroundthe splice toward the opposite wire.If done correctly, the spacing you left

between the two “Y”s will actually lie downand end up right where the insulation begins.Also, as you pinch and roll the bare wire,keep it as snug as possible. You want to endup with it no larger than the outside diameterof the insulated sections. Now switch procedures from the right hand

to the left hand and stand the other set of “Y”

» WireSplicing BY HAND

Electrical: HAND WIRE SPLICING FOR SENSITIVE CONNECTIONSBy Scott “Gonzo” Weaver [email protected]


legs 90 degrees, do the same crimpand turn all the way to the otherinsulated section of wire. Once you’ve got the hang of it,

you’ll find that the splice isextremely strong, even withoutsolder or shrink tubing. When soldering, be sure not to

soak the splice with solder. Thesolder should only aide in holdingthe splice in place so it won’tunravel. Obviously, the shrink tub-ing is for overall weather protec-tion, and to shield the bare wire.

Done right, the splice shouldhave plenty of mechanical holdwithout soldering. I don’t recom-mend this for battery cable (4gauge and larger).Crimped or soldered connectors

are still the best method for them.But for the average gauge wire,this method works extremely well.Give it a try, and when you've

mastered the technique, try it onyour friends and see how mucheffort it takes them to pull it apart,even without soldering it.

» WireSplicing



When faced with an illuminated chargelight diagnosis on most late-model vehicles, do not automatically assume

the problem is inside the alternator and potential-ly unserviceable. The problem could be the pulleyand belt drive system. Neglecting to test and diagnose the pulley can lead to unnecessary replacement. Almost every late model car or truck is

equipped with an overrunning alternator pulley(OAP) or an overrunning alternator decoupler(OAD). An OAP is a one-way clutch like a sock-et wrench that turns in one directionand locks when turned the otherdirection. An OAD operatesin the same manner, but hasa special clutch and springthat absorbs vibration tosmooth out vibrations inthe drive belt system.Regardless of the type,the pulley should bechecked before condemn-ing and removing thealternator. These new pulleys allow the

alternator to “free-wheel” or “over-run” when the belt suddenly slows down.This prevents the belt from slipping and reducesvibration. Best of all, the system need less ten-sion and even a narrower belt can be used. Thiscan result in a 1.5% to 2% fuel economyimprovement. However, these pulleys have alimited lifespan due to how they operate inter-nally. OADs and OAPs behave the same, except the

OAD will have a “spring feel” because of theinternal spring. Testing can be performed on thevehicle with the belt attached.

Inspection Procedure1. Raise engine speed to 2,000-2,500rpm in Park (auto trans) or Neutral(manual trans) and then shut offthe engine. Listen for any noisesfrom the OAD after the engine isshut off. A worn-out bearing willgenerate a “buzz” noise duringthis test. If the OAD is noisy dur-ing this test, replace it. 2. Remove the cap, and with the

proper tool inserted into the front ofthe OAP, rotate the alternator’s shaft in

both directions. In the overrun direction itshould feel smooth and in the drive direction itshould have a spring feel. • If the pulley is locked up, replace it. • If the OAD has no spring feel in the drive

direction, replace it. • If the OAD requires more than 9-13 in./lbs.

(1-1.5 Nm) of torque to turn in the overrundirection, replace the OAD. • If the OAD is not smooth in the overrun

direction, replace it. Courtesy of Litens Automotive Groupwww.decouplerpully.com

» Electrical ALTERNATORS

Alternator Pulley DiagnosticsARE YOU REPLACING ALTERNATORS UNNECESSARILY?

By Andrew Markel, editor


Although the modern water pump may ap-pear simple in design, the actual coolantcirculating capacity of the pump is based

on mathematical models that take into account theamount of heat generated by the engine under vari-ous driving conditions. Severe operating conditions,for example, may range from stop-and-go driving on a hot day to pulling acamping trailer over a highmountain pass on sum-mer vacation.The impeller isdesigned to circulatecoolant by using cen-trifugal force to impartmotion to the coolant.Impellers are designed foreither clockwise or count-er-clockwise rotation so, forall practical purposes, animpeller driven in oppositerotation becomes a very inefficientcoolant pump. In addition, an impellermust fit the water pump housing andengine block cavity perfectly to achieve opti-mum efficiency.In the modern vehicle, water pumps are designedto consume as little engine torque as possiblewhile achieving the greatest possible coolant circu-lation. Consequently, the water pump is a compro-mise between circulating too little coolant atengine idle and too much coolant at maximumengine speed. Too little coolant circulation obvi-ously causes overheating, while too much circula-tion wastes gasoline and aggravates water jacketerosion. Most passenger car water pumps may bedesigned to deliver approximately 10-gallons-per-minute flow at normal engine speeds. Here again,the flow depends largely upon the engine’s sizeand average load. Many manufacturers also boostwater pump performance by installing moldedplastic impellers, which may operate more effi-ciently than stamped alloy steel versions.

