ic june 2013

A

June 2013

MAGAZINE

❯❯ Filter Fundamentals ❯❯ABS Diagnostics ❯❯ Engine Coolant Temp Sensors

Reader Service: go to www.ICRapidResponse.com

CONTENTS

Publisher Jim Merle, ext. [email protected]

Editor Mary DellaValle, ext. [email protected]

Managing Editor Jennifer Clements, ext. [email protected]

Technical Editor Larry Carley [email protected]

Graphic Designer Kelly Gifford, ext. [email protected]

Ad Services Director Cindy Ott, ext. [email protected]

2 June 2013 | Import-Car.com

24Diagnostic SolutionsEngine Coolant Temp SensorsIn light of how many on-board di-agnostic strategies havechanged, Gary Goms focuses onECT sensors and recommendsspecific operating strategies,while he provides solutions thatwill ensure ECT sensors are functioning properly.

48

5824

48Nissan Sentra 1.8 LVariable Valve Timing ServiceDue to the ability of Nissan’s variable valve timing system toprovide increased engine per-formance, Bob Dowie offers hisdiagnostic, electronic and me-chanical expertise for how importvehicle specialists can most effec-tively perform engine service.

ImportCar Staff

Volume 35, No. 6

DEPARTMENTS6 Publisher’s Perspective

8 News Update

14 Editor’s Notebook

18 Gonzo’s Tool Box

34 Tech Update: ABS Diagnostics

42 Tech Update: Air, Oil & Fuel Filters

58 Tech Update: Brake Rotors

64 Import Tech Tips

71 Essentials (New Products)

74 Ad Index

75 Classifieds

80 NASCAR Performance

A Publication


Columns

18

34

42

64

IMPORTCAR (ISSN 1069-4714)(June 2013, Volume 35, Number 6): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscriptionservices representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Member BPA International, Inc.Founded 1979. �2013 by Babcox Media, Inc.

Follow us on TwitterBecome a fan on Facebook

Contributing WritersBob Dowie, Village Auto Works, Chester, NY

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO

Bob Howlett, The Swedish Solution,Orange Village, OH

Scott “Gonzo” Weaver, Superior Auto Electric,Tulsa, OK

Bob Dowie, Village Auto Works, Chester, NY

Chris Klinger, Precision Incorporated, Tucson, AZ

Steve Louden, Louden Motorcar Services, Dallas, TX

Frank Scandura, Frank’s European Service,Las Vegas and Henderson, NV

Joe Stephens, Stephens Automotive, Palatine, IL

John Volz, Volz Bros., Grass Valley, CA

Babcox Media, Inc.

Editorial Advisory Board

3550 Embassy ParkwayAkron, OH 44333-8318

President Bill Babcox [email protected]

Vice President/ Greg CiraChief Financial Officer [email protected]

Vice President/ Jeff StankardGroup Publisher [email protected]

Controller Beth Scheetz [email protected]

In Memoriam

Founder of Edward S. BabcoxBabcox Publications (1885-1970)

Chairman Tom B. Babcox (1919-1995)


Thousands of readers have downloaded AVI PLAY sinceour launch in March and that is great news! This engagement with our newest product serves as

a testimonial to the value you’ve experienced withour App, that delivers a seamless transition of relevant and helpful information from the pagesof ImportCar to your “smart” phone or tablet.Our team also appreciates your interest and

is dedicated to preparing this all-new dimension of content powered by AVI PLAYfor you — our loyal readers. We also realizedwe can have some additional fun with AVIPLAY with the launch of our new “WIN withAVI PLAY” promotion, that will provide a luckyreader with an iPad Mini for their repair shop. Justbe sure to enter by July 12, 2013.

WIN with AVI PLAY!

» Publisher’s Perspective By Jim Merle | PUBLISHER

ENTER TO WIN AN iPAD MINI

IT’S EASY TO ENTER:• For readers who have already downloaded AVI PLAY, simply open the App and scan

the “WIN with AVI PLAY” logo on this page. Tap the button on the screen to be directed to an entry form* to complete and submit to us.

