Motor (January 2007)

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Trouble Shooter • Trade Secrets • Service Slants

2007 THE

www.motor.com

January/$6.00 January/$6.00

LIGHT TRU C K TECH REP ORT

PLUS:

±Servicing Occupant Classification Systems The new Wiring DVDs from MOTOR—15 years of coverage for Domestic, Asian and European vehicles, available individually or as a set. Contact your MOTOR Distributor for more information.

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Volume 207

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Number 1

January 2007

COVERING THE WORLD OF AUTOMOTIVE SERVICE TECHNICAL 7 Trouble Shooter Poor vehicle road manners can be caused by an assortment of steering and suspension defects. Defects may appear one at a time, but they’ve also been known to travel in packs.

10 Trade Secrets What you see when you look around your shop may be decidedly different from what your customers are seeing. It’s worth your time to make sure that both views are the same.

14 Foreign Service An improperly tightened harmonic balancer bolt can have expensive consequences on many engines. Here’s how to do the job right on Toyota’s 5VZFE powerplant.

18 Eye On Electronics Precise control of the charging system yields improved fuel economy, reduced vehicle weight and emissions, plus several less obvious benefits. Expect this technology to become commonplace very soon.

22 Performance Perspectives Although your shop will probably sublet the coating process, powder coated parts can enhance the appearance and durability of the work you do on your customers’ vehicles. 44 Is This Seat Taken? Servicing Occupant Classification Systems Occupant classification systems enhance the capabilities of supplemental restraint systems. Different methods are used to determine who (or what) is in the vehicle’s seats. 55 Service Slants Blower motor noise on late-model Ford and Mercury minivans, illuminated MIL and stored evap codes on some GM trucks, steering column clunk or rattle on Chrysler passenger cars, plus other perplexing problems, with solutions from OE and aftermarket service bulletins. REPORTS 2 Editor’s Report For now, anyway, there won’t be any changes to regulations on emissions component warranties in the state of California. That’s good news for the aftermarket. 51 NewsBreak MOTOR/ASE Master Automobile Tech of the Year named, EPA releases vehicle I/M program report and BP names the 2007 Amoco Ultimate “Golden Mechanic.” DEPARTMENTS Product Information Card.......53 F.Y.I. .........................................58 Tools of the Trade .................60 Aftermarket Spotlight ...........62 Classified .................................64 Advertiser Index .....................70

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On The Cover

2007 LIGHT TRUCK TECH REPORT Toyota throws down the gauntlet in the full-size light truck market, with an allnew Tundra. The other OEMs answer the challenge, with several new models and engineering improvements of their own.

Page 34 Cover design by Harold A. Perry. Cover photo of the 2007 Yukon courtesy GM.

MOTOR (ISSN 0027-1748) is published monthly by Hearst Business Media, 5600 Crooks Rd., Suite 200, Troy, MI 48098, U.S.A. Victor F. Ganzi, President & Chief Executive Officer; Richard P. Malloch, President & Group Head, Hearst Business Media; Robert D. Wilbanks, Group Controller, Hearst Business Media. © 2007 by Hearst Business Media, all rights reserved. Cable address DICREDEEMS NEW YORK. Periodicals postage paid at Troy, MI, and at additional mailing offices. Canada Post International Publications Mail Product (Canadian Distribution) Sales Agreement No. 40012807. Authorized as second-class mail by the Post Office Department, Ottawa, and for payment of postage in cash. Printed in U.S.A. Price per copy, $6.00. Subscription prices, payable in advance: U.S.A. and Possessions, $48.00 for one year; $80.00 for two years. Canada and all other countries, $60.00 for one year; $96.00 for two years (U.S. funds). Unsolicited manuscripts and illustrations cannot be returned unless they are accompanied by full return postage. Notice to Readers: MOTOR makes every effort to accurately report newsworthy information about the automotive industry, including products, specifications, repair procedures and other data. Because errors can occur and there will be variances in products, materials and workmanship, MOTOR cannot be responsible for information supplied by others or for the repair procedures, application of specifications or other data by its readers or others. Subscription Service: MOTOR will, upon receipt from any reader of a complete new or renewal subscription order, undertake fulfillment of that order so as to provide the first-copy delivery to the Postal Service within six to twelve weeks. If for some reason this cannot be done, you will be promptly notified of the issue date that will begin your subscription, with a request for any further instructions you may have concerning your order. Should you have any problems with your subscription, please write to Customer Service Department, MOTOR, 50 Charles Lindbergh Blvd., Suite 100, Uniondale, NY 11553. Fax: 516-2271436. To assure the quickest service, please enclose your mailing label when writing to us or renewing your subscription. Renewal orders must be received at least eight weeks prior to expiration to assure continued service. Postmaster, please send address changes to MOTOR, P.O. Box 3073, Northbrook, IL 60065-9787.

January 2007

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Editor’s Report For now, anyway, there won’t be any changes to regulations on emissions component warranties in the state of California. That’s good news for the aftermarket.

John Lypen [email protected] ___________

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he news coming out of Bakersfield last month that the California Air Resources Board (CARB) decided not to vote on a proposal that would have extended emissions warranties to 15 years/150,000 miles on defective emissionsrelated components is a good thing. If you’re not familiar with this issue, you should be (more on that later). And if you think it’s relevant only to those living in the Land of Milk and Honey, remember that, when it comes to emissions-related rules, what happens in California often doesn’t stay in California. Regulations first adopted in the Golden State often spread to other states and sometimes to the entire country. Briefly, the proposed changes would expand existing regulations dealing with warranty policies on emissions-related components that have a bad track record. Had it passed, the new rule would require a vehicle manufacturer to provide a 15-year/150,000-mile warranty on any part that experienced a warranty return rate exceeding 4%. The objective is to identify chronic problems that might affect vehicle emissions and mandate the repairs that will eliminate them. In a rare show of unity, vehicle manufacturers and the aftermarket strongly opposed the measure. The OEMs consider it a burdensome, ill-conceived and essentially unworkable plan. And the aftermarket believes that anything that forces a customer to bring his vehicle back to the dealership for repair is another nail in their coffin. Although CARB believes that the changes, if implemented, wouldn’t have any real impact on aftermarket business, our major trade organizations, and the handful of shop owners who voiced their opposition, aren’t buying it. While the results of this recent hearing were positive, we need to take the example as a reminder of our responsibility to this industry. Despite the importance of this issue, only 11 shop owners took the time to submit com-

ments to CARB during the 45-day prehearing comment period. That’s about a dozen out of 20,000 businesses whose future could be affected by the proposed changes. On the TV news, we see hundreds of people so passionate about a video game machine that they’ll sleep in a parking lot for days hoping to get their hands on one. But our industry can’t drum up support from more than a dozen people in order to take action against something that may impact their livelihood. It’s difficult to understand. If you’re unaware of legislative issues, or how to voice your opinion on them, please consider the following very carefully: The Automotive Aftermarket Industry Association (AAIA) and the Automotive Service Association (ASA) have each developed very simple ways to help you become a legislative activist. Both are available free of charge to anyone interested. Information about AAIA’s Legislative Action Center can be found by visiting their website, www.aftermarket.org. Once you complete the free registration, it’s easy to get caught up on specific issues affecting the automotive aftermarket. Using this site to contact your elected representatives is a very straightforward process. To become a user of ASA’s Legislative Alert Center, begin by visiting the association’s homepage at www.asashop.org. The Alert Center not only provides a quick way to track current legislation and contact your representatives, but also includes a feature called the ASA Alert Network. Sign up, and legislative alerts will be sent directly to your e-mail account. As it stands now, CARB has sent the extended emissions warranty proposal back to staff for additional work. A date for reconsideration of the issue has not been set, but should occur in the next six months. In the meantime, we’ll do our part to keep you informed and encourage you to do your part, too.

January 2007

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Special Advertising Section

2007 AAPEX NEW PRODUCTS Many new tools, equipment and parts are introduced at the Automotive Aftermarket Products Expo (AAPEX), held each year in Las Vegas. Most of our readers are unable to attend this important show for a firsthand look, which is why the makers of several of these noteworthy products have offered to acquaint you with their latest offerings in this special MOTOR Magazine section. If anything you see in the following pages piques your interest, we encourage you to contact these fine companies for additional information.

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Introducing the new Robinair 34788— The New Standard in Efficiency Only the new 34788 is design certified to meet the mandatory SAE J2788 Standard. Features: • Programmable Fully Automatic Function – set it and walk away • Recover 95% or more refrigerant • Charge accuracy to ± 1⁄2 oz. • Improved oil injection eliminates cross contamination between traditional and hybrid vehicle A/C systems • New large user display • Adjustable control panel for easy viewing • Optional updatable vehicle reference database Find out more about the new SAE standard and the Robinair 34788. Visit www.robinair.com or call 1-800-533-6127.

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Injectronic presents an OBDII/CAN automotive scantool with built-in oscilloscope in an ergonomically designed enclosure for added functionality allowing faster and more complete diagnostics, The New CJ4 Scantool. The CJ4 is a multi-functional automotive diagnostics scantool with integrated wave viewer in one compact and easy to operate package. The big screen (128 x 128 pixels) allows the simultaneous display of numeric values and a graph of a selected parameter as well as multiple parameters displayed at once. Complete diagnostics with vehicle specific applications and support for OBDII/CAN compliant vehicles. Easy, Accurate, Affordable are attributes built into the CJ4. Found a problem? Need a voltmeter or labscope to test a component? Just connect the test leads and start probing, without having to get another tool. Communication Protocols Supported: • CAN (Controller Area Network). • ISO 9141. • J1850 PWM and VPW. • CCD. • KWP 2000 ISO 14230-4. • SCI. www.injectronic.com

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Trouble Shooter Poor vehicle road manners can be caused by an assortment of steering and suspension defects. Defects may appear one at a time, but they’ve also been known to travel in packs. Rock the Cradle

Karl Seyfert [email protected] ____________

I’m working on a 2005 Chrysler 300 that pulls to the right on smooth pavement. I’ve already checked tire pressures and rotated the tires in several different combinations. All four tires are the same size and are from the same manufacturer. All have about the same amount of wear and none have any irregular wear. None of the wheel/tire assemblies has excessive lateral runout. I’ve also checked the alignment and it’s within specs. Am I missing something? Walter Filey Cleveland, OH

Photo: Karl Seyfert

Many vehicles will drift slightly to the right on crowned roads but track straight on flat pavement. To compensate for this “crown sensitivity,” some alignment specs recommend slightly more caster on one side of the vehicle than the other. The steering will favor the side of the vehicle with the least amount of caster. To counteract steering that pulls to the right, more caster is added to the right, or caster is reduced on the left side. The steering then pulls slightly to the left—offsetting the crown sensitivity that originally caused the vehicle to drift to the right. But if the cross-caster difference is too great, the vehicle then may drift to the left on flat pavement. Not a good thing. Chrysler has identified possible steering pull problems on your customer’s vehicle and has issued a techA subtle steering pull may be caused nical service bulletin. The by something as small as one tie rod most recent edition of this socket that has slightly greater turnbulletin (No. 02-002-05) exing resistance than its mate on the plains how to adjust the other side of the vehicle.

wheel alignment to a revised set of specifications. The new specs optimize the cross-caster and cross-camber settings, to reduce the vehicle’s tendency to drift to the right. For example, the new preferred specs call for a full degree of additional caster on the right side of the vehicle (+9.4° left and +10.4° right). The cross-camber settings receive similar attention. We don’t have the space to cover the entire alignment procedure outlined in the bulletin, and suggest you consult your service information source for the specifics. However, you should know that camber and caster settings on this vehicle were determined at the time the vehicle was designed, by the location of the vehicle’s suspension components. The manufacturer refers to this as net build. As such, the manufacturer did not believe that camber or caster adjustment would be required after the vehicle was built or when suspension components were serviced. Camber and caster are not normally considered adjustable angles, but if any of the front camber and caster measurements do not meet the alignment specifications, a small amount of adjustment is possible by loosening the mounting bolts and shifting the engine cradle. The cross-camber and cross-caster measurements should already be within specifications to use this method, because moving the cradle from side to side will raise the alignment readings on one side of the vehicle while lowering them on the other. The cross-camber and cross-caster readings will remain basically unchanged. If the camber and caster readings are only slightly off, always try to shift the cradle first. If this does not bring the alignment specs within the preferred range, an adjustment bolt package is available. It contains two special bolts, which can be identified by the offset grooves cut into the thread section. Two bolts are used for each side of the vehicle’s front suspension. On rear-wheel-drive 300 models, these bolts replace the inboard mounting bolts on the lower control arm and tension bolt. Each bolt allows approximately .3° of additional movement in either continued on page 8

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Trouble Shooter direction. Both bolts are used to adjust camber only—one in the tension strut and the other at the lower control arm. One bolt is installed at the tension strut to adjust caster only. Consult your service information source for the complete adjustment bolt installation procedure, including special handling cautions for the grooved adjustment bolts. If the vehicle still exhibits crown sensitivity problems, even after the wheel alignment has been optimized to the new specs, there are a couple of more things to try. Internal steering rack leakage may cause the vehicle to drift to one side. The leakage may cause the rack to push slightly to one side, even when the steering wheel is pointed straight ahead. To check the steering rack, drive on a surface where steering drift is noticeable, then shift into Neutral and allow the vehicle to coast. Pressure in the power steering system will be reduced and the steering drift may disappear. A similar test can be con-

ducted on a lift with the wheels hanging free. If the internal rack leakage is especially severe, revving the engine may cause the steering to turn slightly to one side or the other, without anyone touching the wheel. The last suggestion is a real long shot. Each tie rod socket has a specific amount of turning resistance. Resistance on a new socket will be higher than one that has thousands of miles on it. No two sockets are identical, although all are manufactured to fall within a designed range. Large differences between socket resistances from left to right can cause very subtle steering problems. Put simply, a socket with high resistance wants to stay where it’s at, and may contribute ever so slightly to a vehicle’s inability to track straight. If you’ve already tried everything else, disconnect the right and left tie rod ends and compare their turning resistances. If one’s too tight (or too loose), replace it (or the pair) to achieve a closer turning resistance match.

Editor & Publisher

John Lypen 248-312-2700 Executive Editor

Karl Seyfert, CMAT, LI, AF-SAE Managing Editor

Paul M. Eckstein Art Director

Harold A. Perry Senior Writers

Bob Cerullo, AF-SAE Mike Dale, SAE Dan Marinucci, AF-SAE, L1 Mike Mavrigian Mark Warren, AF-SAE, CMAT, L1 Contributing Writers

Sam Bell Bob O’Connor Paul Weissler Production Manager

Jennifer Herrmann Advertising Production Manager

Veronica Knight 248-312-2712 Circulation Manager

Dale Boehle 516-227-1401 Director of Brand Marketing

Lori Aemisegger 248-828-0000 Classified Advertising Manager

Donna Butera 800-858-3137 Associate Publisher

Dave Marlowe 248-312-2720 PUBLISHED BY HEARST BUSINESS PUBLISHING, INC., A UNIT OF THE HEARST CORPORATION Victor F. Ganzi President & Chief Executive Officer

George R. Hearst, Jr. Chairman

Frank A. Bennack, Jr. Vice Chairman

Richard P. Malloch President & Group Head, Hearst Business Media

William M. Wright Executive Vice President & Deputy Group Head, Hearst Business Media

Robert D. Wilbanks _______________

Group Controller, Hearst Business Media

Kevin F. Carr President, Motor Information Systems

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5600 Crooks Road, Suite 200, Troy, MI 48098

January 2007

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7ORKING 5NDERCOVER )NSTALLERS KNOW THAT WHAT THEY PUT UNDER THE HOOD MATTERS %SPECIALLY FOR CARS WITH   MILES OR MORE4HEY CHOOSE +ENDALL '4 š (IGH -ILEAGE 3YNTHETIC "LEND BECAUSE THEY KNOW IT CAN EXTEND ENGINE LIFESPAN AND CAN IMPROVE RELIABILITY "UT THATS NOT THE ONLY WAY '4 š (IGH -ILEAGE WORKS UNDERCOVER )T OUTPERFORMS CONVENTIONALHIGHMILEAGEMOTOROILS ANDTHEEXTREMELY COMPETITIVE PRICING OF THIS POWERFUL SYNTHETIC BLEND CREATES A TREMENDOUS UPSELL OPPORTUNITY THAT CAN REALLY HELP YOU GROW YOUR PROlTS AND CUSTOMER SATISFACTION4HATS A DECISION YOU SHOULD lND EASY TO UNCOVER

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#OPYRIGHT ¥  #ONOCO0HILLIPS #OMPANY4HE #ONOCO0HILLIPS LOGO +ENDALL THE +ENDALL AND '4  LOGOS ARE TRADEMARKS OF THE #ONOCO0HILLIPS #OMPANY IN THE 53! AND OTHER COUNTRIES

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Trade Secrets What you see when you look around your shop may be decidedly different from what your customers are seeing. It’s worth your time to make sure that both views are the same.