Failure Profiles Leaking shaft seals, which are the most commonwater pump failure, usually reveal themselves byleaving a coolant stain around the vent area. Shaftseal leaks can be difficult to diagnose because theycan be intermittently temperature and pressure

sensitive, and can be aggravated byrust and other particulate contami-nation in the system.Shaft seal leaks can often bediagnosed by using a cooling

system pressure testerto pressurize the cool-ing system. In mostcases, however, a visualinspection is the most reli-able method simply

because most intermittent shaftseal leaks are detectable only by thetraces of coolant around the vent areaand surrounding parts.Noisy shaft bearings are usually thesecond-most common water pumpfailure. Most shaft bearings fail due tonormal wear in the bearing or due to

the normal oxidation of lubricant on the bear-ing surfaces. In rare cases, bearing failure can behastened by over-tightening conventional accesso-ry drive belts. In many cases, a water pump bear-ing also fails because it supports an unbalancedfan assembly that also may have bent or mis-aligned blades. Water pump bearings also can failbecause an amateur mechanic diluted the lubri-cant by washing the pump in a solvent tank!The third and most rare water pump failure isthe impeller slipping on the water pump shaft.Since the impeller and shaft is a press-fit assem-bly, slippage occurs most frequently on remanu-factured water pumps. In other cases where aplastic impeller is used, the plastic material candegrade through sustained heat and age. In anycase, slippage can be intermittent in nature andcan depend greatly upon the temperature and

» WaterPump FAILURES

Failure ProfilesBy Gary Goms, contributing writerWHEN AND WHY PUMPS FAIL

» WaterPump FAILURES


speed of the engine.Last, some replacement impellers can be manufac-tured from inferior metals that are susceptible torust corrosion. In most of these cases, impellerblades begin to break away from the impeller due toa rust-through condition, which results in decreas-ing pumping capacity and an increasing presence of

rust contamination in the cooling system.

Installation PrecautionsSince most water pump failures are caused by leak-ing seals, it’s important to inspect the cooling sys-tem for the presence of abrasive rust or sand parti-cles. Rust, in particular, will cause early seal failure

because of its abrasive qualities.Although rust is difficult toremove, it should be flushed fromthe system as thoroughly as possi-ble before the old water pump isremoved. Adequate flushing isaided by removal of the thermo-stat, which allows for a maximumwater pump circulation rate.Before installing a new waterpump, always compare the fan orbelt pulley flange height with thatof the old pump. If the height isn’tto specification, belt alignment maybe adversely affected. To ensure thepump has the correct rotation, compare the impeller for similarityof configuration and size. Also,make sure that the old gasket hasbeen completely removed from theengine block in order to maintaincorrect tolerances between thepump impeller and engine blockmount and, of course, to preventleaks. Before bolting the pump tothe block, test for insufficient blockclearance by holding the pumpagainst the block and turning theimpeller. When all dimensions andclearances have been checked, thewater pump is ready for installation.To prevent damaging the newwater pump seal, make sure thatthe engine is completely filledwith new coolant before startingthe engine. With that done, alwayswarm the engine until coolant cir-culates freely through the radiatorand all air is bled from the system.Last, inspect for leaks and checkthe coolant level before releasingthe vehicle to your customer.


By Andrew Markel, editor

Catalytic converter effi-ciency codes can be along diagnostic road

that can either lead to a happycustomer or an expensivecomeback. Chances are theoriginal converter didn’t fail onits own, but conditions up-stream hastened its demise. Catalytic converter failureson today’s vehicles are rarelycaused by defects in catalyticconverters. Most catalytic con-verter failures can be tracedback to problems caused bywhat happens in the combus-tion chamber. Almost every part on theengine determines how long itwill last. It could be a faultyline of computer code thatpulses an injector too long, orit could be a stuck piston ringthat allows oil to be suckedinto the combustion chamber.These little details can limitthe life of a catalytic converter.

BASIC CHEMISTRYPlatinum, palladium, rhodiumand cerium store oxygen in theconverter during periods oflean operation or by an exter-nal air source. The oxygen isused to oxidize hydrocarbonsand toxic gases during periodsof “rich” operation. This oxi-dation changes harmful carbonmonoxide (CO) into carbondioxide (CO2). It will also oxi-

dize hydrocarbon or fuel byturning it into inert carbonproducts and water (H2O).This is called reduction inchemistry and breaks downmolecules into smaller parts.The precious metals act as cat-alysts in the process and arenot changed, they just storeand use oxygen to break downcombustion products.

However, they can’t breakdown or oxidize some chemi-cals in the exhaust stream.If the catalyst is blocked bycarbon, silica or phosphorus,the converter will fail to work.