• To download AVI PLAY, visit the Apple or Google App store, then scan the “WINwith AVI PLAY” logo on this page and follow the directions to submit your entry.

• Don’t own a smart device? About half of our readers own a smart phone or tablet,but nearly all shops have a wireless connection. Shop owners: check with your techs orservice managers and have them download AVI PLAY to enter and win this iPad Minifor your shop.*See the on-line entry form for contest rules. One entry per person.

We’ll be announcing the winner on our website at www.import-car.com on July 16 and be sure towatch for additional opportunities to WIN with AVI PLAY in upcoming issues. ■

[email protected], ext. 280

[NewsUpdate

Federated will award one of its Car Care Center members with theultimate grand prize in the Federated “Ultimate Service TruckSweepstakes.” This is not just any truck; it has been designed byrenowned motorsports artist Sam Bass and modified by MattSteele and Bruno Massel, hosts of the SPEED show Truck U.

The grand-prize winner of the Federated Ultimate Service TruckSweepstakes will also receive an all-expense paid trip to Las Vegasfor the 2013 Automotive Aftermarket Product Expo (AAPEX),where they will claim their truck. In addition, hundreds of other_terrific prizes will be awarded to Federated Car Care Centermembers throughout the country.

“The annual Federated Car Care sweepstakes has featured somegreat prizes in the past, but this year we are taking it to a newlevel,” said Phil Moore, senior vice president of Federated AutoParts. “Between the Sam Bass design and the way Matt and Brunohave transformed the vehicle, the grand-prize winner will receive aone-of-a-kind vehicle they can put to use right away.”

The Federated Ultimate Service Truck Sweepstakes is open toany fully enrolled Federated Car Care Center member. Currentmembers are automatically eligible. New members must be en-rolled by August 31, 2013 to be eligible. To learn more about theFederated Car Care Center program and the Ultimate ServiceTruck sweepstakes, visit www.FederatedAutoParts.com.

An Ultimate Service Provider To Win An Ultimate Service Truck In Federated Car Care Sweepstakes


[NewsUpdate

With more than 60 events on the schedule for 2013, thepopular Walker Emissions Control Diagnostics Workshopfrom Tenneco will target more than 4,000 attendees in theU.S. and Canada, teaching valuable new strategies for effec-tively and profitably diagnosing emissions control and drive-ability repairs. The workshop was developed in partnershipwith Automotive Training Group (ATG).

“This program gives technicians the chance to walk awaywith vital diagnostic strategies for converter replacementand more,” said Chuck Osgood, manager of training andsales operations, North American aftermarket, Tenneco.“Not only does this program make techs moreprofitable, but it helps them establish valuable, long-term relationships with their customers. We’re excited to reacheven more industryprofessionals bybringing this work-shop to key industryevents.”

Now available in English, French and Spanish, the WalkerEmissions Control Diagnostics Workshop is ideal for after-market professionals and provides a strong, strategic foun-dation in advanced engine management and emissionscontrol diagnostics.

The 3.5-hour evening seminar costs $70 per person and isavailable at nearly 60 locations. The full schedule can befound at www.walkerexhaust.com/events. The 2013 sched-ule includes stand-alone Walker workshops, as well as semi-nars that are held within larger industry training events, suchas the AVI Conference in Las Vegas in November.

Taught by experienced ASE-certified master technicianswith L1 certification, the course includes special emphasis onessential strategies for diagnosing catalytic converter replacements and failures; preventive emissions maintenance;evaluating scan tool data and analysis of emissions gasses;plus other critical emissions control repair and diagnostic tips.

For the complete Walker Emissions Control DiagnosticsWorkshop schedule, contact your Tenneco supplier, visitwww.walkerexhaust.com/events, or call 800-304-8878.

Federated Auto Parts honoredDENSO by presenting the com-pany with the Education andTraining Vendor of the Yearaward.