Bob Cerullo [email protected] ____________

S

everal years ago, when I first started my auto show on a New York area radio station, a reporter for the New York Daily News did a very flattering story about the show. But, like the cow who gives a great pail of milk then steps in the pail, the reporter blew it when he described me as a “grease monkey.” I don’t mean to sound thin-skinned, but that term implies things to me that are so contrary to what I’ve tried to be that it makes me very unhappy, to say the least. The reporter interviewed me at the radio station in a totally greaseless environment. By golly, I had had a bath that morning and it wasn’t even Saturday! I was wearing my best Sunday-go-to-meetin’ clothes and even had some “stickum” in my hair. I must say I was as pretty as a peacock and I smelled pretty good, too. And this bozo calls me a “grease monkey.”

A sloppy shop, unkempt employees and even controversial personal “accoutrements” can make a lasting impression on customers. A visual image can speak volumes, even though it may be misleading. I doubt this tech does much hunting in the neighborhood.

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Having said that, I have to be fair, though, and say I can understand when some people use that term. Let’s face it, we’re in a business where grease on our hands or oily stains on our uniforms are an everyday occurrence. I remember one occasion when I stopped into a coffee shop and the woman next to me complained I smelled like an oil truck. And she was right. I had been squirted changing a diesel filter just before I left for coffee. Embarrassed, I went right home, showered and changed my uniform. I tried to rationalize that people should understand that technicians may get a little grimy when they work on cars. The fact is, many people are sensitive to the odors we get so used to working with every day that we almost don’t smell them anymore—or we do but they don’t offend us. Some customers go ballistic when they feel any trace of oil on the steering wheel. A drop of grease on the floor or upholstery is an unforgiveable sin. The thing is, it’s easy to get used to not being careful enough about customers’ cars while you’re working on them. I recall one shop owner who told me his goal is to return every car to his customers cleaner than when they arrived. To that end he uses steering wheel covers, seat covers and magnetic fender covers, and has instituted a procedure where every car is washed and inspected before it’s delivered to the customer. Sounds a little like cleanliness overkill, but the system works for him. His shop is thriving, due in no small part to the fact that he’s a good technician, but he believes lots of customers put great stock in getting their cars back clean. I tend to agree. I remember one woman raising the devil in my shop because she smelled the odor of cigarettes in her car when she came to pick it up after a repair. And, she was right. When I investigated I found that the tech who was working on her car smoked during the road test. When you run your own shop, it’s easy to continued on page 12

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Trade Secrets

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get caught up in the everyday problems of repairing cars. What’s more important, getting the work done quickly and efficiently or having a clean waiting room and well-groomed technicians? You don’t get paid for having cleanshaven workers. You don’t get paid for having a dust- and clutter-free waiting room. You don’t get paid for not smelling like diesel fuel. You don’t get paid for washing cars. You get paid for doing the right job at the right price. Or do you? Think for a moment about why you may choose to stop at a heavily advertised burger shop when there are other decent-looking places nearby. Is it because you know you can count on the chain shop being squeaky clean? Is it because you know if your kids or your spouse use the restroom they’ll find it to be clean? Maybe the burgers aren’t as good as the local place with ratty seats and old, faded curtains, but you go to the crisp, bright chain burger shop. Or, have you had a great burger at the local shop but suspected their kitchen wasn’t too clean, especially when the person who made your burger gave you change while still wearing latex gloves? Most customers haven’t got a clue as to the amount of money you’ve invested in hand tools and diagnostic equipment. They may see you use a scanner and it never dawns on them you shelled out over $3000 for just that one piece of equipment. They could never even guess how much your lifts or the refrigerant recycling machine cost. But they’re experts on clean. If your shop is grimy or your techs are unkempt, they’ll notice, and it will make an impression. Silly things you may never think of can make a negative impression. You may think it’s ridiculous for customers to make a judgment about the competence of the shop by the fact that the guy lubricating their car is wearing a greasy welder’s cap, or that instead of a uniform the guy doing a brake job is wearing camouflage hunting pants and shirt. Or the fact that he has a box of 16 gauge shotgun shells on his toolbox. The reality is, like it or not, those things do make a

big impression on some customers. You don’t build customer confidence by allowing your techs to look like anything but what they are— competent technicians who can fix customers’ cars right the first time. Sleeveless T-shirts, bandannas, long hair, poorly kept beards, grimy clothes and a hundred other things you might not consider to be important to getting the job done can and often do turn off customers. I know from the hundreds of calls I used to get on my radio program. Callers often complained that while they liked the guy who owns the shop where they take their car, they’re concerned about the “characters” he has working for him. Certainly, it’s unfair to judge a person’s competence by his grooming. But in business, it’s not a question of what’s fair but what impression is made on the customers. If they don’t come back, there is no business. The Trade Secret is to know that the image your shop projects—including the people who work for you—can play an important role in your shop’s success. Try for a few moments to put yourself in your customers’ shoes. Look at your shop, your employees and yourself with fresh eyes. Maybe you need to rent new uniforms. Maybe you need to have a sit-down with certain employees who look and smell like they just climbed out of a hunting blind. Perhaps you could have your spouse, or your brother or sister, take an objective look at what is right and what is wrong with the image your shop is putting out there. Put your pride and your ego aside for a while and listen to the constructive criticism about what might actually be turning off a percentage of prospective new customers and causing you to lose some regulars. If you have a question or comment for Bob Cerullo, e-mail him at [email protected], or write _________________ to him c/o MOTOR Magazine, 50 Charles Lindbergh Blvd., Suite 100, Uniondale, NY 11553. Circle #10

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ENGINEERING CENTERS

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EMISSION CONTROL MANUFACTURING FACILITIES

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CONTINENTS — A GLOBAL NETWORK

COVERAGE ALL AROUND THE WORLD. • Global OE Supplier • Full-Line Exhaust Offering • World-Class Exhaust Solutions for Import Badge Applications Circle #12

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www.walkerexhaust.com _____________________

FITS LIKE OE BECAUSE WE MAKE OE.

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Foreign Service An improperly tightened harmonic balancer bolt can have expensive consequences on many engines. Here’s how to do the job right on Toyota’s 5VZFE powerplant.

Dan Marinucci [email protected] _____________

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e often see the instruction “torque to specification” in this business. Unfortunately, many technicians don’t take that directive too seriously. Instead, they guess at the spec by using a breaker bar or big impact gun. Sometimes they get away with it. Experience has taught us that guesswork is a bad gamble when tightening the harmonic balancer bolt on Toyota’s 5VZFE powerplant. This 3.4L V6, which debuted in 1995, is commonly found in such vehicles as the 4Runner, T100, Tacoma and Tundra. An improperly tightened crank bolt on this engine has unpleasant consequences—comebacks, misfiring, confusing trouble codes and possible engine damage. The spec for the harmonic balancer bolt on this 3.4L V6 ranges from 184 ft.-lbs. to 217 ft.lbs. That’s a considerable amount of torque in anyone’s book. You have to hold the crankshaft steady in order to achieve this and the “holding” step is one many technicians skip. Let’s

Photos: Dan Marinucci

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look at this task and see how little effort it takes to do it correctly. The timing belt on the 5VZFE engine drives the water pump and the belt’s replacement interval is 90,000 miles. But as I explained in a previous Foreign Service column, it’s not uncommon for the pump to leak long before the engine is due for a new belt. Therefore, you may end up replacing both parts sooner than you think. As long as you have the front of the engine apart, don’t forget to check for camshaft seal seepage and for slop in the timing belt tensioner. Check the tensioner by pushing down on it with your hands; Toyota specialists have told us that you should replace it if its plunger moves as little as 1⁄8 to 1⁄4 in. Several specialists have said the best way to sell this job is as a package containing a new water pump, t-belt, cam seals and a tensioner. Usually a tired tensioner causes a telltale rattling sound in the front of the engine right after start-up. Also, revving the engine may diminish this rattling, but the noise never goes away completely. By the time this rattle appears, there’s probably 1⁄4 in. of movement in that tensioner plunger. If you decide to reuse the existing tensioner, you can retract it quickly and safely with Schley Products’ compressing tool Part No. 97300 (or equivalent). Way back in days of yore, a Toyota crank sprocket usually was pressed in place and the engine had one woodruff key for this sprocket and another for the harmonic balancer. But on the 5VZFE, the crank sprocket and harmonic balancer share the same woodruff key. Plus, the crank sprocket just slips onto the end of the crankshaft. Some techs believe that this arrangement of slip-fit sprocket and single woodruff key make it extra important to cinch that harmonic balancer securely in place. Before you button up this job, be sure the harmonic balancer bolt threads are clean and in good condition. Treat the bolt with a good thread-locking sealer such as blue Loctite or its equivalent. Then continued on page 16

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Coding and Programming that works.

Simple Touch Screen Design Interface Easily Accessible Software Internet Updates Available Performance Tuning Software Autologic Valued Subscribers Receive Free Tech Support One-Year Warranty on Hardware and Software

Dealer Performance. Complete Independence. The Autologic diagnostic system is designed to replicate the functionality of the tools used by automotive manufacturers, such as BMW, Jaguar, Land Rover, Mercedes-Benz, and Volvo. The easy-to-use tool provides quality repair shops with comprehensive vehicle diagnostics, which also includes coding and programming. Diagnostic information is clearly displayed on a 12.1-inch color touch sensitive screen. Menus are supported by a help screen system listing nominal values and pin configurations. Autologic incorporates solid state technology. It has no moving parts and is maintained with simple Internet updates via the web. Each system comes complete with all required cables, connectors, and is packed in a rugged flight case. The Autologic system is designed and manufactured in the United Kingdom by diagnos.co.uk.

1-877-94-LOGIC www.autologic.us ________________ © 2006AUTOLOGIC.US.All Rights Reserved.All trademarks belong to respective owners.

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hold the harmonic balancer steady while you torque this bolt to spec. One way to do the job quickly and safely is with Matco’s No. MST6440 holding tool (photo 1 on page 14). This tool, which accepts a 1⁄2in. drive ratchet or breaker bar, has a pair of sturdy pins that engage the holes in the

front of the harmonic balancer hub. MOTOR readers who service lots of Toyotas also may want to check out OTC’s tool kit Part No. 09213-5401501 (photo 2 above left). This OEM setup, which requires tool handle Part No. 09330-00021, fits a broad

range of Toyota harmonic balancers. Also, a product such as Matco’s or OTC’s makes this task a one-man job. Some guys grip the outside of the harmonic balancer with a chain wrench or a giant pair of Channellock pliers while another tech torques the bolt. Here, re-

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member that there’s always the risk— however small—of separating the outer part of the harmonic balancer from its inner hub. What’s more, those who use this technique should grasp the smooth, meaty area of the balancer between the drive belt grooves. More than one tech has caused premature drive belt failure by carelessly gouging the drive belt grooves with some kind of gripping device. Several years ago, I said that our sources were seeing various symptoms that they ultimately traced to an improperly tightened crank bolt on the 5VZFE. We’re still encountering these problems, so it’s worth reviewing them here. Photo 3 shows the crank sensor on the right, the crank sprocket and the reluctor teeth on the inner end of the sprocket. To generate a clean, consistent crank sensor signal (CKP), those reluctor teeth must be aligned with the crank sensor. If the crank bolt loosens up, it allows the harmonic balancer and crank sprocket to shake back and forth. First, this unwanted movement usually causes an rpm-sensitive noise and vibration in the front of the engine. You can watch the harmonic balancer wobbling while the engine is idling. Beyond a point, those drive belts are the only things keeping the balancer on the crank snout. It’s anyone’s guess as to how long a driver will ignore this noise and vibration. Second, although the loose crank sprocket causes an erratic CKP signal, experience shows that it rarely triggers a crank sensor trouble code. However, the unstable signal creates an assortment of driveability problems. For instance, the engine often idles okay but misfires during acceleration and the ECM sets one or more misfire codes. Eventually, the engine may misfire all the time and become hard to start. Before you dive into a diagnosis, always get the vehicle history and watch for a wobbling harmonic balancer. When in doubt, thoroughly test the crank sensor with your oscilloscope. Look for the familiar, cyclical, sine wave-like pattern at idle and higher rpm. (Note that a flat spot among the reluctor teeth creates a crisp, repeat-

able pattern “blip” representing piston position.) Sprocket movement causes an ugly, erratic crank sensor pattern. A driver may ignore the noise, vibration and misfiring symptoms until it’s way too late. By that point, the loose parts may allow the woodruff key to wear or wallow out the keyways in the crankshaft and/or crank sprocket! The unwanted movement also may distort

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the woodruff key itself. Sometimes the wear and looseness allows the crank sprocket to twist or shift far enough to alter timing; then overall performance suffers. So if you discover a wobbling harmonic balancer and a loose crank bolt on one of these Toyota engines, a tear-down and thorough visual inspection is the best way to know what’s damaged and how badly.

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Eye On Electronics Precise control of the charging system yields improved economy, reduced vehicle weight and emissions, plus several less obvious benefits. Expect this technology to become commonplace soon.

Mike Dale

Illustration courtesy Siemens VDO

[email protected] __________

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aptop computers and cell phones have something in common with automobiles: Each of these devices must operate exclusively from the battery for periods of time. To get the longest possible use out of the battery, the electronic devices have for years used energy management software. This same concept of a broadly based energy management system is now coming to the automobile. Enabling the software are new computing platforms and new types of sensor devices. According to Rob DeAnna, strategic development planner for Delphi, “Today’s typical vehicle is not able to measure battery charging and discharge current. The traditional methods for measuring battery current, voltage and temperature do not provide the level of accuracy and resolution necessary to provide meaningful inputs to the optimum energy management.”

This is the new electrically operated wedge brake that Siemens VDO hopes to have in production by 2010. A computerized energy management system makes this possible in a 14-volt system by precisely monitoring, then managing a vehicle’s load priorities.

This inability to monitor the current entering and leaving the battery has several consequences. In a vehicle, the battery acts as a buffer between the alternator’s output and the vehicle’s electrical needs or loads. If the battery’s state of charge (SOC) were accurately known, the output of the alternator could be limited to just that amount needed to maintain the charge. Overcharging requires wasteful output from the alternator that then has to be dissipated as heat in the battery. Delphi says that the potential is there for as much as half a mile per gallon improvement in fuel economy by effectively managing the alternator. How much energy is available to power the loads of a vehicle depends on the two possible sources of that energy. In today’s vehicle designs, that’s the output of the alternator and the stored energy of the battery. In vehicles of the future, the stored energy could also be in super capacitors or in other parts of the system such as high-voltage storage (300 volts) or medium-voltage storage, such as 42 volts. The output of the alternator is dependent upon engine rpm as well as the control strategy for the voltage regulator. The voltage regulator responds to the surface charge of the battery as sensed at the alternator terminals. This could lead to errors in charging, as the true state of charge is not correctly indicated by this measurement. The available energy from the battery depends first on the storage capacity of the battery and then its SOC. Since the battery is a chemical storage device, its storage capacity is not only a function of how much lead and acid is in the box, but of the temperature of all those materials as well. The ability of the battery to supply energy to a load also depends on the battery’s state of health (SOH). SOH monitoring devices measure the impedance or opposition to current flows into and out of the battery. By measuring this ability to take current for storage or release it for use, it’s possible to know how healthy the battery is and, therefore, what can be demanded from it. The challenge of electrical system loads is that continued on page 20

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There can be only one original. GET THE EXACT FIT YOU NEED AND THE PERFORMANCE YOUR CUSTOMERS EXPECT WITH DELPHI OE FUEL PUMPS. Some may try to claim they’re original but we know that our OE fuel pumps roll off the same lines as those being shipped to the vehicle manufacturer. Do the job right the first time — choose Delphi OE fuel pumps for exact replacement, outstanding performance and superior reliability. For more information visit www.delphi.com/am _______________ or call 877-GO-DELPHI.