THE CODEFor a catalyst efficiency codeto be set, a number of criteria

must be met. The specificenabling criteria is differentfor almost every vehicle. For acode to be set, the oxygen orair/fuel sensor and the rearoxygen sensor must see areduction in the efficiency ofthe converter. In other words,if the oxygen levels before andafter the converter do notchange, the converter is notworking. But, this is not an automaticpass or fail. The oxygen sen-sors need to see this loss inefficiency over a number ofdrive cycle conditions. This iswhy it might take a few hoursor a few days for the light tocome back on after an efficien-cy code is erased and no otherservice is performed. On most vehicles, an efficien-cy code will not be set if anoxygen sensor heater code orany oxygen sensor-relatedcode is set. The same is truefor coolant and air tempera-ture sensors. You could repairthese items only to have thecustomer come back with thecheck engine light on and anefficiency code set. Even if the converter is oper-ating below 95% efficiency orthe oxygen sensor is bad, thechances of the light comingright back on are slim. If youclear the code, the light mightstay off for a while until the


» Emissions

» Emissions

system goes through two readiness cycles. Thismight take a couple of days or a couple of weeks.But, no good deed goes unpunished. The customerwill be back and your quick fix will be forgotten.One thing to keep in mind about non-continuousOBD II monitors is that they may not catch a prob-lem until the vehicle has been driven several timesand conditions are right to detect the fault.Consequently, any time you’re troubleshooting anOBD II problem, it’s very important to use a scantool that can tell you if all the monitor readinessflags have been set. If one or more monitors are notready, the vehicle will have to be driven undervarying speeds and loads until all the monitors areset. Then, and only then, will you get an accuratediagnosis from OBD II.

WHAT IS EFFICIENCY?The converter has an efficiency rating that is com-puted by the vehicle. This number rates the amountof reduction that is occurring in the converter andits ability to store oxygen. But, efficiency of the con-verter is tied to the fuel trim of the engine. Mostengines minutely alter the fuel trim to replenish theoxygen in the converter and to add fuel for reduc-tion. This helps to keep the converter at the correcttemperature for the most efficient operation. If an engine is running too rich, it cannot store oxy-gen. If it is running too lean, the reduction processmight not occur due to an inability to heat up. If the engine is dealing with a leaking vacuumhose or a stuck injector, it can’t switch the fuel mix-ture properly to replenish oxygen and reduce harm-ful contaminates.Converter efficiency can be checked with somescan tools along with the switching between richand lean. Lab scopes can also be used to monitorthe switching. The converter efficiency threshold ofa vehicle is part of a vehicle’s software. Once theefficiency drops below a specified level and othercriteria are met, an efficiency code will be set. Thesoftware is designed to filter out data that may beerroneous or random signals that may interferewith the oxygen sensor. Most converters start out at about 99% efficiencywhen new, and quickly taper off to about 95% effi-ciency after 4,000 miles or so of driving. As long asefficiency doesn’t drop off more than a few percent-age points, the converter will do a good job of

cleaning up the exhaust. But if efficiency dropsmuch below 92%, it will usually turn on the MIL.With vehicles that meet the tougher LEV (low emis-sion vehicle) requirements, there’s even less roomfor leeway. A drop in converter efficiency of only3% can cause emissions to exceed federal limits by150%. The LEV standard allows only 0.225 gramsper mile of hydrocarbons, which is almost nothing.

PROBLEM VEHICLESSome vehicles have difficulties passing the emissionwarranty or replacement converter warranty beforean efficiency code is set. However, there are somesolutions to consider if you are stuck with a prob-lem vehicle.

SOFTWARESome vehicles have more sensitive catalyst efficien-cy monitors. This means that the tests and parame-ters for testing that were programmed in at the fac-tory for the efficiency of the converter might be alittle too sensitive or the drive cycle is too narrow.The programming may not take into account real-world conditions. Many OEMs will release updated engine manage-ment calibrations that alter the enabling criteria ofthe catalyst monitors. The new calibration can thenbe re-flashed onto the ECM or PCM. For a vehiclewith a damaged converter, the re-flash will do noth-ing. For a converter that is near the threshold, itmay extend the life of the converter and prevent thelight from coming on for 10,000 or 80,000 miles. It is always a good idea to check if the car has thelatest calibration if the converter is being replaced;this can save you a comeback down the road.

OIL CONSUMPTIONGM, Toyota, Honda and other manufacturers haveissued technical service bulletins (TSBs) concerningexcessive oil consumption. Most of these problemsrelate to cylinder deactivation and variable valvetiming. The main culprit in these problems is vacuum gen-erated in the cylinders sucking engine oil past therings and into the combustion chamber. On vehicleswith cylinder deactivation, the deactivated cylinderis a negative pressure and would draw oil dropletsin the crankcase past the ring and eventually intothe converter. This has happened on some GM and

UnderhoodService.com

» Emissions


Honda engines. On some vehicles with variablevalve timing (typically on theexhaust and intake cams), the valvetiming could produce higher thannormal vacuum pressures thatcould suck oil past the rings. Thiswas the case for some recent Toyotamodels. While the oil getting past the ringsis bad enough, the oil trapped in therings can become carbonized andcause damage to the cylinder walls.This can lead to even more damageand more oil consumption. The oil consumption problem mustbe solved first before the converteris replaced. The most common fix isnew engine management softwaredesigned to reduce negative cylin-der pressures. Some manufacturershave also released special splash shields and oilvalves to alleviate the problem.These problems may occur on vehicles with as lit-tle as 20,000 miles.