“This award was in recognitionof DENSO’s dedication to excel-lence in providing superior educa-tion and training programs to ourcustomers,” said Brian Casey,manager, Aftermarket Sales,DENSO Products and ServicesAmericas, Inc. “We are proud ofthe dedication that we receivefrom our field sales team, alongwith the effort from all of our sup-porting departments. This awardis very meaningful as it validatesthat our efforts are truly helpingour vendors.”

Federated Auto Parts’ nationalmeeting was held on April 25,2013, in Orlando, FL. Acceptingthe award on behalf of DENSOwere Brian Casey, Mike Bloxamand David Arriaga.

“Each year, Federated memberschoose the supplier partners thatstand out in areas important tothe overall success of Federated.It takes teamwork to be success-ful and we thank these deservingMVP suppliers for their outstand-ing performance for the Feder-ated team,” said Rusty Bishop,CEO, Federated Auto Parts.

DENSO Receives Outstanding SupplierSupport Award FromFederated Auto Parts

Emissions Control Diagnostics Workshop Teaches Strategies For Profitable Repairs


[NewsUpdate

The Automotive DistributionNetwork continues to providehands-on IT solutions trainingfor its members and manufac-turer partners across the country, with the Network In-formation Services (NIS) staffrecently hosting a technologysession at the DENSO Prod-ucts and Services Americas facility in Long Beach, CA, saidMike Lambert, president of theNetwork.

“Initially developed to helpour members maximize thebenefits of Network Intelli-gence and the Inventory Mod-eling Tool, the NIS seminarshave evolved as our industry-leading IT solutions have advanced to include BusinessIntelligence, Central BillingServices, eCommerce andElectronic Order Processing,”Lambert said. “With the Net-work membership havinggrown exponentially over thelast decade, it’s imperativethat our expanded NIS staffbrings technology training toour members and suppliers inthe field.”

More than 97 participantsfrom 51 Network WDs and over70 participants from 54 suppliercompanies have attended NIStraining classes.


Network Extends Hands-On ‘Information Technology’ Training To Growing Membership

News continues on page 16

By Mary DellaValle|EDITOR[Editor’sNotebook


T he Consumer Confidence Index is up andthat should spell good news for your business. Posting another gain in May,

standing at 76.2 (up from 69.0 in April), consumerconfidence is now at a five-year high.

Lynn Franco, director of economic indicators atThe Conference Board, said “Consumers’ assess-ment of current business and labor-market condi-tions was more positive, and they wereconsiderably more upbeat about future economicand job prospects. Back-to-back monthly gainssuggest that consumer confidence is on the mendand may be regaining the traction it lost due to thefiscal cliff, payroll-tax hike and sequester.”

Consumers’ appraisal of present-day condi-tions also improved in May, according to TheConference Board. Those saying business condi-tions are “good” increased to 18.8% from 17.5%,while those stating business conditions are “bad”decreased to 26% from 27.6%.

Those expecting business conditions to improve over the next six months increased to

19.2% from17.2%. Con-sumers’ outlook

for the labor market was also more upbeat, withthose expecting more jobs in the months aheadimproving to 16.8% from 14.3%.

So, here’s the takeaway:• As consumer confidence increases, their defer-

ral rate for vehicle maintenance should decrease.• Correspondingly, consumers’ attitudes toward

funding necessary vehicle repairs should improve.• The number of customers who value a main-

tenance plan should increase, as should your average number of repair orders. Take the time toeducate your customers that simple changes totheir car care regimen can prevent larger-ticketrepairs down the road.

• You have the opportunity to help maintain yourcustomers’ vehicles for peak performance, and theresulting positive repair experience will provideplentiful word-of-mouth referrals for your shop. IC

Consumer Confidence IncreasesBack-to-Back Monthly Gains Spell Good News

Mary DellaValle, [email protected]

Augmented Reality Content In This Issue:Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page

Publisher’s Perspective* . . . . . . . . . . . . . . . . . . . . . . .6

ABS Diagnostics feature . . . . . . . . . . . . . . . . . . . . .38

Nissan Variable Valve Timing feature . . . . . . . . . . . .54

Auto-Video Innovations (AVI) . . . . . . . . . . . .31 and 61

*Read for details about our new “Win with AVI PLAY” promotionthrough which a lucky reader will win an iPad Mini for their shop!