Heating & Cooling

Engine Management

Fuel Management

Service Support

Diagnostic Tools

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Eye On Electronics not only are they constantly changing, but that there’s nothing that gives one load priority over another. The driver is in control of HVAC and convenience loads and expects they’ll always be available. Engine management systems, braking systems and the like control themselves and likewise expect always to be able to get sufficient power to do so. To meet all of these possible needs, all at the same time, would require a very large-capacity electrical system, even at engine idle. Siemens VDO says that current peak loads can amount to as much as 3000 watts now, with 4000 watts being possible in the near future. The truth is that the worst case load situation seldom happens, if ever. This is the opportunity for an intelligent energy management system. By controlling the loads and managing their use, it’s possible to correctly size the alternator and battery for what is more nearly the average load instead of the peak load. Reducing the overkill made necessary by the lack of a centralized control strategy is expected to help with fuel economy, vehicle weight and, of course, emissions. There are some unexpected advantages that come along for the ride. For example, the same feature that monitors the discharge of the battery can be used to watch for trouble. It’s estimated that battery-related vehicle breakdowns could be reduced by 80% by the combination of SOC and SOH monitoring. A software strategy called Quiescent Current Monitoring (QCM) can extend the life of a battery by preventing key-off loads from running it flat. This same strategy could put an end to batteries going dead during vehicle shipment or long periods of nonuse, such as in a long-term airport parking lot. The Hella Corp. points out that its energy management system allows new features to be implemented within existing charging system sizes. For 2008, BMW is planning to switch to electric water pumps that run only when coolant circulation is needed. The ability to guarantee system power at all times could make other technologies, such as the electric wedge brake and drive-by-wire, safe enough to actually get into production vehicles. Implementing energy management

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in vehicles requires both software and hardware. Systems that do this are being offered by a number of suppliers, including Hella, Bosch, Siemens VDO and Delphi, among others. While there are differences among these systems, the basic concepts and the needed hardware are similar. Hella calls the most visible part of the system the “intelligent battery sensor.” Delphi calls its approach “IVT,” because the sensor monitors current (I), voltage (V) and temperature (T). There are a couple of things you should know about these sensors. The first is that typically they mount right at the battery, usually as a part of the terminal assembly, because the needed accuracy depends on the sensors being as close as possible to the battery itself. The current is measured through a special device called a manganin shunt. This is a very precise low-ohmic resistor in the range of 50 to 200 micro ohms (Delphi uses a 100-micro ohm resistor). The current flowing into or out of the battery flows through this very tiny but very accurate resistor. The current is determined by measuring the voltage drop across the sensor resistance. What’s remarkable about the manganin shunt is the broad current range that can be measured with amazing accuracy. The same device that’s accurate to within ±10 milliamps (mA) at a 1amp flow rate is still accurate within 3% at starting currents of up to 1200 amps. The voltage accuracy of ±30 millivolts (mV) over the range of 6 to 18 volts is equally remarkable. The battery temperature can be measured within ±2°. It’s this accuracy that allows battery charging to be so carefully adjusted for what the battery really needs. In addition to the sensor, there’s the computing platform itself. The systems being shown so far are stand-alone units. The sensor inputs are processed according to the software, then the loads are controlled accordingly by the energy management computer. Depending on the size of the load to be controlled, both solid-state and magnetic-type relays can be used to control and manage the loads. The software and pieces of software have names that vary by supplier.

Siemens VDO calls part of its software the “self-adapting battery monitor algorithm.” Its purpose is to “diagnose the battery in terms of energy content and to understand the ability to provide vehicle functions with power,” according to Ward Randall, the company’s business development manager. Another piece of Siemens software is called “power trader.” A Siemens press release states that this is “a global approach to vehicle energy management and can be used on any type of vehicle system, including hybrids. The underlying principle of the power trader is that the energy provided by the alternator, the battery and other sources (APU), and likewise the energy requested by the loads and the vehicle, can be traded like stock on a stock exchange.” Press releases aside, what this means is that through the hardware they know what power is available and what power is needed. The software then makes the call as to what the best allocation should be for any given operating condition. They have a system of tiers that prioritizes the need for power. Those systems basic to the function of the vehicle (say, the ignition system) get first choice. HVAC may get second choice, with the result that it could be turned off or cut back in favor of driver-demanded heavy acceleration, for example. The worst case situation might lead to comfort feature loads such as the seat heater being turned down or the HVAC blower motor speed reduced. The other main thing to know about vehicle energy management is that, as these systems are implemented over the 2007 to 2012 time frame, they’ll likely get more complex and be able to do more things. This is especially true where there are multiple voltages and multiple energy storage systems in place on the same vehicle, as is the case with both mild and full hybrids. As usual, it will take a while for technology like this to become an integrated part of the vehicle and not simply an add-on feature. Still, the benefits are there, and this will become just another part of what you’ll expect to see every time you raise the hood.

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Performance Perspectives Although your shop will probably sublet the coating process, powder coated parts can enhance the appearance and durability of the work you do on your customers’ vehicles.

Mike Mavrigian [email protected] _____________

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he process of powder coating is much simpler than most folks realize. Typical powder coat application involves spraying the dry paint powder in a state of electrostatic charge. The coated part is then heated to 320° to 410°F (typically around 395°F), which causes the powder to melt and flow, creating a continuous film coating. Once cured, powder coating provides a very durable protective finish that’s highly resistant to chipping, peeling or cracking and weather/road condition exposure. Several powder variants are available, in terms of chemical makeup. The specific types of powder paint available from various sources are somewhat proprietary. Certain powders are thermoplastic or thermosetting in nature. Some reflow if reexposed to high heat levels, while others do not reflow due to special cross-linking polymer formulas. You, as the customer, don’t need to know much more about this stuff, unless you’re thinking of starting your own coating business.

A specifically designed paint gun electrostatically applies paint in powder form. It sticks only to grounded surfaces, to complete the static charge. Heating the coated parts completes the process.

The Coating Process

Just like prepping anything for paint, the material or part to be powder coated must first be cleaned and prepared to promote proper surface adhesion. This means that any oils, greases or other contaminants must be removed, which may involve rinsing the part in a weak alkali or neutral detergent solution, and etching to remove heavy oxides. While even glossy surfaces will accept powder coat, the best results are obtained by providing the surface with a bit of “tooth” for optimum adhesion. The surface can be blasted with benign media such as aluminum oxide, walnut shell, corn cob, etc. Silicon media should be avoided, since this can contaminate the surface. Do not glass-bead a part to be powder coated. Powder spraying is done with an electrostatic spray gun (or in a powder-emitting tunnel), while the part to be sprayed is grounded. Because the powder particles are electrostatically charged, the powder wraps around the part, covering all surfaces. The powder will remain on the surface as long as the electrostatic charge is present. (If the part is bumped during transport into the curing oven, the powder can fall off.) To obtain a first-hand look at powder coating, I visited Greber Machine Tool & Powder Coating in Elyria, OH, a high-quality coating shop. Greber routinely powder coats a wide range of components, including tubular sprint car and drag chassis, intake manifolds, suspension components, etc. The folks at Greber designed and built their own oven to accommodate large car frames. Their spray equipment was purchased from Nordson Powder Coating. I’ve seen their work on numerous race car and street rod parts, and it’s possibly the finest I’ve ever encountered. Greber uses thermoset-type powder exclusively. Various grades of powder are available, in two primary categories—powders that cure at 360° to 400°F, and ultra-high-temp powders that cure at 550°F. When the process is continued on page 24

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Performance Perspectives completed, the 360° to 400° cure powder coat will withstand up to 900°F before it begins to blister and chalk. The 550° cure powders are rated at up to 1100°F operating temp before blistering and chalking. With regard to engine components, owner Ken Greber said they commonly powder coat intake manifolds, oil pans, timing covers and valve covers. They can, and have, powder coated engine blocks and cylinder heads, but this is primarily suited to show car applications as opposed to race car applications. Since powder coat paint serves as a very good insulator, excess heat may be trapped in a block or heads, so again, this should be reserved for applications where cosmetics are the primary concern. Ken cautioned that if a cast-iron block is to be powder coated, the powder coating must be applied as the first step once the block has been thoroughly cleaned. Since the coated block must be heat-cured at approximately 400°F (a temperature that the block is unlikely to ever see during operation), the casting may shift. For this reason, any align-honing or cylinder honing must be done only after the block has been powder coated. While some powder coating shops apply powder paint “cold” and subject the part to heat only during final curing, Greber goes a step further by first preheating the part in their oven to 395°F for about 20 to 30 minutes. This applies to everything, including frames and chassis, big parts, small parts, etc. The part is then removed from the oven and the powder paint is immediately applied. This preheating serves three purposes: First, it cooks off any remaining surface contaminants such as moisture, fingerprints, etc. Second, the powder sticks better, virtually eliminating the chance of powder fall-off if the part is bumped during its move back into the oven. Finally, the elevated temperature of the surface allows the powder to work its way into even the tightest of crevices with superior results as compared to a cold application. Once the powder

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Here a tech begins to apply powder to a sprint car frame. The frame is mounted to a rolling stand that’s grounded, so no additional grounding connection is needed on the frame itself. Preheating the frame cooks off surface contamination and promotes powder attraction to nooks and crannies.

This race car wing support frame has been powder coated in a chromelike purple. It looks as though the piece actually has been polished and plated.

has been applied, the part is moved back into the oven for a 395° cure for about 30 to 40 minutes. I asked the Greber techs about grounding (since the part must be grounded to complete the electrostatic charge). When smaller parts are hung in the spray booth, the booth hooks provide the ground. When a large item (such as a frame or chassis) is coated, it’s supported by a large steel rolling stand that has steel

wheels. In this case, the stand itself grounds to the shop floor. No separate grounding cable or clamp is needed.

Lots of Colors While smaller coating shops may offer only a limited color selection (black, white, blue, red and yellow, for instance), powders are actually available in an astoundingly wide variety of colors (including clear), as

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well as a variety of finishes, from gloss to satin, to flat and even “hammered” texture finishes. Ken Greber explained that over 2500 colors are offered, including not only all imaginable color hues, but metallic chromelike finishes in different colors, neons, translucents and more. Basically, if you can imagine it, chances are pretty darned good that what you want will be available.

Finish Maintenance Powder coating on automotive parts is an effective way to not only protect the base material from stains and corro-

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Here’s an example of a basic steel wheel that has been dressed up by coating it in a flecked pebble finish. If you can imagine it, you can achieve it with powder coat. Don’t let anyone tell you there are only a handful of colors or textures from which to choose.

sion, but to add and enhance color. Maintaining a powdercoated component is relatively simple. Washing with soapy water (a neutral detergent) and rinsing should remove any surface contaminants. If stubborn road tar or other material must be removed, use a bug and tar remover or wax and grease remover, followed by a rinse with clean water. Stay away from acid-based cleaners, and never apply cleaners or waxes when the coated part is hot. Avoid the use of abrasive cleaners and abrasive polishing compounds as well. Glycol brake fluid won’t blister or remove the powder coat, but if given enough time, exposure to brake fluid can create a stain or dull sheen, or at worst, the powder coat can turn muddy and pliable. So, even though a piece has been powder coated, you need to continue to be careful to avoid glycol brake fluid exposure. Thanks to the folks at Greber Powder Coating for their hospitality during our visit. If you need any parts coated, give them a call at 440-323-8588. Their address is Greber Machine Tool & Custom Powder Coating, 313 Clark St., Elyria, OH 44035. ________________

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Special Advertising Section

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ow do you measure productivity? In a repair shop, productivity is measured by comparing the available work hours to the number of hours billed for service work performed. So if a tech spends an hour working on a vehicle, the shop would expect to bill the customer for an hour of shop labor. A shop operating at this oneto-one work/pay ratio for every technician in the shop and for every hour of the workweek would be operating at 100 percent productivity. We know that 100 percent shop productivity is virtually impossible to attain on a consistent basis. In fact, many shops operate at 50 percent productivity, and perhaps even less. How can these numbers be improved? There are many factors that have a direct effect on shop productivity. For example, an inadequately trained technician will take longer to complete a job than a tech who has received the necessary training. Having the right tools for the job also has a measurable effect on shop productivity. A tech might be able to complete a basic task with a hammer, screwdriver and a pair of pliers, but it will certainly take longer than if the proper tools are used. Due to the complexity of today’s vehicles, it is often impossible to complete or even attempt a repair if the proper tools and equipment are not available. The manufacturers in this special supplement have been previously recognized during MOTOR Magazine’s annual Top 20 Tools competition. They were recognized because the products they offer answer specific service and repair needs in new and innovative ways. The use of these products has a positive—and quantifiable—effect on shop productivity. Please take a few moments to learn more about these special companies, as well as the products they have to offer. They may be able to help your shop improve its productivity.

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ATS Automotive Test Solutions (ATS) was founded in 1999 by Neal Pederson and Bernie Thompson. Neal is an electrical computer software engineer who also owns VI Control Systems, a Los Alamos company serving government and private industry. Bernie is an automotive technician, specializing in electronics. He has co-owned Double Gear, Inc., a ten-bay Albuquerque, NM garage, since 1980. Together, Neal and Bernie envisioned and formed Automotive Test Solutions Inc., a resourceful company helping the automotive technician repair vehicles where it counts – in the service bay. With patented tools and two Top 20 Tools awards in two years, ATS’s vision has developed new, innovative tools and equipment that have taken the automotive industry by storm.

Contact Information Name: Automotive Test Solutions Address: 27 Candido Tijeras, New Mexico 87059 Phone: 1-800-572-6112 Website: www.automotivetestsolutions.com Products: • EScope 8 channel dual time base PC diagnostic scope • EScan w/Sharpshooter technology • EIgnition portable PC-based ignition analyzer • Emission portable 5 gas analyzer • EFlash reprogrammer

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• ETrainer engine simulator

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MAC TOOLS At Mac Tools, the company’s Commitment to Customers for Life is working to raise the bar in customer service in the mobile tool industry. It is the policy of Mac Tools to provide world-class products and services to the marketplace that assure great value to its customers so they receive a combination of innovative features, services, reliability, quality and competitive price that is superior to the competition. The company began building its rock-solid reputation in 1938 as the Mechanics Tool and Forge Company, a small foundry in Ohio producing some of the finest hand tools in the world. Today Mac Tools is an international business with over 2,000 Distributors and employees in the United States, Canada, Europe and Japan. Through it all, Mac Tools has become one of the most respected and well-known brands in professional hand tools used by technicians worldwide. Mac Tools provides innovative solutions and unparalleled service. With over 8,000 items in the full product line, with new products being added regularly, there are Mac Tools products for every need in every shop. From hand tools, tool boxes and specialty items, to a

full range of power tools, hand tools and electronics, Mac Tools has it all. Mac Tools defines quality, selection and value for its customers.

With over 8,000 items in the full product line, with new products being added regularly, there are Mac Tools products for every need in every shop. Mac Tools Distributors make a commitment to the technicians they serve. They arrive every week armed with the tools they need to accommodate every technician in every shop. Your Mac Tools Distributor is someone you can depend on to provide you with the service you expect and the products you want. Being a Mac Tools Distributor is a life-changing opportunity. We believe it is a

Journey Worth A Lifetime. It gives you the freedom and responsibility to succeed. Also, since 1986, Mac Tools has been at the center of racing action, sponsoring dozens of winning NASCAR and NHRA racing teams at events nationwide. The Mac Tools brand is found not only on the racecars and the uniforms of the crew, but also in their hands and in the pits of the top race teams who trust Mac Tools to get the job done. In addition to its racing partnerships, Mac Tools can be spotted on several of today’s popular reality television shows. The company’s web site is a dynamic communicator of its story, products and brand. At mactools.com you can shop online, research products, get information about becoming a Mac Tools Distributor and more. At the track, on television, online and in person, Mac Tools is keeping a Commitment to Customers for Life. It requires dedication and commitment. The company will continue earn Customers for Life in every aspect of its business. In 2000, Mac Tools was honored to be a Top 20 Tool Winner with the 3/8-inch 24 Position Ratchets.

Contact Information Name: Mac Tools

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Address: 505 N. Cleveland Ave. Suite 200 Westerville, Ohio 43082

Phone: 1-800-Mac-Tools Website: www.mactools.com

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SPX SERVICE SOLUTIONS Technological Leadership The SPX corporate philosophy inspires technological leadership throughout the process of developing innovative productivity solutions. Founded in 1911, SPX Corporation has grown to a $4.4 billion, Fortune 500 company (NYSE:SPW) with over 18,000 employees and operations in 20 countries. The Internet address for SPX Corporation is www.spx.com. Test and Measurement is one of four distinct Business Segments of SPX, and includes major automotive product brands under the Service Solutions umbrella. The Service Solutions product portfolio includes automotive aftermarket specialty tools and equipment, and retail products through leading brands such as Actron, AutoXray, OTC, Robinair and TIF. In addition, Service Solutions also serves the OEM market through their Kent-Moore and Miller Tools brands.