COOLANT LEAKSThe chemical components of engine coolant canblock and prevent the precious metals of the cata-lyst from storing oxygen and reducing toxic compo-nents of exhaust gases. It is not the coolant that candamage the catalyst, but the silicates, phosphatesand other chemicals added to the coolant to preventcorrosion. Engineers have been using alternativechemicals and lower levels to prevent leakingcoolant from damaging a converter. This is why it iscritical to use the right coolant for a vehicle. Some vehicles are notorious for head and intakegasket leaks. Some of these leaks may weep overtime and eventually damage the converter. Mostmodern cooling systems do not require the coolantto be topped off regularly. Often, closed cooling sys-tems can go 20,000 miles without needing addition-al coolant. But if a driver has to top off the coolantmonthly, they might be damaging the converter. Always pressure-check the coolant system andcheck for exhaust gases in the coolant before replac-ing a converter. Even the smallest of leaks can kill acatalytic converter.

MAINTENANCEIn the past two decades, the greatest leaps forwardin engine technology have been in the combustionchamber. Using high-speed cameras and quartzwindows to see inside a combustion chamber, engi-neers are about to change the shape of the combus-tion chamber to produce the best possible flamefront that produces more power, burns the fuelmore completely and at a higher compression ratio.This is called thermal efficiency.But this increase in efficiency makes it more sensi-tive to changes in the combustion chamber due tolack of maintenance. Carbon deposits on the pistonsand valves can cause changes in the fuel spray pat-tern and the velocity of the air in the combustionchamber. This can cause misfires and unburned fuelto be sent to the catalytic converter. If the spark plugs are worn, a missed combustionevent can cause raw fuel to be sent to the converterand burned. This can lead to premature death of theconverter. If the driver continues to drive with amisfire, the driver can kill a converter in a few thou-sand miles.Since 1986 and the introduction of GF1 oil specifi-cations, engine oils have had the levels of zinc, phos-phorous and sulfur reduced to extend the life of thecatalytic converter so the manufacturer can meet theemissions warranty of at least 80,000 miles. Zinc, phosphorous and sulfur can contaminate the

» Emissionscatalyst and reduce the life of the converter even onlow-mile engines that consume very little oil. If rac-ing, diesel or agriculture engine oil with high levelsof these additives are used, the converter will bepermanently damaged. Clogged air filters can shorten the life of the con-verter. Not being able to draw in enough air, therestricted air filter can cause the fuel mixture to runrich. This can shorten the life of the converter.

OTHER THINGS TO CONSIDERPCV VALVES: The spring tension of a PCV checkvalve is critical to the life of the catalytic converter.If there is too little tension, excessive amounts of oilcan enter the combustion camber. If there is toomuch tension, it could cause oil sludging. Nevertake this inexpensive emissions device for grantedbecause it could destroy a more expensive emis-sions device. Some newer vehicles use an electronic PCV valveto control crankcase vapors. Some TSBs have been

issued and re-flash engine calibrations have beentweaked to help extend the life of the converter. VIBRATION: Broken exhaust hangers andmounts can cause the internal structure of the con-verter to fail. Signs of this type of damage may be arestricted converter.SEALANTS: Never use silicone-based or non-approved sealants on systems or components thatcould enter into the combustion chamber. Mostsealants can contaminate the catalyst and oxygensensor and stop them from working. EGR PROBLEMS: EGR systems are designed toreduce smog-causing nitrous oxides (NOx) by recir-culating a portion of the exhaust gases from eachcylinder of the engine back into the intake mani-fold. This process lowers the combustion tempera-tures. Restricted flow can result in high NOx emis-sions and detonation (engine knock or ping) undercertain driving conditions. This type of misfire candamage a converter.


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» TechTips Audi \ Nissan \ Dodge \ Chrysler \ VW This month is sponsored by:

Affected models: 2005-’08 A6 3.2 FSIand A4 2.0 and 3.2 FSI; 2006-’09 A32.0; 2007-’08 A4 Cabrio 2.0T; 2007-’09Q7 3.6; and 2008 TT 2.0

Condition:The MIL is on, with a number of inci-dent memory entries with regard to thethrottle valve are stored in the ECM. Inmost cases, the entries are sporadic.

The most frequent incidentmemory entries are:P1545 (throttle control malfunction).P0121 (throttle potentiometer – G69 implausiblesignal).P0123 (throttle potentiometer – G69 signal toobig).P0221 (angle transmitter 2 for throttle actuatorG188 implausible signal).P0222 (angle transmitter 2 for throttle actuatorG188 signal too small).

Cause:There is contact resistance in the ECM wiring –throttle valve.

Service Notes:• For repairs on vehicleelectrical systems, solder-ing is not permitted.• Do not repair crimpconnectors. If necessary,lay a wire parallel to theinoperative wire.• After crimping, crimpconnections must be heat-shrunk using a hot air gunto prevent moisture pene-tration.• Yellow wires are to be

used exclusively for wiring harness repairs.• Mark repaired areas using yellow adhesivetape.• Yellow wires and areas in the wiring harnesswrapped with yellow adhesive tape mark a pre-viously performed repair.• Perform a function test after each repair. Ifnecessary, check DTC memory, erase and/orbring systems into basic setting.