[NewsUpdate

In May, Delphi Product & Service Solutionslaunched its annual Delphi “Dream Shop Sweep-stakes” in the U.S. and Canada. For the grandprize, Delphi will equip one lucky professionalautomotive technician with Delphi parts, tools,equipment, supplies and training. Hundreds ofother prizes will be awarded monthly, weekly andinstantly.

The winning technician can use the grand prizeto upgrade his existing workspace or build his ul-timate Dream Shop. Technicians can register at

the dedicated Delphi Dream Shop website (del-phidreamshop.com) or, new for 2013, throughDelphi’s Facebook page (facebook.com/Delphi-AutoParts). The grand-prize winner will be intro-duced this November at the AutomotiveAftermarket Products Expo (AAPEX) in LasVegas.

“In its third year, the Delphi Dream Shop continues to receive an enthusiastic responsefrom technicians,” said Lúcia Veiga Moretti, pres-ident, Delphi Product & Service Solutions. “This


Delphi Product & Service Solutions Announces 2013 ‘Dream Shop Sweepstakes’

NewsUpdate]

Import-Car.com 17

year, it is even easier to enter and follow the con-test with the addition of Delphi’s Facebook page,which many are already using — along with Twit-ter and YouTube — to learn about Delphi prod-ucts and to diagnose, service and repair vehiclesof today and the future.”

The Delphi Dream Shop sweepstakes grandprize includes electronic equipment needed toservice the increasingly complex vehicle electron-ics found on-vehicle, including Delphi’s new AutoIQ diagnostic kit with Wi-Fi-enabled tabletand a high-performance laptop with shop man-agement software. It also includes earth-friendlyshop equipment like an A/C recovery machine,gas caddy system and fuel system tester, alongwith a host of other shop tools and equipment.

In addition, the grand-prize winner will receiveDelphi parts from its fuel, engine management,heating and cooling and Diesel product portfo-lio. Delphi will also include comprehensive train-ing from its award-winning program, as well as asubscription to Delphi’s RepairPoint, to providefurther online diagnostic support.

In addition to the grand prize, technicians areeligible to win monthly prizes of handheld touch-screen tablets, weekly prizes of Delphi mechanicgloves, shop stools and fender covers, plus hun-dreds of instant prizes including Bass Pro Shopgift cards, Delphi lunch coolers and Delphi hats.

Technicians are encouraged to enter early andvisit often. Official rules can be found at delphidreamshop.com.

The Automotive Management Institute (AMI) isaccepting applications for the annual $1,000Tom B. Babcox Memorial Scholarship. AMI’s resource development effort, EXCEL, in con-junction with Babcox Media, established thescholarship, which is awarded to an Automo-tive Service Association (ASA) Mechanical Divi-sion member who strives to be, or is presentlyworking, in a management capacity.

The scholarship will be applied toward therecipient’s expenses to attend the 2013 Con-gress of Automotive Repair and Service (CARS)in Las Vegas, Oct. 16-18. CARS, sponsored byASA, offers an educational lineup of AMI semi-nars, technical courses and industry sessions, atrade show and the opportunity to networkwith other automotive service professionals.

To be eligible for the award, the following

requirements must be met: applicants mustwork in the mechanical repair industry; mustdemonstrate an interest in self-improvementthrough management education; must own orwork for a business that is an ASA member ingood standing; and, if the applicant is not thebusiness owner, must be recommended by thebusiness owner. AMI Trustees and their em-ployees, and the Babcox Scholarship SelectionCommittee and their employees, are not eligible to apply.