A Legacy of Innovation Over the years, SPX Service Solutions has been recognized for 22 awards in the Top 20 Tools program. OTC has been the major recipient of the awards (10 total) with AutoXray, Kent-Moore, Robinair and Miller Tools also receiving several awards. This is a reflection of the depth of the SPX commitment to provide innovative automotive service solutions.

These innovations increase technician productivity for servicing vehicles. Often this involves developing cutting-edge products that meet or exceed emerging industry standards. Nothing exemplifies this more than the unique Tire Pressure Monitor tool recently developed for servicing mandated TPMS-equipped vehicles. SPX was the first to offer an advanced tool for these applications, allowing technicians to efficiently check and replace TPMS devices. In many ways, the new Tire Pressure Monitor and associated diagnostic material, including point-of-service customer posters, helped educate the industry on the importance of the mandated regulations, even though the “dust” has barely settled on related issues facing the automotive aftermarket. Recently, the Robinair division of SPX launched a new product that provides another example of timely technological leadership. A new SAE standard has been established

by the EPA for controlling refrigerant coolant emissions during a/c recharging procedures. The new Robinair Recovery, Recycle and Recharge unit (Model 34788) was developed to meet the new SAE standard that takes effect in 2007— Robinair is the only company offering a compliant product to meet the new stringent, mandatory standards. Another example is from OTC, which recently launched the Automated System Test feature (patent pending) embedded in the latest Domestic, Asian and European software releases for the popular Genisys scan tool. In addition, OTC announced the OBD II Smart Cable (patent pending) for Genisys which eliminates the need for SSIs (System Smart Inserts) used as part of the diagnostic process. Both of these technology innovations essentially make Genisys the fastest and most advanced hand-held scan tool on the market. Collectively, these innovations increase technician productivity for servicing vehicles while minimizing comebacks. Whether it is a specialty tool, unique piece of service equipment or a software advancement, SPX provides solutions that work and increase technician productivity. SPX, OTC, Robinair, TIF, Actron, and AutoXray are registered trademarks of SPX Corporation. All other trademarks are the property of their respective owners.

Contact Information Name: SPX Service Solutions

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Address: 655 Eisenhower Drive Owatonna, MN 55060

Phone: 1-800-533-6127 Website: www.otctools.com

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O T C

T i r e

P r e s s u r e

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Features: • Full Graphical Display • User-friendly with a vehicle entry system, no training required • Complete Manual— reset procedures, system torque specs, wiring diagrams • Update vehicle changes from a PC • Complete coverage through 2006 vehicles • 3-year Warranty

Reduce TPMS (Tire Pressure Monitor System) service time and increase customer satisfaction! TPMS is here to stay. And the OTC® Tire Pressure Monitor Kit makes it easy to service vehicles equipped with a Tire Pressure Monitor System (TPMS). Now you can quickly service a TPMS vehicle with confidence, increase customer satisfaction and improve your shop’s bottom line at the same time. Our TPM Kit contains a universal monitor that allows easy, accurate, fast access to the vehicle TPMS. That means most TPMS equipped vehicles can be quickly checked as part of the initial inspection, and a complete reset procedure can be accomplished in a matter of minutes. So, get ready for TPMS today by ordering your Tire Pressure Monitor Kit (#3833). It's made by OTC—the One Tool Company tire service professionals trust.

For more information call 1-800-533-6127 or visit www.otctools.com _________________ Circle #22

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© 2006 SPX Corporation. SPX and OTC are registered trademarks of SPX Corporation.

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ELECTRONIC SPECIALTIES For nearly 40 years, ESI has maintained a reputation for highquality products and great service. Started in 1967, the company designs and manufactures hand-held test instruments for the automotive and small engine fields. To this day, the company’s mission is to place their ideas in the hands of the professional technician. For example, the award-winning Fuse Buddy continues the tradition of providing testing solutions to ESI’s customer base. This product has proven to be a valuable tool for easy measurement of circuit amperage draw. Many of today’s electrical and battery drain problems point directly at specific circuits on the vehicle. Fuse Buddy provides a fast and convenient way to measure and display the live amperage draw through a fused circuit. In addition, watch for their latest product innovation, the MAG LEAD Test Lead System. Whoever thought one could save time by redesigning a test lead? ESI did that! This product features a magnetic connection located near the test probe end. When removed, the remaining magnetic end piece can stick to any metallic ground or test point. This product can substitute for alligator clips and save time. If you don’t have to walk to your toolbox, even on just half the occasions, then you’ve saved time. ESI has established a track record for designing clever testing tools that save time and increase productivity. The company takes pride in its product line, which offers exceptional quality and value. ESI supplies its products through an extensive distribution network of mobile tool distributors and warehouse distributors.

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Contact Information Name: Electronic Specialties, Inc

Address: 139 Elizabeth Ln. Genoa City, WI 53128

Phone: 1-800-227-1603 Website: www.esitest.com

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PICO TECHNOLOGY more squinting at an undersized screen. Freedom… I look for equipment that WON’T hold me back. That’s what PicoScope provides me. So much equipment available to automotive service professionals restricts us–preventing us from performing the tests we need to or getting the detail required to make an accurate diagnosis. On many pieces of equipment certain tests can’t be performed due to performance shortcomings, or the tests aren’t even given as options. Not with PicoScope. PicoScope does not hold me back, I hold it back. With its generous bandwidth, ample sample rate, impressive vertical resolution, tremendous buffer size, triggering options and ease of use, PicoScope won’t hold you back either. Being PC based is also another advantage–no

From a diagnostic standpoint, PicoScope really shines at capturing intermittent problems. Long timebases can be used with little loss of detail, and using PicoScope’s magnification, that detail can be used for diagnosing. For intermittent stalling complaints, I personally like to set up PicoScope with 1-second or higher timebases and employ the Normal trigger function while monitoring fuel injectors, ignition coils and crank sensor. I set the scope up and walk away. PicoScope automatically saves 32 screens and when the stall occurs I have a detailed picture of what was lost first. I keep records of diagnostic challenges (PicoScope makes this easy), and I know that without my PicoScope they would have been far more difficult.

Contact Information Name: Pico Technology Address: The Mill House Cambridge Street St Neots Cambridgeshire PE19 1QB United Kingdom Phone: 1-800-591-2796 E-mail: [email protected]

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Website: www.picotech.com/auto244

Matt Fanslow–Diagnostic Technician

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2O Light Truck Tech Report

BY PAUL WEISSLER Toyota throws down the gauntlet in the full-size light truck market, with an all-new Tundra. The other OEMs answer the challenge, with several new models and engineering improvements of their own.

Jeep Wrangler

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t’s a big year for the so-called real trucks and SUVs on real frames. Because we’ve relegated the carlike SUVs and the crossovers to our car reports, this report is about the strong stuff. The Chevy Silverado and GMC Sierra are already out on the light-duty truck market, and the latest Japanese competition—Toyota’s totally new Tundra—is just coming out. The Ford Expedition and Lincoln Navigator, along with the Chrysler Aspen and Dodge Nitro, also are new entries, and a four-door Jeep Wrangler is an important addition to this iconic line.

And it doesn’t stop there. The introduction of ultra-low-sulfur fuel has fostered a new generation of clean turbodiesel V8s, and the over-8500 GVW trucks are getting them, led by a new Ford F-Series Super Duty 6.4L Powerstroke engine, a Cummins 6.7L inline Six for the heavy-duty

Toyota Tundra

Dodge Ram and a reworked 6.6L Duramax for General Motors. Although these are big diesels, look for smaller V8s in the under-5.0L size for all light-duty domestic trucks within two years. For now, though, let’s get down to specifics on the new light truck offerings.

Lincoln Navigator

Chevrolet Silverado

Dodge Nitro

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2007 LIGHT TRUCKS Here comes the new Toyota Tundra, ready to compete in the light-duty truck segment. And it’s as close to allAmerican from an overseas manufacturer as you’ll find—styled and engineered in the U.S. and built in trucklovin’ Texas at a brand-new plant near San Antonio (and an existing Princeton, IN, plant). About 80% of the content is expected to be made here, including all three available engines and the five- and six-speed automatic transmissions. Inasmuch as all domestic nameplate vehicles have some overseas engineering and component content, the 80% number is quite impressive. Payload for the regular cab 2WD is 2060 lbs.—not the highest in the field but still good. Towing capacity is 10,800 lbs., and last we looked that’s No. 1. Previous Tundras were derived from existing Toyota chassis, including the 4Runner. This Tundra is all-new, though, and available in regular, double cab and crew cab models with overall length up to 10 in. longer than previous models. The tailgates have an assist spring for easy lift to close and a damper for a modulated opening drop. Want more power than the base 4.0 V6 (236 hp, 266 ft.-lbs. of torque), or the familiar 4.7 V8 (271/313)? Available this spring is the 5.7 V8, rated at 381 hp, 401 ft.-lbs. of torque. That’s presently topped only by GM pickups with the special SS package—6.2L V8

Illustrations courtesy Toyota

Toyota

Toyota Tundra’s new 5.7L V8 is a long-stroke design that produces 381 hp and 401 ft.-lbs. of torque. The offset (toward the passenger’s side) of the oil pan is meant to provide clearance for the front section of the 4WD system.

and the limited-edition Viper V10powered Dodge Ram SRT-10 (510/525). And Toyota now has joined the domestic makers in rating its engines per SAE J1349, the new standard that takes some of the “creativity” out of dynamometer testing. Toyota has learned a lot of things about the U.S. truck market, and one of them is that truckers like regular gas. So all three Tundra engines are rated for 87 octane. The Toyota 5.7 V8 is an all-new dual overhead-cam engine with variable in-

The Tundra’s exhaust system is clearly longer on the driver’s side, because Toyota chose to reduce backpressure with separate piping from each engine bank.

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take and exhaust valve timing (with a huge 60° range) and a two-stage intake manifold, both of which contribute to a broad torque band. But the low-end “torquiness” gets its opening kick from the fact that this is a very long-stroke engine—4.02-in. stroke (102mm) with a 3.70-in. bore (94mm). The aluminum block—the first Toyota truck block cast in the U.S.—is an open-deck design but with siamesed steel cylinders. The valvetrain uses needle-bearing rocker arms for low friction and hydraulic lifters to eliminate the need for lash adjustment, as is the case with the direct-bucket type. The exhaust system uses separate pipes left to right to reduce backpressure. However, this routing results in a longer exhaust pipe on the left side. To compensate, the main muffler has different length internal piping. So you can’t just use any two-inlet muffler without affecting performance, particularly low-end torque. A five-speed automatic, made by Toyota affiliate Aisin, is used with both the 4.0 V6 and 4.7 V8. The 5.7 V8 gets a new six-speed. The 5.7 V8 has three planetary gearsets, compared with the one planetary and one Ravigneaux in the eightspeed Lexus LS 460. The two transmissions share no components, but do use

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ATF Warmer Engine Coolant Out In

To Engine Engine Coolant Flow ATF Flow

View From B

From Engine

With ATF Cooler

10 Steps ATF In ATF Out A-A Cross Section

Transmission Oil Thermostat

B

To A/T Cooler From A/T Cooler

The transmission fluid warmer is mounted on the side of the Tundra’s transmission case and includes a wax pellet thermostat with a bypass valve. The stat shifts flow to the fluid cooler when fluid temperature is hot.

the same new lifetime-fill fluid (including severe service), which also is recommended for all Toyota/Lexus products since the 2006 model year. Called “WS” (for world standard), the fluid has a flatter temperature-to-viscosity curve that permits the use of new harder (low-wear) clutch materials, so there’ll be less clutch particulate debris in the fluid. WS is not interchangeable with T-IV or Dexron II, Toyota says. The six-speed is sealed—no dipstick (as with Lexus transmissions, although there’s also a fill plug and a shop manual procedure for draining and adding oil). Toyota specifies no replacement interval for the fluid, even for severe service. To help ensure long transmission life (and help fuel economy), both Tundra automatics have an in-radiator fluid cooler. The six-speed also has an innovative transmission fluid warmer, through which engine coolant flows. And if a Tundra comes with the towing package, it gets a second (air-to-fluid) cooler, externally mounted at the right front of the front cooling module. This external cooler is in a parallel circuit with the in-radiator cooler. The warmer, which is at the end of the fluid circuit, is mounted on the side of the transmission and has a wax-pellet thermostat. When the fluid is cold, a bypass valve opens and the fluid goes from

the warmer to the transmission. When the fluid flows warms up, the stat opens a poppet valve and closes a bypass valve, so fluid flow goes through the cooler(s). The Tundra frame is fully boxed in the front, using a rolled C-channel with bottom flange reinforcements under the cabin and is an open C-channel in the rear half (a shape that Toyota claims reduces vibration, for improved ride). The front suspension is a conventional double A-arm with coil-overshocks. The rear is a leaf spring setup with staggered shocks (left side angled

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forward, right side angled toward the rear), with both mounted outboard of the leaf spring. Although the rear basic design is familiar, there is a Toyota nuance: The leaf springs are angled outward toward the front, so the spring eyes left to right are further apart at the forward mountings than at the rear. According to Toyota, this reduces lateral axle shift and increases roll resistance. Brakes are four-wheel discs and are the largest we’ve seen—13.9-in.-diameter rotors in front, 13.6 in the rear. The front rotors are over 11⁄4 in. thick and can take a lathe cut, if necessary. Four-wheel drive is available with either V8. It has a new transfer case and a rotary knob for 2WD to 4H shift on the fly. The 4WD automatics are the same as the 2WDs, with an extension housing. Electronic stability control, combined with advanced traction control (including side-to-side limited slip) and brake assist, is standard on all models.

General Motors A full-size V8 gasoline-engine pickup that gets over 20 mpg? Yes, that’s one of the features GM is touting for its new Silverado and Sierra pickups with a next-generation 5.3L V8. It’s not the mild hybrid, which presently is available only on a carryover pickup line called the Classic series (the mild hybrid reportedly also goes into the 2008 Yukon/Tahoe SUVs). The mild hybrid, which requires en-

This internal view of the Tundra’s main muffler shows that the internal piping from the short exhaust pipe is longer, to equalize the overall length of the two pipes.

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2007 LIGHT TRUCK TECH REPORT

Illustration courtesy Toyota

Staggered Rear Shocks

Leaf Springs

The Tundra’s rear suspension is a conventional leaf spring design, but the shocks are staggered as shown, and tilt outward at the top.

cast-iron block, others an aluminum block. As the line goes, you can’t tell the 5.3 V8 players without a scorecard: •LC9 flex-fuel, aluminum block. •LH6 not flex-fuel, aluminum block. •LMG flex-fuel, cast-iron block. •LV5 not flex-fuel, cast-iron block. The Classics have the Generation

Illustration courtesy GM

gine stop-start and a 42-volt system, dual cooling system and other hardware, actually gets no better overall mileage (and even lower highway mileage) than the new 5.3 V8. This engine uses the far simpler cylinder deactivation (called Active Fuel Management, which cuts out every other cylinder in the firing order) and variable cam timing on the pushrod camshaft. The 5.3 V8’s numbers are impressive for a pickup—315 hp, 338 ft.-lbs. of torque and highway mileage of 22 mpg (16 city). For those less concerned about fuel economy, there’s an optional 6.0 V8 (367/375) and a special SS model with a 6.2L V8 (403/417). There are price leaders, too: a 4.3 V6 rated at 195 hp, 260 ft.-lbs. of torque and an entrylevel 4.8 V8 (295/305). There are four versions of the 5.3 V8 in the new Silverado/Sierra and two others in the Classic series. They’re all listed as Generation IV and are rated at 315 hp in the pickups, with torque varying slightly from 335 to 338 ft.-lbs. All versions have variable camshaft phasing (variable valve timing on a pushrod camshaft) and cylinder deactivation. The differences are that some are “flex-fuel,” meaning they’re okay for E85 fuel. Some have a

GM’s 6.2L pushrod engine (shown here) is the V8 performance king at 403 hp and 417 ft.-lbs. of torque. It’s also the first in this displacement range to incorporate a cam phaser for variable valve timing. The 5.3L is the fuel economy champ, with highway mileage of 22 mpg. It features cylinder deactivation (Active Fuel Management) and a phaser for variable valve timing of the pushrod camshaft. Yet it develops 315 hp and up to 338 ft.-lbs. of torque.