Procedure:1. With the ignition switched off, disconnect thebattery ground (GND) cable. Disconnecting thebattery ground wire is necessary to work safelyon the vehicle’s electrical system.

Warning: The above stepmust be completed to ensuresafety during the repair. Also,observe all country-specificregulations.2. Use the applicable repairmanual in Elsa in addition tothe following description.Check ETKA to determine ifyou need set 1 or set 2.3. Lengthen wires and pre-assemble seals according toFigure 1.4. On the new housing,

Audi Has MIL on with P1545, P0121, P0123,P0221 or P0222 stored in ECM


Figure 1: Correctly preassembled wires and seals.

Figure 2: The slot to be used to removethe pink lock.

remove the pink lockwith a small flatheadscrewdriver. Use theslot marked in Figure2 on page 80.5. Insert all terminalsinto the housing untilthey audibly click.6. Reinstall the pinklock.7. Using the appro-priate assembly tool,slide the single wireseal up the repair wireuntil it contacts thehousing. Continue toslide the single wireseal into the housingas far as the stop(Figure 3).8. Strip the wires 6-7mm using tool VAS1978/3. Install crimpconnectors usingcrimping pliers (basetool) VAS 1978/1-2with the head VAS1978/1-1 (Figure 4).9. Remove the carharness insulation tothe appropriate length(approximately 24 cm).10. Lay the new har-ness beside the oldharness. Cut the origi-nal wires to fit thenew harness.11. Twist wires 3 and

5 and 1, 2, 4 and 6 asthey were originally.12. Crimp the con-nections.13. Use shrink tip(VAS 1978/15) with ahot air gun 220 V/50Hz (VAS 1978/14) tocomplete the installa-tion of the shrinktubes.Note: When heat-shrinking crimp con-nections, be carefulnot to damage anyother wiring, plasticparts or insulatingmaterial with the hotnozzle of the hot airgun. Always observeoperating instructionsof heat gun.14. Re-insulate theharness with yellowtape.15. Check for properfunction. If necessary,check DTC memory,erase and/or bringsystems into basic set-ting.Note: If faults reoccurafter repair, replacethe main throttle.Courtesy of

MotoLOGIC®

Repair &Diagnostics: www.motoshop.com/motologic

» TechTips Audi



Figure 3: The single wire seal, slid as far as the stop.

Figure 4: Crimpconnectorsinstalled onwire ends.

UnderhoodService.com 83ADVERTORIAL UnderhoodService.com 83

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A classic sign of a heater core problem is when the in-side of the vehicle’s windshield persistently keepsmisting. Warm coolant is leaking out of the core intothe vents and then condensing against the cooler sur-face of the windshield. The automatic response is toturn up the blowers to try and clear the mist, but thisonly compounds the problem. The solution is usually to remove and either repairor replace the heater core. However, this is a particu-larly time-consuming task, which on older vehicles isoften not cost-effective. An alternative solution is totreat the cooling system with a total coolant leakrepair additive. These are designed to flow through-out the cooling system, including through the heatercore, to make a quick and low-cost repair. Look for aceramic-based coolant friendly product, ideally onethat conforms to ASTM D-3147.This solution is brought to you by K-Seal

www.kseal.com.

» TechTips Nissan


Heater Core Leak Repair Nissan Hesitates Upon Acceleration

Affected vehicle: 2002 Nissan Xterra SE, 3.3LComplaint: The customer states the checkengine light is on and the engine hesitates uponacceleration.The technician connected a scan tool and foundcode P0102 – Mass or Volume Air Flow “A”Circuit Low. He then performed an inspection ofthe mass airflow (MAF) sensor and relatedwiring harness, but found no obvious faults.Next, live data was monitored with the scan tool,and the MAF sensor read 2.2 grams per second.The MAF sensor should have read 3.3 grams persecond at idle. With a multimeter, a voltage droptest on the MAF sensor ground wire was per-formed, and the tech found a 0.1-volt drop acrossthe ground wire. Next, he measured the voltage at the MAF sen-sor connector with the multimeter, and foundbattery voltage was present at the connector.

Application: 2003-’09 Chrysler PT Cruiser andDodge Neon with turbochargers; 2T-315.Problem: Premature turbocharger failure. Cause: Extreme temperatures cause the oil circu-lating through the turbocharger oil feed line toburn. The coked oil buildup restricts oil flow,which leads to turbocharger failure. The oil linemay appear fine externally.Solution: The oil feed line must be replaced aswell as the turbocharger. Look for a turbochargerthat includes a new, upgraded oil feed line with

heat shield, so you don’t have to source it separate-ly. Installing this new line will restore oil flow andensure the longest possible service life of thereplacement turbocharger. Courtesy of CARDONE Industries Inc.


Also using the multimeter, hechecked for continuity betweenthe MAF sensor connector andthe powertrain control module(PCM) connector, and foundcontinuity was present betweenthe connectors. With the engineat operating temperature, he

used the multimeter to measurevoltage at terminal 54 of thePCM, and found 0.4 volts. Themeasured voltage should havebeen 1.0-1.7 volts. It was determined there were no circuit faults and the MAF wasdefective.

Correction: The MAF sensorwas replaced, codes werecleared, he test-drove the vehicleand completed the code setenable criteria. The check enginelight did not illuminate and nofault codes returned.Courtesy of Mitchell 1’s SureTrack.

» TechTips Chrysler \ Dodge \ VW


Vehicle: 2004 Volkswagen Beetle GLS 2.0L, L4,MFI, SOHC

Customer Concern: The check engine light is on,with trouble code P2187, too lean off idle bank 1.

Potential Causes: - Defective Mass Air Flow (MAF) Sensor- Leaking Engine Vacuum- N80 Canister Purge SolenoidTests:1. Check and verify that there are no vacuumleaks or un-metered air leaks.2. Check the MAF sensor grams/second read-ings as follows:

a. Idle (about 830 rpm) 3.5 grams/sec. or more(4 to 4.5 grams/sec. preferred).

b. 2,500 rpm no load, 9 to 15 grams/sec. (11 to12 grams/sec. preferred).

c.Wide open throttle road (WOT) load (drivevehicle at 45 mph in third gear and perform a WOTacceleration, observe maximum indicatedgrams/sec. readings on the MAF); 90 or moregrams/sec. preferred.

d. A MAF that exhibits consistently lower thannormal grams/sec. readings can cause a P0102code to set.3. Check for a leaking N80 Canister ControlValve. This can cause a vacuum leak and a leanidle condition.

Confirmed Fix: Replaced the MAF sensor.Courtesy of Identifix’s “Five Fast Fixes.”

Clogged Oil Line Leads to Chrysler/Dodge Turbocharger Failure

VW’s Check Engine Light Is Onwith Trouble Code P2187


All-New ANCO Profile Wipers — The all-new line of ANCO Profilebeam blades combines best-in-class performance with an exclusivelow-profile connector system that covers more than 98% of vehicleswith just 12 SKUs. Each Profile blade also features the ANCO brand’spatented Articulated Contact Technology, which permits unrestrictedflexing for more uniform pressure distribution and improved confor-mance to curved windshields. ANCO is the official wiper blade of theNational Hockey League. Visit www.ANCOWipers.comReader Service: Go to www.uhsRAPIDRESPONSE.com

Autolite XP Xtreme Performance Iridium enhancedspark plugs are one of Autolite’s most technologicallyadvanced spark plugs ever. With an iridium-enhanced0.6 mm finewire design and proprietary V-trimmed platinum sidewire technology, these spark plugs provide better durability* and a more focused ignition forbetter overall ignitability** and optimal performance. *Compared to 0.8 mm finewire, multi-electrode design and standard plugs. **Compared to average of other premiumbrands.

Four new ACDelco Professional absorbed glass mat (AGM) batteries are designed for demanding vehicles such as policecars, taxis and ambulances, as well as vehicles equipped withstart-stop vehicle technology. ACDelco Professional AGM batteries leverage ACDelco’s century of battery expertise andcarry a 36-month free replacement warranty. Learn more atwww.acdelco.com.

The Innova PRO 31603 expertdiagnostic tool allows techni-cians to quickly retrieve vital information in order to diag-nose OBD II, ABS and SRS issues. Extended Asian and European ABS and SRS cover-age is available so technicianscan complete more repairsmore efficiently. Shop manage-ment software reports manage vehicle diagnostics. Visitwww.pro.innova.com.Reader Service: Go towww.uhsRAPIDRESPONSE.com

»Shop

BlueDevil Products’ new FUEL MD product line now offersits first installment, BlueDevil Fuel System Cleaner. Fromcracked heads and radiators to oil pans and transmissions,BlueDevil Products manufactures quality sealants for variousrepair options in automotive systems. The announcementof FUEL MD marks the debut of BlueDevil Products’ fueland engine treatment chemicals. BlueDevil Fuel SystemCleaner will remove fuel deposits while increasing vehicleperformance. FUEL MD improves gas mileage, fuel efficien-cy, vehicle startup, and will restore a consistent engine idlewhile lowering fuel octane requirements. Reader Service: Go to ww.uhsRAPIDRESPONSE.com

Jasper Engines & Transmissions now offers the Nissan VQ35DE, a 3.5LDOHC V6 with variable valve timing (VVT), which is available on exchangefor the following applications: 2002-’06 Altima, 2002-’08 Maxima, 2002-’07Murano and 2003-’06 Quest. This remanufactured JASPER engine includesall timing components with a new water pump, timing chain tensioners andnew updated cam chains to correct an upper chain noise issue. The pistonshave been re-engineered to match OE compression ratios, and include agraphite coating on the skirts to prevent dry startup and piston scuffing. Inaddition, JASPER installs 100% new intake camshaft actuators to eliminateany VVT issues.Reader Service: Go to www.uhsRAPIDRESPONSE.com