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III engine—no valve timing phaser on the camshaft and no cylinder deactivation. One of two versions is flex-fuel (L59 is, LM7 is not). They’re rated at 295 hp and 335 ft.-lbs. of torque, which is the same as the new 4.8L version built with a cast-iron version of the Generation IV block. However, the 4.8 V8 doesn’t get cylinder deactivation or variable camshaft timing. There are five suspension packages from which to choose, ranging from the smooth-ride type to those that improve handling and trailering and off-road. StabiliTrak, the GM passenger car electronic suspension/handling system, also is available—standard on crew cabs and an option on extended cabs. It includes an antirollover strategy. Pickup buyers want neat features just like car owners do, and the Silverado and Sierra have the following to appeal to them: •17-, 18- and even 20-in. wheels available. •Pickup box is taller and tailgate has an assist system so it goes up easily (meeting Ford and new Toyota Tundra competition on this). •More interior room, including longer seat travel and increased front seat recline angles. •Rear doors open 170° (same as the Nissan Titan).

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WE’VE VIRTUALLY ELIMINATED DUST AND NOISE FROM OUR BRAKES. AS FOR YOUR GARAGE, YOU’RE ON YOUR OWN.

Bendix has reduced brake problems and enhanced brake performance for over 80 years. Low dust. Virtually no noise. That·s what you get with an OE heritage and decades of research and development. Want high-quality parts that meet all of your needs? Grab the blue box.

w w w. b e n d i x b r a k e s .c o m ______________

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The Silverado and Sierra pickups have a fully boxed frame for extra strength. The new GM pickups have a front suspension with coil-over-spring and upper and lower control arms (inset). This seems to be the suspension of choice for new full-size pickup designs—certainly for the 2WD models, although GM also is using it for its 4WDs instead of torsion bars.

Photo courtesy Ford

•Rear seats fold up to provide a wide load floor. •Locking underseat storage can hold tools or even a laptop. •Upper and lower gloveboxes. •Rear parking assist (provides visual and audible warnings). •Optional heated windshield washer fluid and rain-sensing wipers. The Silverado/Sierra frame is a total redesign, fully boxed front-to-rear so it’s much stiffer. The torsion bar front suspension is gone, replaced by a coilover-shocks type. The rear leaf spring suspension is similar to the previous model but with the shocks angled outward and more upgright, changes that better restrain the axle for improved ride and handling. Towing capacity is still good, up to 10,500 lbs. The Silverado and Sierra pickups are carefully styled not to be lookalikes. The hood, grille, bumper, front fenders, headlamps, taillamps and box all are distinctive designs, so the brand-conscious will not drift away from their favorite dealer. With the new Toyota Tundra in the mix, GM wisely paid careful attention to fit and finish, so body gaps are reduced, particularly in such noticed areas as hood-to-fenders, grille-to-bumper and cab-to-box, and throughout the interior, as well. Along with Ford and Dodge, as you’ll read later in this report, GM is ready with a new version of its heavyduty turbodiesel V8. The Duramax 6.6L V8 tubodiesel was reworked for 2007 to incorporate a variable-geometry turbo and a diesel particulate filter and new catalytic converter, plus a redesigned fuel injection system and increased EGR cooling for reduced NOX levels. As a result of these changes, a new low-ash engine oil is specified (like all the other new diesels) and cooling system capacity is increased. Service aspects of the new diesels are significant, and early recommendations from Ford and Dodge are discussed in our coverage of their vehicles. GM’s heavy-duty trucks also have a gasoline engine, of course, the 6.0L V8—the first engine in that displacement and vehicle application to get

Photo courtesy GM

2007 LIGHT TRUCK TECH REPORT

The Ford Expedition/Lincoln Navigator frame is fully boxed with a hydroformed front for super-strength. Independent rear suspension is a nextgeneration upgrade. Crossmembers that go through slots in the frame, where they’re welded, produce extra-strong joints in the new Ford frames.

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variable valve timing with a pushrod camshaft phaser. This engine is rated at 353 horses and 373 ft.-lbs. of torque.

of the new cleaner diesels, designed to run on ultra-low-sulfur fuel and with a diesel particulate filter that reduces diesel soot by 97%. It self-cleans using shots of fuel (actually, the fifth pulses of the injectors) to create a self-cleaning oven effect. Some ash builds up in the filter passages, which eventually have to be cleaned. Ford’s electronic controls run the self-cleaning cycle about every 300 miles. And 6.4 Powerstroke engineeer Mike Harrison believes the filter won’t need cleanout until a minimum of 120,000 miles. Use of CJ-4 engine oil will reduce ash buildup, he adds.

The Ford Expedition and Lincoln Navigator may have seemed like dinosaurs during the peak gasoline price periods of last year. But these big SUVs, with about 9000 lbs. of towing capacity, fill a need for many people and businesses. So although they’re redesigned, they’re about the same length as before (206.5 in. for the Expedition, 208.4 for the Navigator on a 119-in. wheelbase in ’07). If that’s not long enough, there’s also a stretched version (131-in. wheelbase, 221.3 overall length for the Expedition, 222.3 for the Navigator). The styling is clearly intended to emphasize these vehicles’ size, with apparently no attempt to make them look small. The vehicles are on an all-new frame, based on the F-150 pickup and similar to the Ford Explorer. The tubular crossmembers go through slots in the tubular frame rails, and are welded at the slot joints, a design that produces great strength. The independent front suspension, although it remains a coil-over-shock, short/long-arm design, was completely retuned. The independent rear suspension also is coil-over-shock short/long-arm, but gets a longitudinal link to improve control of fore & aft movements. So although these are big vehicles, they ride very well and handle with an unexpected nimbleness. And the interiors are Ford’s strong suit. The brakes are four-wheel ventilated discs, and the front discs are 13.75-in. in diameter, a 3⁄4-in. increase over 2006. The rears remain at 13.5 in. in diameter. The master cylinder is a new dual-bore design for smoother brake application. The engine is a carryover—a 5.4L, three-valve OHC V8 that develops 300 hp and 365 ft.-lbs. of torque. The F-Series Super Duty, another all-new model, is actually labeled a 2008. The 6.0 Powerstroke diesel is gone, replaced by a brand-new twinturbo 6.4L engine that produces 350 hp (at 3000 rpm) and 650 ft.-lbs. of torque (starting at 2000 rpm). It’s one

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when a warning light comes on, also is specified. The engine will run on 5% biodiesel, in which case water in the fuel would be an even greater concern. In anticipation of this, the engine incorporates a larger fuel filter/separator. The cooling system is truly Super Duty. In fact, it was based on the F550 pulling 33,000 lbs. combined weight. So you’ll notice the radiator is huge (33% larger) and the water pump flow rate is nearly doubled (from 75 to 140 gals./min.). The twin turbos are a staged de-

Ford F-Series Super-Duty trucks get a brand-new turbodiesel—this 6.4L V8— that features piezoelectric injectors that pulse up to five times per injection. This engine also has twin turbos in staged operation, the first a small variable-geometry type, the second a larger fixed-geometry turbo.

The fuel system uses a high-pressure (26,000-psi) common rail system with piezoelectric injectors that pulse up to five times with each injection. This reduces emissions, quiets the engine and improves fuel economy, says Ford, and helps with ⫺20°F cold starts, as well. The injectors are placed out of sight under the valve covers to help reduce engine noise. Ford recommends a fuel filter replacement at every other oil change (set at 10,000 miles for normal service, 5000 for severe operation). Emptying the water separator once a month, or

sign—a small variable-geometry turbo for low-rpm acceleration, followed by a larger fixed-geometry turbo that engages at the midpoint of the torque buildup. Variable-geometry turbos call for different diagnostic procedures than those with fixed designs and wastegates, as noted for the new Cummins diesel (see the Chrysler Group report). EGR and EGR cooler plugging are inherent diesel problems, and the 6.4 Powerstroke has a dual approach to deal with them: An oxidation catalyst removes deposits from exhaust gases before they go to the twin coolers, and

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Photo: Paul Weissler

Ford & Lincoln

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2007 LIGHT TRUCK TECH REPORT an electronic algorithm detects and deals with EGR seat deposits. If the computer determines that the valve closing characteristics indicate valve deposits, it triggers a motor operation strategy that increases actuation force to cause deposits to break off. If the truck owner wants to have you install chrome tips on the exhaust and you can’t find any that fit right on, don’t be surprised. The shape of the pipe ends is engineered to pull in cold air to cool the exhaust during the diesel particulate filter self-cleaning mode. And drivers are advised to keep the pipe ends clear of mud and debris, says Powerstroke engineer Harrison. The 6.8L V10 and 5.4L V8, both in three-valve versions, also are available. But Super Duty is a diesel market, so that’s most of what you can expect to see in your shops.

The Chrysler Group

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The Dodge heavy-duty trucks, like the Ford Super Duty, also get a new turbodiesel designed for ultra-low-sulfur fuel—a 6.7L Cummins inline six-cylinder that replaces the 5.9L I6. It’s also a cast-iron engine and non-sleeve design, four-valve OHC with integral intake manifold and thermostat housing. Unlike the 5.9 diesel with its fixedvane design and electronic wastegate, the 6.7 has a variable-geometry design; that is, the vanes are pivoted with a yoke mechanism to change the nozzle opening for more or less boost. The turbo diagnostics are changed, because on the 6.7, a misbehaving variablegeometry mechanism can result in incorrect boost—too low or too high. Naturally, there are other causes for low or high boost, but testing the variable-geometry mechanism certainly should be high on the list. A detailed shop manual describes the procedure, and although an alignment pin from a special tool kit is recommended, a 1⁄8in. drill bit also can be used. Because variable-geometry turbos are coming into such wide use on all the new diesels, you’d be wise to learn the new procedures before you dig in. The Jeep Wrangler surely is the symbol of the brand, with a heritage that dates back to the 1941 military ve-

hicle. Although it underwent a complete overhaul for 2007, it retains a familiar appearance. The frame is allnew and far stiffer than that of its predecessor, and there’s an Unlimited model with a 20.6-in. wheelbase stretch from 95.4 to 116 in. (with overall length going from 152.8 to 173.4 in.). The Unlimited is a four-door model with comfortable seating for five. Both new models are powered by a specific version of the 3.8L pushrod V6 (rated at 202 hp and 237 ft.-lbs. of torque), which replaces the 4.0L I6 (190/235). Although it’s a Wrangler and still uses recirculating ball steering, don’t assume it’s just super-simple antique engineering. Such conveniences as power windows and power door locks are available, and vehicle stability control (with rollover mitigation) is standard. In fact, if you get past the ruggedness of look and operation, this is a very modern vehicle with a surprisingly good ride for a solid-axle 4WD setup. However, we tested the four-door with the soft top and experienced wind noise at highway speeds. But most of the time we were wriggling through off-road trails, at a crawl or slower, a more appropriate test for the vehicle. The Aspen is basically a rebodied Dodge Durango without the base 3.7 V6 (only the 4.7 and HEMI 5.7 engines). The Dodge Nitro, although based on the Jeep Liberty platform, is significantly different, with a 41⁄2-in. stretch both in wheelbase (to 108.8) and overall length (to 178.9 in.). The Nitro comes with the Liberty’s 3.7 V6 (or optional 4.0 SOHC V6 that was developed for Pacifica by stroking the 3.5 V6). But it’s a slick styling statement intended to appeal to women, too; it’s less rugged-trail use and clearly more “citified” than Liberty. The 4WD choices are aimed to address snow and mud issues. An optional single-speed part-time 4WD system for manuals and automatics, and an optional AWD system, will be available late in the model year for the automatics. Visit www.motor.com to download a free copy of this article.

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No brakes are more trusted than the friction and rotors from NAPA. Unbelievably quiet, unquestionably safe and unexpectedly affordable, NAPA gives you the peace of mind you won't find with any other brand. For more information, call your servicing NAPA AUTO PARTS Store. www.NAPAonline.com ________________ 1-800 -LET-NAPA Circle #27

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Is This Seat Taken?

SERVICING OCCUPANT CLASSIFICATION SYSTEMS BY BOB PATTENGALE Occupant classification systems enhance the capabilities of supplemental restraint systems. Different methods are used to determine who (or what) is in the vehicle’s seats.

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ccording to the National Highway Transportation and Safety Administration (NHTSA), 31,415 occupants of passenger vehicles (cars, light trucks, vans and SUVs) were killed during 2005 in motor vehicle traffic crashes. Of those occupant fatalities, slightly more than 16,000 (55%) were unrestrained. There were 4722 fatalities in the 25-35 age group. Among this group, 3135 (66%) were unrestrained. An average of 119 people died each day in motor vehicle crashes, or one every 12 minutes. An additional 1.8 million were injured. The total number of reported crashes was more than 6.1 million. In 2000, the economic cost of traffic crashes (reported and unreported) was $230.6 billion. Vehicle manufacturers are tasked with finding ways to protect vehicle occupants. The introduction of the seat belt was a first step in this safety evolution. Volvo had the first seat belt in 1949, and it was not until 1963 that Congress passed legislation requiring mandatory standards for seat belts sold in interstate commerce. Unfortunately, seat belts alone will not provide the best protection. And based on the statistics mentioned above, the majority chose not to wear a seat belt. Air bags were introduced in the early 1970s as an additional safety feature. Early air bags were developed for the driver’s side only, and had design issues that resulted in fatalities caused solely by the air bags themselves. The design issues

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have since been satisfied. Chrysler became the first to offer air bag restraint systems as standard equipment. Air bags have been mandatory in all cars produced since 1998. One of the key concerns related to air bag development is how to deal with the wide range of vehicle occupants—short, tall, slim, heavy, child, baby, etc. In the case of side air bags, the position of the passenger is critical: Is he sitting upright, leaning forward, resting his head against the window sleeping? Vehicle manufacturers are implementing occupant classification systems to gather this type of data. This article will discuss passenger seat occupant classification options and operation. Passenger seat occupant detection systems provide two benefits. First, they ensure that the passenger air bag is deployed for the proper-size occupant. Second, they disable the passenger air bag if no one is occupying that seat. This helps reduce repair costs following a collision. Most vehicle manufacturers use one of two methods to determine who or what is present in the passenger seat—occupant classification mats or seat bladders and/or absolute weight strain gauge-type measurement sensors. Examples of both are shown on the opposite page. Some manufacturers employ both methods, to ensure that the best occupant information is available. Other components in the system may include an occupant classification module (OCM), warning lights, a wiring harness and seat track position sensors (STPSs). Diagnosis is per-

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Illustration: Siemens VDO

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Images (l.-r.): Bosch, Bob Pattengale, MOTOR/ALLDATA

SERVICING OCCUPANT CLASSIFICATION SYSTEMS

Vehicle manufacturers use a variety of methods to determine who or what is in the passenger seat. The most common methods are occupant classification mats and absolute weight measurement sensors.

Fig. 1 two information lights. The image on the left looks like someone in a seat with an air bag deploying. This alerts the driver that a fault has been detected in the air bag system. The image to the right shows the status of the passenger air bag. In this case, the OCM has determined that the passenger air bag should not be deployed in a collision. Next, let’s take a look at the seat weight sensors, which are strain gaugetype sensors. Four sensors are used, one at each corner of the front passenger seat. These sensors are designed to sense relative weight and determine the occupant’s center of gravity and/or position in the seat. When a load is applied to the seat, the sensors are flexed, caus-

ing a change in electrical resistance through the strain gauges. A specific base voltage is applied to each sensor by the OCM. As the resistance changes, the voltage value changes according to the weight applied. The OCM uses this data to determine whether and how the air bag should be deployed in a collision. Fig. 4 demonstrates the capability of the weight-sensing system. The image on the left shows several weights placed at the right front corner of the seat. The image on the right shows the scan data screen capture. Look down the list and compare the kg values for the weight sensors. The LF, LR and RR PSWS are within ⫾1kg and the RF PSWS-2 shows 5kg. As you can see, the weight

Photos & screen captures: Bob Pattengale

formed using a scan tool, which can help determine how the vehicle occupant classification is configured. Fig. 2 shows several screen captures from a 2005 Dodge Dakota, using the Vetronix MTS 3100 Chrysler Enhanced software. The screen captures show OCM Info, which includes type of vehicle, system supplier ID and OCM hardware, software version data, etc. The capture to the far right shows what components are currently utilized for this vehicle—in this case, STPSs and Strain Gauges. Vehicle manufacturers will normally use two separate air bag status lights— one for air bag fault alert and one for passenger air bag status. Fig. 3 shows

It’s important to understand what the specific components do in an occupant classification system. Chrysler provides comprehensive data via the scan tool, providing supplier information, hardware and software versions and utilized components.

Fig. 2

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Most vehicle manufacturers provide two air bag information lights. One (left) is used to alert the driver to air bag diagnostic trouble codes, while the other (right) relates to passenger air bag deployment. If this light is on (indicating deployment), the passenger air bag is disabled.

Fig. 3 sensors are very sensitive to where the weight is positioned on the seat. Each sensor, seat and floorboard is unique, so a calibration procedure must be performed to ensure sensor accuracy. We’ll discuss calibration later. Fig. 5 shows the OCM diagnostic scan tool data. Each weight sensor displays current weight in kg, and sensor voltage and sensor offset in mV. Take a look at the LR PSWS-4 and RF PSWS-2 weight sensors and you’ll notice the weight is the same: ⫺1kg. You might expect the sensor voltage values to be the same, but in this case the voltage is different: LR ⫽ 1.92 V and RF ⫽ 1.52 V. The voltage parameter represents the actual sensor voltage; the OCM resets the weight to 0kg during the calibration procedure. The second weight measurement option we discussed is occupant classification sensor mats (OC mats). These measure the pressure profile on the seat and can be used to determine whether the seat is occupied by a person or an object. The OC mat’s pressure distribution and pelvic bone spacing can be used to determine occupant size and approximate weight. OC mats use force sensing points, which change resistance according to pressure applied by the occupant’s weight and position. Engineers have determined that the distance between hip bones can be used to estimate a passenger’s weight. For example, a person with a 14 to 16cm hip bone measurement—the distance between hip bone pressure points

The weight sensors used in occupant classification systems are very sensitive. The photo on the left shows weights positioned on the right front corner of the seat. The scan tool data parameter RF PSWS-2 shows 5kg of weight, the other sensors show 0, 1 and ⫺1kg.

Fig. 4

Here is the available scan tool diagnostic data from the occupant classification module (OCM). The data can be used to diagnose issues with the OC system. The amount of data available varies with each manufacturer.

Fig. 5

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SERVICING OCCUPANT CLASSIFICATION SYSTEMS

The left screen capture shows diagnostic trouble code B1BBC - OCS Negative System Weight from a passenger air bag system. The scan data in the right screen capture verifies the current fault condition; the RF PSWS-2 sensor shows ⫺24kg. The diagnostic process should begin with a visual inspection of the sensor and seat track.

Fig. 6 on an OC mat—should weigh between 40 and 50kg, on average. On average, a passenger with a 20 to 22cm hip bone measurement should weigh between 90 and 100kg. This data can be used to determine if the passenger air bag should be deployed in a collision. Obviously, a passenger could weigh more than average, but the greater concern is if a passenger weighs less than a predetermined amount. To better understand this concept, take a look at the image at the beginning of this article. You’ll see a female model colored in red and a male model colored in blue. The upper seat image graphically displays an OC mat with blue and red pressure points. You can see that the male pressure points (blue)

are wider and farther back in the seat than the female pressure points (red). You can see how this method can provide greater information detail than is possible with weight sensors. In the early implementation of air bags, there was a concern about small drivers. Studies were conducted to examine air bag deployments for these drivers. One study looked at over 20,000 air bag deployments in which the driver was under five feet tall. There were nine fatalities—all were positioned too close to the air bag or were unbelted. Air bag risk is minimal if a driver sits 10 to 12 in. or more away from the steering wheel. The combination of the OC mat, seat track position sensors and the relative position of the steering

wheel can be used to help avoid these potentially dangerous situations. Your ability to diagnose these systems will be based on your scan tool’s capabilities and your access to the necessary diagnostic information. You can use a DVOM or lab scope to check basic electrical circuits, but it’s critical to know what the OCM is thinking. The only option may be the factory scan tool on some vehicles. Let’s take a look at an example—our 2005 Dodge Dakota with the air bag light on. Fig. 6 shows related scan tool screen captures. The left screen capture shows the diagnostic trouble code B1BBC (OCS Negative System Weight). A DTC will set under the following condition: The module detects a seat

In order to perform the seat calibration procedure, special tools are required. Chrysler recommends using Miller Special Tool No. 9077 (left), which simulates the required weight to calibrate the measuring system. If you don’t have the special tool required for the vehicle in your service bay, you might be able to improvise with barbell weights (right).

Fig. 7

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weight sensor input with the total seat weight below ⫺6.5kg ⫾1kg. Possible causes of the failure include: Damage to the passenger seat structure, riser assembly, crossmembers, seat tracks or floor pan; if there is an object under the seat or if the rear seat is folded down and resting against the passenger seat; or possible OCM failure. The screen capture on the right in Fig. 6 shows a user list focusing on the weight sensor data. LF ⫽ 2kg, LR ⫽ 1kg, RF ⫽ ⫺24kg and RR ⫽ 0kg, for a total of ⫺21kg. The issue we have is related to the RF weight sensor. A visual inspection showed that damage to the RF seat track was causing the negative reading. A thorough underseat visual inspection will reveal many of the likely causes of a DTC setting. It’s not uncommon to see broken sensors or wiring harness or seat track damage. Another issue relates to intermittent light illumination. This can be caused by a rear seat passenger pushing or pulling on the back of the seat. It’s a good idea to discuss this possibility when the problem occurs to avoid wasted diagnostic time. Performing a sensor calibration is the key to completing the repair. In the case of the 2005 Dodge Dakota, the Vetronix MTS 3100 provided the scan data, but not the calibration procedure. In order to perform the calibration on this vehicle, a scan tool with the appropriate software and a dedicated weight tool are required. The Miller Special Tools No. 9077 Occupant Seat Weights tool (Fig. 7, left) applied the appropriate vehicle occupant weights in the appropriate manner during calibration. The MTS 3100 will handle OCS calibration procedures on Toyota vehicles, so we decided to try it out on a 2004 Camry. In place of the Miller OCS weight tool, we substituted weightlifting weights (Fig. 7, right). Refer to the sequence of screen captures in Fig. 8 to follow the calibration process. Using the MTS 3100, access the Occupant Detection diagnostic menu. Select item 5: Zero Calibration option. The next screen asks you to place the passenger seat in a specific position. Slide: Max rear; Recline: Max upright; Headrest: Max down; Lifter: Max down.

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The accuracy of any occupant classification system depends on an exact calibration procedure. If the vehicle is involved in an accident or a component needs to be replaced, the calibration procedure must be performed. This 2004 Toyota Camry needed a recalibration following accident repairs.

Fig. 8

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SERVICING OCCUPANT CLASSIFICATION SYSTEMS Depending on the vehicle manufacturer or model, you may be asked to perform other tasks. The next few screen captures take you through completing the Zero Calibration process. The OCM assumes the seat is empty and attached properly. Once the Zero Calibration is complete,

the software prompts you to perform a Sensitivity Check. This will verify if the seat calibration is correct. Select 6: Sensitivity Check option. The next screen asks you to verify if the seat is empty. The next screen checks the empty seat weight. The range is ⫺7 to ⫹7 lbs.; in this case the reading is 0 lbs. If the value

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is not correct, the weight sensors and OCM will require further diagnostic attention. The next screen checks the seat with a specific amount of weight applied. The weight applied is 66 lbs. Fig. 7 shows the weights applied to the seat. It’s important to get the weights as centered as possible. You can see that using the Chrysler special tool would ensure that the weights are positioned correctly. The final screen on the Toyota calibration shows that the weight is exactly 66 lbs. This indicates that the passenger seat OCS weight sensors are working properly. This calibration was performed following a repair in a body shop. The calibration process would be similar for most vehicles. The key is to follow the recommended procedures and to have the necessary special tools on hand. One final note: To avoid the possibility of injury, be sure to follow vehicle manufacturer recommended repair practices when dealing with air bag systems. There are some new technologies in the works that are fairly noteworthy. The newer concepts employ optics. The Time of Flight (TOF) principle sends out infrared light signals and measures the time it takes for the signals to return. The time will vary depending on the size of the occupant. Another option is the Photonic Mixer Device (PMD). A PMD imaging sensor uses ultrasound, light or microwaves to enable spatial vision and triangulation. Bosch is developing a system called iVision, which is a passenger compartment stereo video camera that uses CMOS technology. It detects the occupant position, size and restraint method. Is your shop ready to service and repair the emerging safety, comfort and convenience systems? Diagnosing and repairing occupant classification systems is fairly straightforward if the right tools and information are available. The bottom line is that without a comprehensive diagnostic scan tool, the ability to repair these systems will be severely limited. What choice will you make in order to compete? Visit www.motor.com ___________ to download a free copy of this article.

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NewsBreak MOTOR/ASE Master Automobile Tech of the Year Named David Wilks of Pleasant Prairie, WI, was named the M OTOR Magazine/ ASE Master Automobile Technician of the Year for 2006. Wilks was chosen because he had the highest combined score on all eight automotive tests plus L-1 during the last two administrations of the test. Wilks has been a technician for 20 years, the last seven of them at Anastos Motors, his current employer, in Kenosha. Wilks served four years in the U.S. Marine Corps, where he was an Aircraft Mechanic for C-130 airplanes. He was meritoriously promoted twice for graduating first in his military occupational specialty training class and for exemplary performance of his duties. Wilks attended community college for his initial automotive repair training and has completed numerous training seminars. Wilks specializes in electrical and driveability problems, and says he enjoys the mental and physical challenges

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MOTOR Editors

of diagnosing and repairing cars. He became ASE-certified for the first time in the spring of 1993 and is currently an ASE Certified Master Automobile Technician. Accompanied by his wife Kelly, Wilks was honored with the award by M OTOR Publisher and Editor John Lypen on Nov. 17 at a special ASE event in San Antonio.

Roderick focused the review in Region 3, the Mid-Atlantic region that covers Delaware, Maryland, Virginia, the District of Columbia, Pennsylvania and West Virginia. Findings revealed that the EPA had not ensured that these states had fully met their I/M requirements. Out of five I/M programs in Region 3, four reported that 12% to 22% of vehicles failed their I/M inspections. The fifth program has used less rigorous guidelines for testing than required. Covering all 10 EPA regions and 34 I/M programs, Roderick’s review shows the EPA “has not been obtaining sufficient information to ensure that states are meeting their I/M program commitments.” The office of the Inspector General is recommending that the EPA “obtain and evaluate all required I/M reports to ensure that the programs are operating effectively.” The review also recommends that the EPA provide more assistance and guidelines for states and state I/M programs.

EPA Vehicle I/M Program Report Released U.S. Environmental Protection Agency Inspector General Bill A. Roderick has released an evaluation report that says the EPA’s vehicle inspection and maintenance program “needs improvement.” Roderick’s office conducted a review of the EPA program to determine if inspection and maintenance (I/M) programs are effective. I/M programs are used to identify poorly performing vehicles to ensure that vehicles are repaired properly, and to help reduce harmful emissions.

Photo: Peter Jordan Photography, Inc.

‘Golden Mechanic’ Named

David Wilks receives his award as the 2006 MOTOR Magazine/ASE Master Automobile Technician of the Year. He’s flanked by MOTOR Publisher/Editor John Lypen and Ron Weiner on the left and Mike Hyatt, ASE Chairman, on the right.

Greg Damon hit the jackpot in Las Vegas in November when he competed against top mechanics from across the country to take top prize in the BP search for the 2007 Amoco Ultimate “Golden Mechanic.” Damon, from St. Charles, MO, who is lead tech and shop manager at Sant Automotive, won based on his superior auto repair skills, community involvement, environmental consciousness and, of course, winning personality. Damon took home the grand prize of $25,000, a year’s worth of Amoco Ultimate fuel at BP, and will serve as an Amoco Ultimate national spokesperson in 2007. The national competition took place on Nov. 2 at the annual SEMA Show in Las Vegas and was hosted by Car and Driver radio host Alan Taylor. Finalists were rated by an expert panel of judges including The Car Coach, Lauren Fix; Denny Kahler,

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past Chairman of the Board for the Automotive Service Association (ASA); Evan Ngan, Road Test Assistant for Road & Track; and Steve Saleen, founder and president of Saleen, Inc. “I am honored and thrilled to have been selected as the 2007 Amoco Ultimate Golden Mechanic and I am looking forward to serving as the spokesperson throughout the next year,” said Damon. “It will be a great opportunity to work with mechanics all over the country and to help educate drivers about the benefits of Amoco Ultimate at BP.” “We are thrilled that Greg won our second annual Amoco Ultimate ‘Golden Mechanic’ contest,” said BP’s Christine Jagher. “Greg Damon will continue the important work performed by our 2006 winner, Ryan Kooiman. Over the past two years, we have seen hundreds of examples of the outstanding level of talent represented in the automotive service field today. BP is honored to continue to salute the mechanics who keep our cars running smoothly and safely.” Damon, 43, is an ASE-certified Master Automobile Technician with an Advanced Level Specialist Certification (L1) in engine performance, Certified Under Car Specialist (X1) and a Gateway Clean Air Program Recognized Repair Technician. He’s the host of his own weekly automotive radio talk program, The KMOX Auto Talk Show, on KMOX-AM (St. Louis), which focuses on automobile care and maintenance. He’s also the cohost of the weekly NASCAR program, The Kenny Wallace Show, also on KMOX-AM. Greg is very involved in his community as a volunteer, coach and referee for local youth hockey teams, and has contributed to charitable functions such as the American Red Cross and Hurricane Katrina families. He was also a finalist and runner-up in the 2005 Amoco Ultimate Golden Mechanic contest.

MOTOR Wins Several IAMC Awards M OTOR Magazine was recognized with eight awards in the 16th Inter-

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Photo: AP Photo/Jane Kalinowsky

NewsBreak

Greg Damon accepts the $25,000 check as Christine Jagher, far right, names him 2007 Amoco Ultimate Golden Mechanic recently in Las Vegas. Damon also won a year’s supply of Amoco Ultimate fuel from BP and a Klein toolkit.

national Automotive Media Competition (IAMC). IAMC, a function of the International Society for Vehicle Preservation, recognizes and encourages excellence in all forms of automotive media. Harold Perry was recognized with a Gold Medal (Cover Design) for his rendering of the September 2005 cover of MOTOR. John Lypen received a Silver Medal (Editorial Writing) for his Editor’s Report column. Also receiving Silver Medals were Karl Seyfert for his article “Maintenance Reminder

Systems Go Mainstream” (General Technical) and Bob Cerullo for Trade Secrets (Column Writing). The MOTOR Editorial Staff received a Bronze Medal for the June 2006 issue (Best Single Issue Magazine, over 100,000 circulation). Also receiving Bronze Medals were Sam Bell for “Becoming An Award-Winning Repair Shop” (Business Writing), Bob Pattengale for “Vapor Trails: Finding and Fixing Evaporative System Faults” (Technical: How To Do It) and Paul Weissler for “The Evolving A/C Service Picture” (Technical: Reference).

Corrections In “Here Come the 2007 Domestics” (November 2006 MOTOR), we stated that Dexron VI automatic transmission fluid (ATF) was not to be used in anything older than 2005 vehicles. In actuality, Dexron VI can be used in 2005 and earlier transmissions where Dexron III was originally specified. Dexron VI should not be substituted for anything other than Dexron III. As previously noted, the CVT in the Saturn VUE takes a specific fluid. If you’re uncertain about a specific vehicle’s original fluid recommendations, consult your service information source. Also, in the “2007 Domestic New Car & Truck Warranties” poster in that issue, the Safety Restraint Warranty on General Motors and DaimlerChrysler vehicles is listed as 5 years/50,000 miles. In most cases, these systems are provided with the same coverage as the applicable bumper-to-bumper warranty. Some states mandate alternate time coverage periods for certain components, such as seatbelts. Refer to the Owner’s Manual or Warranty Booklet for vehicle-specific warranty details.

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Service Slants Ford

GM Truck MIL on, evap codes stored in PCM. Some 2002-04 Chevy TrailBlazers, GMC Envoys and Olds Bravadas, as well as 2004 Buick Rainiers, may turn on the MIL and store evap leakage DTCs P0440, P0442 and/or P0455 in PCM memory. According to GM, the leak afflicts vehicles with 22- or 25-gal. gas tanks, and is most likely the result of a tiny crack in the fuel filler pipe. Diagnosing the leak can be tricky

F

Tom Rosario

Freestar/Monterey Blower Motor Apply Sealant Liberally Here Tube of RTV

Using RTV sealant to seal off the gap between the blower motor and its connector terminals should eliminate the whistling noise that plagues some 2004-05 Ford Freestar and Mercury Monterey minivans.

because the crack is above the fuel level, so you’ll never see a puddle of gas on the ground. And if you use a smoke machine to reveal the leak, you may come up empty because the crack is so minute it may not give off the trail of smoke you’re looking for. GM suggests giving the filler neck a few good tugs when injecting the smoke. That should expand the crack just enough to make the smoke emanating from the filler neck visible.