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The Gates Corporation recently announced the addition of 394 newparts to its catalog of quality automotive products. The new parts in-clude turbocharger hose for VW and Audi applications, branched radia-tor hose, timing component kits with water pump, and small I.D. andmolded hose. Gates is expanding the largest range of OE exact branchradiator hose coverage with 23 new branched assemblies. This includes15 new numbers for popular BMW applications with OE exact quick-connect ends. Gates also added 23 new TCKWPs with many containingOE components for the most complete timing system repair solution.The Gates announcement also features two products for cold weatherstock-up season: Carbon tensile cord CVT belt for snowmobiles andSCR hose assemblies with carbon fiber heating system. Visitwww.gates.com/automotive. Reader Service: Go to www.uhsRAPIDRESPONSE.com

The PlatinumNAPAFilter — NAPA’s Platinum filter offers technolo-gy for the latest advancements in synthetic oil and performance oilfilters. Featuring a host of oil filter innovations, including wire re-enforced fully-synthetic media and ultra-durable HydrogeneratedNitrile compound anti-drain back valve (where applicable), this oilfilter provides the ultimate protection in the NAPA Family of oil filters. http://youtu.be/NRbDfhgOOgo


TechSmart Turbocharger Actuator — TechSmart offersthe R75002 Turbocharger Actuator or Variable GeometryTurbocharger (VGT) ControlValve for Ford 6.0L diesel engines. When the VGT actua-tor fails, the vanes can stickand generate too much or toolittle boost pressure, damagingthe turbocharger. This high-quality, direct replacement forfailed VGT actuators restoresproper turbocharger function.Reader Service: Go towww.uhsRAPIDRESPONSE.com

The Pulstar gg1Pulse Plug forJeep vehiclesthat utilize theChrysler Pentstar 3.6L engine have shown an increase of 6 hp overstock plugs in dyno testing conducted by Enerpulse Inc. In addi-tion, the testing demonstrated a fuel economy increase of 4.26%.The Pulstar gg1 Pulse Plug fits the V6 engine applications for the2011 to present Jeep Grand Cherokee in the following models:Laredo "E", Laredo "X", 70th Anniversary Edition, Trailhawk, Altitude Edition, Limited, Overland and Overland Summit Edition. Italso has fitment for the 2012 to present in various Jeep Wranglermodels.Reader Service: Go to www.uhsRAPIDRESPONSE.com


»Shop

Spectra Premium Radiators —Know What You Buy — The company prides itself in designingits products to meet or exceed OEspecifications. According to thecompany, Spectra Premium radiatortransmission oil coolers incorporatethe same plate count as the OE de-sign. OE-grade fittings are also utilized to prevent costly transmis-sion and/or engine repairs. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Permatex offers its specialized Gear Oil RTV Gasket Maker for use as a gasket maker or sealant on transfer cases, differentials and manual transmis-sions. This gasket maker is specifically formulated to withstand the effects oftoday’s advanced synthetic and petroleum gear oils, which are known to destroy standard RTV silicones. Permatex Gear Oil RTV Gasket Maker effectively resists the effects of friction modifiers found in newer gear oilsand will prevent leaks and ensure proper performance in harsh drivetrain environments. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Peerless Electronics offers innovative vehicle circuit breakers from E-T-A. A resettable alternative for standard plug-intype blade fuses for fuse blocks in vehicleswith 12V or 24V electrical systems, the1610 Series circuit breaker reduces down-time caused by blown fuses. A new color-coding scheme corresponds to the colorsof the blade fuses. For 24V systems, the1620-3 Series resettable thermal automo-tive style circuit breakers are particularly suitable for installation in inaccessible areas. They fit into fuse blocks designed to ISO 8820-3. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Philips Automotive offers a new range of innovative upgradeheadlight bulbs that deliver advanced technology and perform-ance with a focus on safety and style. In this range, Philips of-fers three lighting options: Philips Vision, which provides 30%more light, Philips VisionPlus offering 60% more light, andPhilips X-treme Vision, which can deliver up to 100% more lightthan a standard halogen headlight bulb. Philips Vision andPhilips VisionPlus are offered in 9003, 9004, 9005, 9006, 9007,9008/H13, H1, H3, H7 and H11 configurations. Philips X-tremeVision comes in 9003, 9004, 9005, 9006, 9007, 9008/H13, H7 and H11. Reader Service: Go to www.uhsRAPIDRESPONSE.com

Mighty has introduced full synthet-ic 5W-30 Engine Guard Motor Oil,which has earned the dexos1 iconof approval for gasoline engines.Mighty dexos-approved EngineGuard oil exceeds the level ofmany industry standards for: visco-metric properties that minimizefriction and improve fuel economy;resisting aeration, enabling fuel-saving devices to work optimally;offering improved oxidation, allow-ing emission systems to operateoptimally; and resisting degrada-tion, extending mileage intervalsbetween oil changes.Reader Service: Go to www.uhsRAPIDRESPONSE.com


»Shop

DENSO recently released 65 additionalFirst Time Fit Starter and Alternator partnumbers, including 44 alternator partnumbers and 21 starter part numbers.They accommodate more than 20 millionvehicles in operation, including more than 4 million for popularHonda/Acura applications (2003-’09 Honda Civic, 2002-’06 Honda CRV,2003-’09 Honda Accord and 2003-’09 Acura TSX). The company also hasreleased its 742-page comprehensive new Spark Plug, Ignition Wire andDirect Ignition Coil Catalog (#D1666.330) that includes new part numbersand expanded coverage for more than 75,000 applications. Four newspark plugs add coverage for more than 250,000 late-model Toyota andHonda vehicles.