Chrysler Clunk or rattle from steering column. Some 1995-2000 Breeze, Cirrus, Stratus and Neon models, as well as 1996-2000 Sebring convertibles, may produce a clunk or rattle from the steering column when driven over bumpy roads or while in a sharp turn. Chrysler attributes the noise to an improperly preloaded steering col-

umn. Resetting the preload is the permanent fix. Here’s how to go about it: Start by making sure the vehicle is sitting on level ground and that the suspension is fully loaded. Disconnect the battery ground cable. If the car has a tilt steering column, get the steering wheel all the way up. Now stick your head under the instrument panel and look for the pinch bolt that retains the intermediate steering shaft to the steering gear. If it has a retaining clip, remove it, followed by the pinch bolt and nut. Now pull up on the intermediate shaft and disengage it from the gear. This will reset the preload. Continue the job by reattaching the intermediate shaft to the steering gear using a new pinch bolt (Part No. 06506112AA for all models except Neon, 05015627AA for Neons). To

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Illustration: MOTOR Magazine

Blower noise. Some 2004-05 Ford Freestar and Mercury Monterey minivans may produce an annoying whistling sound from under the dash. Ford says the noise is most obvious when the blower motor speed is set to High, the mode selector to Fresh Air and the temp lever to Cold. Air escaping through a gap between the blower motor and its connector terminals is the most likely cause of the noise. Sealing off this gap with RTV sealant (Part No. TA-32 or equivalent) should solve the problem. To confirm the diagnosis, run the blower motor on high speed until you hear the whistling sound. When you do, place a shop rag on top of the motor in the area of the connector. If the noise stops completely or changes noticeably in frequency, that’s your cue to get out the tube of sealant. The good news is that you can perform the sealing job with the motor still in place. Just drop the glove compartment for a clear shot at the connector area. Once you get at it, disconnect the electrical connector from the motor and squeeze the RTV sealant into the area just behind the connector terminals, as shown in the illustration above right. Make sure you get the sealant in the gap and not on the terminals. To complete the fix, allow the sealant to skin over, reconnect the electrical connector and reinstall the glove box.

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Service Slants complete the repair, torque the pinch bolt nut to 12 ft.-lbs, reinstall the retaining clip (if applicable), then reconnect the battery ground cable.

verely colder climates, go with a 5W30 or 5W-40 oil, as long as the ambient temperature doesn’t exceed 30°F.

Saturn

MIL on, catalyst codes stored. Some 2005 Grand Cherokees with the 4.7L engine may turn on the MIL and store catalyst efficiency code P0420 or P0430 in computer memory. According to Jeep, the problem occurs more frequently on higher mileage vehicles, and is most likely the result of software snafus in the PCM. To determine if that’s the case, hook up your scan tool and start checking for DTCs. If codes other than those mentioned above are stored, take care of them, clear the codes, then see if the MIL resets. If the only code you see on the scanner display is the P0420 or P0430, reflash the PCM with updated software files. You can get the flash files via the Internet or on StarSCAN CD 6.01 or later.

Front end rattle. The owner of a 2002-06 VUE sport/ute may come into your shop complaining of a rattling sound from the front end when driving the vehicle over rough roads at slow speeds. One likely cause of the noise, says Saturn, is direct contact between the lower brake caliper guide pin and the caliper support. A worn bushing at the end of the pin ultimately is to blame. To make a definitive diagnosis, drive the SUV on a rough road and wait for the rattling sound to appear. When you hear it, apply the brake, then release the pedal. If the noise is unaffected, this fix doesn’t apply; continue looking for the source of the problem. If the rattle ceases when the brakes are applied and returns when the pedal is released, that’s your cue that the bushing is worn. Installing a new-design, more durable bushing (Part No. 15824369, bag of ten) should eliminate the ruckus immediately.

Ford Truck

Circle #32 ___________________

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Slow cranking, misfire and/or lack of power. Some 2003-05 Excursion SUVs and 2003-06 F-Super Duty pickup trucks with the 6.0L diesel engine may crank slowly, be down on power, misfire or smoke excessively on initial startup in extremely cold temperatures. According to Ford, all these problems could be due to higher-thanrecommended viscosity oil in the crankcase. The slower flowing, thicker oil tends to delay proper fuel injection pump timing, which in turn slows the response time of the highpressure oil control system on each injector. It’s this slow reaction time that causes the driveability concerns noted. For the record, Ford recommends 10W-30 motor oil for the 6.0L diesel when temperatures are expected to be between –10° and 100°F. In se-

Jeep

Chevrolet Truck Engine runs hot or overheats. Some 2003-06 SSR trucks may run hot or overheat, especially at idle. If you get one of these vehicles in your shop, check the operation of the electric cooling fan. If it’s not coming on, there’s a good chance the 60-amp fuse that feeds it juice is burnt to a crisp. If the fuse is indeed blown, Chevy recommends asking the customer if the battery was recently charged or jumped. If his answer is No, continue with conventional fan diagnosis. If he answers in the affirmative, there’s a good possibility it was done improperly, which will not only take out the fuse, but cause damage to circuit 742, which feeds the fan motor. To check things out, open the hood and head for the battery positive stud. If you see signs of arcing, sparking or heat damage, check the feed circuit, especially where it enters the UBEC.

Honda Tailgate hard to open or sticks. Honda reports that the tailgate on some 2006 Ridgeline trucks may be difficult to open or sticks when the

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driver tries to drop it. An out-ofadjustment left-side striker/hinge is the most likely culprit, and bringing it back into alignment is the obvious fix. Here’s how to go about the job: Start by lowering the tailgate and removing the support cable from the gate. The tailgate will drop from its own weight, so be prepared! Next, while supporting the tailgate, use a T50 Torx bit to loosen one of the leftside striker/hinge bolts at the body. Retighten that same bolt, but only finger-tight. Repeat the drill for the other two remaining hinge bolts. Continue the job by pulling the upper tailgate handle upward while opening and slamming shut the tailgate three times in succession. Now reopen the tailgate and see if it still sticks. If it does, repeat the above steps. If it doesn’t, torque the three hinge bolts to 30 ft.-lbs., starting with the middle bolt. To complete the repair, reconnect the support cable to the tailgate and open and close the tailgate several times to verify that it doesn’t stick anymore.

Mercedes-Benz Flashing Low Range light. Some 2004 M-Class trucks may flash the transfer case Low Range light rapidly, with DTC P1831 stored in the case’s ECU. While it’s certainly possible that the transfer case shift motor has gone belly-up, a much more likely scenario, says Mercedes, is a temporary loss of communication between the ECU and the shift motor position sensor. Performing a transfer case shift adaptation should knock out the light permanently. Start by pulling all codes from the transfer case ECU. If any codes other than P1831 are stored, take care of them first. If the only code you get is the P1831, start the vehicle and shift the transmission into Neutral. Now push the Low Range switch in while depressing the brake pedal. You should hear the shift motor cycle. When you do, push in the Low Range switch once again. The Low Range light should now go out. To complete the repair, verify that the transfer case shift function is operating prop-

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erly, then cycle the ignition switch and repeat the adaptation procedure one more time.

Dodge Truck Inadequate a/c, slow fuel gauge response, DTC stored. Drivers of 2003-04 Ram Trucks with the Cummins Turbo Diesel engine may complain of a host of seemingly unrelated problems. Among the comments you might hear are that the fuel gauge takes a long time to respond after a fill-up or that the a/c system doesn’t really cool properly until the engine coolant reaches operating temperature. If you hook up your scanner to 2003 trucks, you’ll likely find DTC P0341 (camshaft position sensor signal) logged in computer memory. On 2004 models, DTC P1757 (governor pressure above 3 psi in gear with vehicle stationary) will be the norm. According to Dodge, all these symptoms could be the result of software incompatibility issues in the Cummins ECM. Flashing the module with updated software files should eliminate the problems. You’ll find the files on TechCONNECT. To determine if the reflashing will do any good, head for the engine data plate located on the intake side of the breather cover or affixed to the APPS bracket. Then look at the engine serial number and date of manufacture. If the serial number is 57130284 or earlier and the date of manufacture is on or before 12/10/03, you can be confident that the flash files will set things straight. If the engine doesn’t fall into the above build criteria, continue with conventional diagnosis.

Honda MIL illuminated, O2 sensor DTC stored. Some 1998-2001 Preludes may turn on the MIL and store DTC P0133 in PCM memory. A slowerthan-normal response from a malfunctioning upstream O2 sensor is the likely cause of the woes. A better quality, new-design “exhaust sniffer” is now available to address the concern. Order Part No. 36531-P5M-014 for conventional Preludes, 36531P5P-014 for SH-types.

Circle #33

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F.Y.I. Tenneco has expanded domestic and import application coverage for both its Monroe Quick-Strut assembly and Walker exhaust product lines for 2007. Twenty-three new Quick-Strut assembly part numbers are scheduled for introduction, while hundreds of new SKUs will be added to the Walker exhaust line. Circle #125

Two new DVDs to help sell vital preventive maintenance (PM) services in your shop’s waiting room are being offered by Mighty Auto Parts. “Maintenance versus Repair: It’s a Matter of Dollars and Sense and Safety” answers consumer questions on key PM services. The other DVD discusses important but often underperformed fluid maintenance services. Both presentations are on a 35-minute loop and can be shown with or without sound. To view a sample segment, go to www.mighty autoparts.com/dvd; for more information, contact your local Mighty PM Pro or call 800-829-3900. Showpower 2007, the Transmission/ Undercar Expo, will feature Ford factory training on its opening day, Thursday, Mar. 22. Electronic Transmission Systems and OBD II Training seminars will be made available to the first 40 Passport registrants for each class. For more details, visit www.showpowerexpo.com or call 800-274-7890.

technician is searching for information on a “no-start” problem, Supercharged Search will search on that term, plus “no crank,” “no fuel,” “no injector pulse,” “no spark,” “won’t run,” “won’t start” and other similar terms. Supercharged Search delivers the most recent confirmed fixes first and automatically provides an additional Hotline Archive section that contains supplemental diagnostic information. These additional archives are for the same engine, plus or minus two years on the car specified in the search. Circle #126

The Wagner ThermoQuiet “iPad” promotion, which enables automotive repair professionals to earn 30GB iPods or $25 iTunes music cards, returns for a special two-month run through Jan. 31. The original program ended in November 2006. Program participants who install 20 or more sets of Wagner ThermoQuiet brake pads earn the rewards. For more information and to sign up to participate, contact your Wagner Brake Products supplier, log on to www.tqipad.com or call program headquarters at 800-680-4971. Bosch has launched www.bosch autoparts.com, a new website developed especially for the aftermarket. It allows auto parts retailers, installers and motorists quick and easy access to a wealth of information about Bosch aftermarket parts and services and offers many related resources, such as technical information, frequently asked questions, a vehicle parts finder and special promotions. Circle #127

Identifix recently launched a powerful new search engine called Supercharged Search on its Direct-Hit website. Created from the most frequently searched terms, Supercharged searches are updated monthly. The search engine helps technicians cut through industry jargon by automatically searching on related symptoms and terms. For example, if a 58

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Ingersoll Rand, title sponsor of the Evernham Motorsports Pit Training Facility and associate sponsor of the No. 9 Ultimate Dodge Charger in the NASCAR Busch Series, has opened an online store for racing enthusiasts. For more information or to visit the store, go to http://www.shopir.com/retail.htm.

Stanley Proto will mark the 100th anniversary of the Proto Brand in

2007, and is planning a number of initiatives to celebrate this milestone. Plans involve the introduction of a new commemorative logo, new product launches—including a major expansion of the company’s tool line—a new product catalog and a special anniversary section for its website. Circle #128

Independent Service Centers (ISCs) that participate in ACDelco’s Total Service Support (TSS) program now can earn greater rewards for higher volumes of ACDelco parts purchased. Starting this year, TSS members can earn as much as 3% of their reported purchases in Exclusively YOURS (EY) points, which accumulate on an American Express-branded EY card that can be used at more than 50,000 retail, travel and catalog outlets. To obtain more information on the TSS program, log on to www.acdelcotechconnect .com, or call 800-ACDelco. The National Institute for Automotive Service Excellence (ASE) will offer its full complement of more than forty certification tests for repair professionals and parts specialists this spring over the course of three evenings May 8, 10 and 16. The tests will be given at approximately 750 locations throughout the U.S. and Canada. The registration deadline is Mar. 31. Registration information can be obtained by writing to ASE, 101 Blue Seal Dr. S.E., Suite 101, Leesburg, VA 20175; by calling ASE’s toll-free information line at 888-2738378 or Customer Service at 703-6696600; or by visiting ASE’s website at www.ase.com.

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Tools of theTrade New Serpentine Belt The Micro-V AT belt is designed with new internal compounds, a gumback construction that decreases backside wear and an improved fullrib profile to reduce belt cracking. These patented features also minimize belt slip and the effects of drive misalignment, the two major causes of belt noise. By reducing belt cracking, the belt provides optimum OE-quality performance in high- and low-temperature extremes and high-humidity conditions, according to the manufacturer. More than 700 product numbers for domestic and import applications will be offered. Gates Circle #150

Multipurpose Borescope The Cobra-6 is a 38-in. borescope that features interchangeable blueand whitelight LED flashlights. Technicians can use the tool to inspect and leak-check such hardto-see components as pistons, intake valves, a/c evaporators, fuel systems, radiators and evap systems, without expensive disassembly. The blue-light LED flashlight is optimized for fluorescent leak detection and surface flaws, while the whitelight unit is suited for component inspection. A clip-on angled inspection mirror helps detect flaws normally hidden from view. Fluorescenceenhancing glasses are also included

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and all components are packed in a plastic carrying case. Tracer Products Circle #151

Diagnostic Smoke Machines The new Smoke Pro Tech-Mate and Tech-Mate PLUS smoke machines

Comprehensive Dye Kit The Multi-Purpose Dye Kit (Model 9680) offers leak detection on 25 a/c

system applications, as well as engine/transmission oil, plus fuel, hydraulic and cooling systems. Kit tools include the Revolver, an a/c dye applicator that prevents overdyeing, the Swivel Hose with a 360° connector and the Pocket-Pro four-LED UV dye inspection light. The light features four-hour peak performance, a powerful beam with three AA batteries, plus a slim case for reaching tight-access areas. The kit also includes dye for detecting engine/transmission oil and cooling system leaks. Cliplight

provide a flowmeter and flow control valve for diagnosing leaks in evap systems, as well as many other uses. The Tech-Mate is an evap and generalpurpose smoke machine that will quickly pinpoint the location of a leak, reducing repair time and saving money, according to the manufacturer. All Smoke Pro products are evapapproved, do not require nitrogen and use mineral oil USP (common baby oil). Redline Detection Circle #154

Mustang Struts & Shocks These high-performance bolt-on monotube gas pressure shocks and

Circle #152

All-Purpose Lubricant This silicone-based lubricant contains no oil, grease, wax or detergent and will not stain or drip, according to its maker. The lubricant functions in hot or cold temperature extremes, and can be used to protect corrosion-sensitive areas of a vehicle, help remove brake dust from wheels and keep battery terminals clean, among other uses. Jig-A-Loo Circle #153

struts are now available for the newest generation Mustang. The front coil-over style, inverted technology shocks utilize either the stock coil spring or aftermarket springs for lowering the vehicle. The rear monotube shocks are also direct bolt-on replacements for the stock units. The front struts and rear shocks feature vehiclespecific split digressive valving and

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Tools of the Trade the company’s high-gas-pressure monotube technology. Applications include all 2005 and later Mustang models. Bilstein

in troubleshooting. Transmission, rev and speed limiters are all optimized and/or user-adjustable. Superchips Circle #157

Circle #155

Live Ride Height Adjustment As a vehicle ages, ride height can change, which affects the suspension

geometry of the vehicle and its capability of being aligned properly. To correct this condition quickly and easily, the Ride Height Adjustment feature allows technicians to use live measurements to adjust, jounce and confirm vehicle ride height, ensuring a proper alignment. In one quick trip around the vehicle to install the ride height targets, ride height measurements are obtained by the camera sensors, instantly transmitted to the console and shown in 3-D model graphics. This feature also is helpful when servicing modified vehicles, using the company’s WinAlign Tuner software. Hunter Engineering Circle #156

Engine Performance Tuning The Part No. 1825 Flashpaq Tuner is now available for 2005-07 Mustangs. Flashpaq units are hand-held programmers designed to enhance today’s computer-controlled engines. By reading and reprogramming the codes in the engine control unit, Flashpaqs offer an economical way to increase a vehicle’s performance. They also read DTCs, to aid