Mitchell 1 announces the release of its 2014 Emission Control Application Guide(ECAT14) for domestic and import cars, light trucks, vans (diesel engines) and ClassA motor homes with gasoline engines, model years 1966-2014. The new guideprovides vehicle-specific emission system information for repair shops that performsmog inspections. Content features include: emission application tables; enginedisplacement conversion charts; emission control visual inspection procedures; approximately 40 years of domestic and imported basic ignition timing specifica-tions; 1980-2013 maintenance reminder light reset procedures; the latest EPA emission recall bulletins; I/M areas that require ignition timing and EGR functiontesting; and a quick reference listing for major systems, devices and components.Reader Service: Go to www.uhsRAPIDRESPONSE.com

Federal-Mogul has introduced a powerful, free mobile app designed to helpautomotive service providers dramatically increase operational efficiency, salesand customer satisfaction. The innovative new “SmartChoice Mobile” app enables shop owners, service writers and professional technicians to use theiriPhone or Android devices to instantly access the latest parts information forvirtually any passenger car or light truck and communicate detailed inspec-tion findings — including photos of worn or broken parts and a repair esti-mate — directly to the vehicle owner. The SmartChoice Mobile app is avail-able through the Apple App Store and Google Play as well asFederal-Mogul’s new www.SmartChoiceApp.com website.Reader Service: Go to www.uhsRAPIDRESPONSE.com

Pennzoil announces that Pennzoil Ultraand Pennzoil Platinum provide superiorcleansing technology to help keep enginesas clean as possible. Pennzoil syntheticmotor oil technology works to activelyseek out contaminants and help preventthem from building up in an engine.Pennzoil synthetics take engine depositcleanup to a whole new level because theynot only help keep the engine clean, butthey also clean out engine sludge and contaminants that may havebeen generated and left behind by inferior oils in the past. Reader Service: Go to www.uhsRAPIDRESPONSE.com

The Ultimate Import Wire — Intermotor Import Ignition WireSets are unrivaled for quality,coverage and original match. Noone provides more extras likefactory-installed separator clips, anchors, protective loom andtrays to keep wires sorted prop-erly and safely. Intermotor igni-tion wire sets install with ease for exceptional power, performanceand extra-long service life. Visitwww.IntermotorImport.com.Reader Service: Go towww.uhsRAPIDRESPONSE.com

It’s Fast, Easy and Accurate!Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Underhood Service.

Advertiser Page ACDelco 10, 11, 83

Airtex Corporation Cover 2, 1

Art Blumenthal 86

Autel.us 41

Auto Value/Bumper to Bumper Cover 4

Autolite 48, 49

AutoZone 54, 55

Bar's Leaks 28

BlueDevil Products 56

CARDONE 39

Champion Spark Plugs/Federal-Mogul 31, 33, 35, 37

CRP Industries 21, 69

DENSO Products and Services America, Inc. 23, 47

Dipaco Inc. 40

Enerpulse Inc 60

Exide Technologies 3

Federated Auto Parts 7

Fel-Pro 52, 53

Innova Electronics Corp. 25

Intermotor/SMP 57

Jasper Engines & Transmissions 81

King Electronics 36

K-Seal 82

MACS Worldwide Cover 3

Mitchell 1 15

Motorcraft,Ford Motor Company 19, 59

NAPA Cover Card, 17

NGK Spark Plugs 20

O'Reilly Auto Parts 44, 45

Parts Plus 71

Perfect Stop 42, 43

Schaeffler Group USA 8, 9

TechSmart/SMP 29

Tendeco Sales Inc 27, 84

Toyota 12, 13

University Of The Aftermarket 77

US Motor Works 72

VDO 62

Wagner Brakes/Federal-Mogul 4, 5

WAIglobal 67

WIX Filters 50, 51, 63

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The Jaguar XK inlinesix-cylinder enginehad one of the longest production runs ofany engine. Visually, the mostrecognizable aspectsof the XK engine arethe dual cam coversatop the engine. Thecylinder head’sdesign was dictatedby the desire to makeroom for two gener-ously sized valveswhile not excessivelyrestricting the flow ofgases into and out ofthe hemispherical combustion cham-bers. To do this, a rel-atively wide anglebetween the valveswas initially chosen,with valve stems thatare quite long.

»UltimateUnderhood JAGUAR

JaguarXK SixYEARS PRODUCED: 1949-1992

DISPLACEMENT:2.5-4.2 LITERS

Underhood Service, October 2013

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