New Muffler Technology Enthusiasts who want the performance benefits of a true dual-exhaust

says the manufacturer, to ±2% clockwise and ±3% counterclockwise. Two versions of the electronic torque wrench are available: the 3⁄8-in. version measures 10 to 100 ft.-lbs.; the 1 ⁄2-in. version measures 25 to 250 ft.lbs. GearWrench Circle #159

Combination Flashlight

system for a custom street rod or compact truck with limited underchassis space may wish to consider the Ultra Flo X muffler. It combines the balance and flow characteristics of a traditional X-pipe with the straight-through design of an Ultra Flo muffler. Utilizing an internal 3-in. perforated tube X-pipe surrounded by continuous-roving fiberglass, the Ultra Flo X features a carefully engineered crossover section that helps ensure maximum flow and a premium, aggressive performance sound. Replacing conventional H-pipe designs, the new muffler reduces overall weight, space requirements and installation time. DynoMax Circle #158

New Electronic Torque Wrench The XL Electronic Torque Wrench helps technicians measure peak torque and breakaway torque during precision engine work and eliminates the need for multiple torque wrenches for SAE and metric applications. A backlit LCD screen, buzzer and colored lights let a technician know exactly when he’s reaching maximum torque, even in dimly lit areas. The thin-profile, sealed-teardrop ratchet head affords better access and increased strength. Measurement accuracy has been improved,

The compact and lightweight Twin-Task 3AAA Laser Combo flashlight features multiple lighting modes and a convenient laser pointer. Auto professionals may choose between incandescent mode when high-intensity light is needed for working under a vehicle hood or undercarriage, and LED mode when the flashlight will be used for an extended period of time. With a knurled grip, the flashlight features machined aluminum construction and a water-resistant anodized finish that guards against corrosion damage. Orings protect the light from moisture damage. A convenient carrying holster and a high-strength wrist lanyard are included. Streamlight Circle #160

Coil-On-Plug Insulator Boots Coil-on-plug (COP) ignition systems accounted for 53% of new passenger vehicles in 2003, and are expected to be on fully 80% of new vehicles by 2010. The Professional Series COP insulator boot line features silicon rubber EPDM boots, as well as contact springs, terminals and resistors for specific applications. A total of 22 SKUs offer 70% coverage of all coil-onplug applications, and meet or exceed OEM specifications. The COP boot line is an addition to the company’s Professional Series ignition wire line. Autolite Circle #161

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STAYING AHEAD OF A SHIFTING FRICTION MARKET The Bendix organization is realigning its friction lineup. As part of the new program, the brand is launching Bendix® CQTM ceramic brake pads. Bendix will merge its non-asbestos disc pads and its NAO Import Quiet offering into one line, allowing Bendix to better communicate the formula composition and position it against comparable NAO ceramics. The brand will also expand the Bendix CQ line to include additional applications.

Sixty-seven percent of newresidents say: “Finding a reliable, honest auto service is the most stressful part of moving!” Moving Targets low-cost mailings bring in prospects who are five times more likely to become loyal “regulars.” Call 800926-2451 for free samples, user references and full details. Or visit www.MovingTargets.com.

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Circle #170

VAG-COM - VW & AUDI DIAGNOSTIC SOFTWARE

Circle #171

WALTON TAP EXTENSIONS

VAG-COM equals the factory tools’ performance for less than the price of most generic tools. With complete coverage of all diagnostic capable systems 1990 - 2006, including direct CAN-bus connection, VAG-COM allows you to make repairs that were once exclusive to dealers. Ross-Tech, LLC 920 S. Broad St.,Lansdale, PA 19446 www.Ross-Tech.com • 215-361-8942 ROSS-TECH

Circle #172

G.M. DOOR HINGE BUSHING INSTALLER #66200 Easily holds and guides the replacement of silicon bronze bushings using a hammer or pliers on door hinges. Works when replacing bushings on: Small pick-ups (S10 & Sonoma) 1982-2004, 1⁄2 & 3⁄4 ton trucks 1980-1999, One-ton trucks 1980-2001, Blazer 1980-2005, Suburban 1980 & later, Tahoe 1980 & later, Vans (Astro & Express) 1980 & later, Avalanche 2002 & later. We pay for Automotive Hand Tool Ideas! Contact us at 714-693-7666 or________________ [email protected] for details.

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Inexpensively extend the reach of regular length taps for easy, accurate machine or hand tapping in deep holes and awkward locations. For use with most standard taps. Walton Tap Extensions are available in inch and metric sets and individual pieces. Phone: 860-523-5231. Fax: 860-236-9968 www.waltontools.com WALTON COMPANY

Circle #174

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1,150 Automotive Scholarships... and Counting! In less than 10 years, the Global Automotive Aftermarket Symposium (GAAS) has helped over 1,150 students with scholarships to help start their automotive aftermarket career as technicians, marketers, engineers, sales representatives and more. An investment of more than $1.1 million in educational assistance. Qualified applicants must either be a graduating high school senior or have graduated from high school within the past two years (2005 or after). Priority in awarding scholarships is given to those pursuing automotive aftermarket careers and sons and daughters of the industry.

Easy Online Access All scholarship application forms can be completed online. To review requirements and to complete an application, visit:

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Investing In Your Industry’s Future Leaders! The GAAS Scholarship Fund is sponsored by the automotive aftermarket's leading trade associations. R.L. Polk is the corporate sponsor of the Symposium. MM-1206

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RESET OIL, ENGINE, AIRBAG LIGHTS! ® FCX $149 – Scan BMW Engine Codes. Reset Check-Eng, Service Eng Soon, Oilservice - Inspctn lights, mileage. Used by dealers, shown in leading service manuals.

Note: Mini Cooper version is $129.99 Oil/Maint reset only (not shown) avail 82-99 $68 ® SRS $129.99 – Scan & Reset BMW Airbag Codes & Light. Avail 94-2003. Perfect for body shops, alarm and stereo installers!

Fax your Classified Ad to: Donna Butera (469) 362-9974

Frustrated with Generic OBDII codes? Enjoy the accuracy of BMW & Mini FACTORY CODES with the Peake R5! ALL TOOLS INCLUDE CODE BOOK/DIRECTIONS SEE OUR TOOLS USED IN MOST POPULAR REPAIR MANUALS!

1-800-231-6861 (408) 369-0406 www.peakeresearch.com VISA, MC, DSC, AMEX

January 2007

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Tools & Equipment

Tools & Equipment

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Financing How To Get Up To $1,000,000 Cash Financing To Expand Your Automotive Business, That Your Bank Can't Offer You! (No Tax Returns / No Income Verification / No Cash-out restrictions)

Don't wait: 866 446-9684, FREE info. by fax 24/7 Not available in all states, restrictions apply and not all applicants will qualify CA DRE. Bkr. Lic. #01173751

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880000 --ISO559001 2222Certified -- 220066 11 ISO 9001 Certified

Brand New New Aluminum & Aluminum & Cast Cast Iron Iron Cylinder Cylinder Heads Heads BMW --66Cyl. Cyl. Chrysler - 2.2L Chrysler 2.2L--2.5L 2.5L - 3.9L - 5.2L - 5.9L Ford - 1.9L 1.9L- -2.9L 2.9L & Late) - 7.3D 4.0L 4.0L(Early (Early & Late) - 7.3D - 7.5L 7.5L - 2.2L GM - 2.3L GM - 2.3L 6.5L- -2.2L 5.7L (Vortec) Toyota (Vortec) - 5.7L Isuzu 6.5L - 2.3L - 2.6L - 3.9L Diesel Tacoma Isuzu 2.3L 2.6L Toyota tec) Mazda - 2.6L 12V - 2.2L Toyota 2.4 - Tacoma 2.7 L Mazda - 2.6L 12V Tacoma Mitsubishi - 2.6L 2.416V - 2.7L Mitsubishi - 2.6L 2.4 - 2.7DOHC L Nissan - 2.4L Z24 16V DOHC Nissan - 2.4L Z24 16V DOH Saab B201 Saab -- B201 Suzuki 1.3LG13B G13B Suzuki -- 1.3L Toyota 22REC 2.2L4Y4Y Toyota --22 REC - -2.2L Volkswagon AllModels Models Volkswagen --All 2L 4Y Volvo B230- -B21F B21F Volvo -- B230 Models

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January 2007

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Parts

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Parts

EXCHANGE HEADS ALUMINUM RACING HEADS $225.00

TURBOCHARGERS

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REBUILT EXCHANGE Wholesale Prices

All Makes & Models Gas & Diesel Rebuilder Kits Available Supercharger Repair

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FAX: 310-630-0110 Gardena, CA 90249

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ECM’s & MAF’s

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812-421-0095 • 800-270-0095 MARCH 2007 MOTOR MAGAZINE Advertising Deadline: February 5th

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888-809-FUEL (3835) www.lindertech.com

Cylinder Head Inc.

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IF WE DON’T HAVE 1-UPS-OUR-ECMS IT...IT 1-877-687-3267 DOESN’T (1-570-883-9930) EXIST www.autoecms.com

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Parts

Parts

SUPER CHARGERS REBUILT • EXCHANGED GM • FORD All Models In Stock • Same Day Shipping Wholesale Pricing • Life Time Warranty • NOSE KITS AVAILABLE •

1-866-625-3621

SUPERCHARGER TECHNOLOGIES, INC.

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LET US DO IT!! We can help you find the customers you need. Place an ad in MOTOR Classified! Call (800) 858-3137

Software

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Full Shop Management Invoicing Customer History Sales Reports Inventory Smart Kits - Canned Jobs Service Reminder Letters

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Then just $12 a Month Includes Monthly Updates and Tech Support

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Software

Software

45 Day FREE Trial

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Software • Estimates • Repair orders • VIN # Recognition • History • Canned jobs • Appointments • Customer follow-up • Scheduler • Inventory • Flat Rates Link • Spell Check • Reports • Profit analysis • Accounting & More..... Windows 95, 98, 2000, XP

N E WA G E ER COV 8 thru 196 006 2

(800) 487-0279

800 433-0615

www.masterprogram.com Summit Ordering Systems, Inc.

www.labortimes.com

Progressive Automotive Systems, Inc. For More Information Contact:

Progressive Automotive Systems, Inc. 1300 Arlington Heights Road Itasca, IL 60143

(800) 881-5859 (630) 438-8001 Fax www.rowriter.com ____________ [email protected]

America’s Leading Shop Management System x Help increase bottom line profit with R.O. Writer Mobile technology x Interact with customers one-on-one

Check out R.O. Writer Want to take R.O. Writer Mobile for a in testaction. drive? Mobile Stop by Booth #13236 at visit the 2006 SEMA Show www.rowriter.com

Does your Shop Management System allow you to go Mobile? Products designed by Automotive Professionals for Automotive Professionals

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Super FRED powered by Management Feedback Systems, Inc. is easy to use automotive shop management software. MFS has provided management software for over 23 years to automotive repair professionals like you. Call now to receive your FREE 90-day version of Super FRED . Outstanding technical support is included. Try before you buy. 888-637-3733 (888-MFS-FRED). On the internet, www.mfsfred.com or email __________ [email protected]. Ask for Max.

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For free demo: (800) 454-9051 www.ShopMaximizer.com

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For information on advertising in MOTOR Classified - Call Donna Butera (800) 858-3137 68

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Shop Supplies

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Shop Supplies

Shop Supplies

Training

Training

BOOST YOUR SALES! ADVERTISE IN MOTOR CLASSIFIED!

Training

Auto-Truck Electrical-Electronics Troubleshooting Training IN YOUR SHOP!

www.veejer.com/shopowners.html VEEJER ENTERPRISES Phone: 972-276-9642

ADVERTISE IN MOTOR!!

Have an address change? Looking for MOTOR Magazine SUBSCRIPTION Information? Call (516) 227-1401 January 2007

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Circle #35

THE AUDIT BUREAU

Advertiser

ADVERTISER INDEX Page

Reader Service #

Advertiser

Page

Reader Service #

AAIA ...............................................................63 ......................................––

Mercedes-Benz of North America ..................Cover 2 .............................––

AutoEnginuity .................................................56 ......................................32

Mohawk Resources........................................50 .......................28,29,30,31

Autologic.us....................................................15 ......................................13

MOTOR Information Systems ........................21,59,70 ..................17,34,35

Automotive Test Solutions .............................27 ......................................20

Moving Targets ..............................................11,62 ..........................10,171

Beissbarth ......................................................23 ......................................18

NAPA .............................................................Cover 1,42,43 ..............26,27

CARQUEST Corp. .........................................Cover 4 ...............................2

Pico Technology.............................................33 ......................................24

Cobra Systems, Inc. .......................................25 ......................................19 Delphi Product & Service Solutions ...............19 ......................................16 Electronic Specialties, Inc ..............................32 ......................................23 ESP Automotive .............................................16 ......................................14

Ross-Tech, LLC .............................................17,62 ..........................15,172 RTI Technologies ...........................................Cover 3 ...............................3 SP Tools/Schley Products..............................62 ....................................173 SPX/Robinair..................................................5 ..........................................4

Honeywell Friction Materials ..........................39,62 ..........................25,170 SPX Service Solutions ...................................30-31.................................22 iATN ...............................................................25 ......................................–– STAR EnviroTech ..........................................5 ..........................................5 Injectoclean ....................................................6 ..........................................6 Tenneco Automotive ......................................12,13 ............................11,12 Kendall Motor Oil............................................8,9 ....................................8,9 Trico Products..............................................3 ..........................................1 Lanair ............................................................57 ......................................33 Lisle Corp. ......................................................6 ..........................................7 Mac Tools.......................................................28-29.................................21

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Walton Co. .....................................................62 ....................................174 Boldface advertisers can be seen on our website, www.motor.com *Regional

January 2007

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Meet the new RTI stars BFX-2 Brake Flush System – Coming Soon! The new standard

NTF-15 Plus Nitrogen Tire Filling System – This

for automated brake flush service. Program and walk away. A special pressure and vacuum (push/pull) process flushes the entire system sequentially, providing the highest quality service to OEM standards.

portable nitrogen tire filling machine removes virtually all air and moisture from the tire with its special vacuum process, providing excellent purity with just a single nitrogen fill. Nitrogen tire filling is better and faster with the NTF-15 Plus! Free on-site training; point-of-purchase flyers; bay banner; chrome N2 valve stem caps; nitrogen purity tester; lifetime toll-free technical support; no-lemon guarantee; and an extensive 5 year limited warranty.

ELF-1 EVAP Leak Finding System – uses no heat or smoke. A one-of-a-kind patented technology that is safe, non-flammable, and smoke-free finds leaks; it just looks like smoke. Faster than smoke machines! Safer than smoke machines! Leak tests more systems than smoke machines! Find leaks in EVAP Systems; EGR Valves; Fuel Injector O-Rings; Throttle Bodies and Meets current OBDII Gaskets; Fuel Leaks; Oil Leaks; Vacuum test requirements! Lines and Fittings; Intake Manifold; Head Gaskets; Valves; Piston Rings; Vacuum Reservoirs; HVAC Controls, Hoses and Heater Cores.

• Air Conditioning Service Equipment • Brake Flush Equipment • Coolant Exchange Equipment • Differential Fluid Exchange Equipment

“The RTI NitroPro™ machine is great. After looking at NADA and other sources, we found it more versatile than other nitrogen tire systems. We sold 588 services in our first full month at $29.95 each. That more than paid for both of our machines in their first month of operation.” —Sammy Hayes, Service Director, Sam Galloway Ford

• Engine Oil System Flush Equipment • EVAP Leak Finding • Exhaust Ventilation Equipment • Nitrogen Tire Filling Equipment

Contact us today for more information or a demo!

• Power Steering Fluid Exchange Equipment • Transmission Fluid Exchange Equipment • Accessories and more!

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Fax: 717-755-8304 • _________ [email protected] 10 Innovation Drive, P.O. Box 3099, York, PA 17402, USA

Equipment for the Most Productive Mechanics in the World Circle #3

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TRUSTED INFORMATION Isn’t it time you moved from placing orders by phone to an information e job done right? screen that helps you get the Our WEBLINK program is your one-stop connection to cataloging, parts search, interchange, tire fitment, service intervals, a labor guide, vehicle specifications and much, much more. WEBLINK easily connects to your existing shop management system. Complete details are as close as your neighborhood CARQUEST store or call 1-888-313-9704. We deliver what our customers need: quality parts, competitive prices, knowledgeable people.

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mation and infor

CARQUEST.com _________

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