To request a scholarship application, call AMIat (800) 272-7467, ext. 101, or fill out a scholar-ship application online at www.amionline.org.Applications must be received by AMI on orbefore Aug. 23, 2013. The scholarship recipientwill be notified by AMI on or before Aug. 30,2013. IC

AMI Accepting Applications For The $1,000Tom B. Babcox Memorial Scholarship

There’s a boss inevery family,and sometimes

you might think it’syou, but your spousemay have a differentopinion. For example, therehave been countless times I’vehad a car in the shop where awife or husband has droppedthe car off and the repair isdone, paid for, and sent on itsway, only to have the other spousecall and give me an earful becausethey weren’t told what had transpired. (As ifthat’s my fault!)

Whether it’s because of the cost, the time it took,the work that was done, or the fact they weren’tinformed, somehow I’ll be the person blamed forall of their misfortunes.

On one particular occasion, I had a car in forrestoration. These “project” cars arrive in all kindsof various conditions. Some are a complete carand the owner has a clear idea what they wantdone, while others literally come in baskets. Thisparticular job could definitely be categorized as a“basket case.” The car had been taken down tothe last nut and bolt nearly five years earlier, andby the time it made it to my shop, nothing but thesteering wheel was in place. There were no doors,glass, deck lid, hood, interior, dash, seats or an engine to be found.

“I need an estimate on what it would take to rewire

this car,” the owner tells me. All I had to go on was the

year, the make and the condi-tion to evaluate the potential

cost. The car was an older VWSuper Beetle. “I see you’ve got

an aftermarket har-ness in this box, butit’s not complete. Do

you have any ofthe other harnesssections for it?” Iasked.

“They don’t make a harness for it, this is all theyoffer,” my new customer told me.

“Well, I think there are some better choicesthan this aftermarket harness you’ve brought.This is a harness for a dune buggy, not for astreetcar. A lot of things are omitted on themthat you’ll need for a street-driven car, such asturn signals, horn, etc.”

I gave him a pricebased on reusing theoriginal harnesses thatwere bundled up in another box.When I

Who’s The Boss?Deal With The Person In Charge, EspeciallyWhen Your Customer’s Vehicle Is A ‘Basket Case’

By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK


[Gonzo’sToolbox

Scott “Gonzo” Weaver, gonzostoolbox.com

pulled them out of the box, I wasin for a shock. They were all cutinto several small pieces ratherthan in the usual sections. Iquoted for installing a factoryharness, not building one!

In the meantime, we went up tothe front desk to fill out some paperwork, and I went onlineand did some of my own search-ing for a replacement harness. Itdidn’t take but a few clicks beforeI had a “useable” harness thatwould work with only a littleadaptation to the Super Beetlefuse box and ignition. “Once I seethis kit, I can give you a betteridea of final cost,” I told him.

A week later, he was back withthe aftermarket harness. The har-ness wasn’t a perfect match as Imentioned earlier, but it was use-able with a few modifications.No biggie, it would just involve alot more time compared withputting a good factory originalharness back in.

I gave him an updated estimatefor the work, which, in turn,prompted him to give me the go-ahead to get started. Over thenext few days, I had alreadystarted putting in the front har-ness and part of the interiorwiring. And, then, he showed upwith his wife and I knew some-thing was up.

“I think I’m going to take the car.Your price is too high,” he told me.

At that point, the wife jumpedinto the conversation. “My hus-band told me you raised the priceon him once we got you the har-ness you wanted,” she told me.

“Yes, the original estimate wasto put a ‘factory’ harness in.Now I’m putting in an aftermar-ket harness that I have to makedo with. Rather than trying tofind a perfect fit, your husbandsaid to go with this. So I did, andI’ve already started on it.”

That’s when the husbandjumped back into the mix with histwo cents, remarking how hisfive-year-long attempt at doing itwas only a minor setback in therestoration.

Then, his wife leaned over thecounter to me, “Here’s my per-sonal cell number and my name.From now on, please call me directly. This has taken far toolong to get done, and I want mycar back together.”

She snapped at her arroganthusband, “Did you bring him anyof the lights, dash gauges or anyof the other electrical stuff so hecan see if they work? NO? Well,you’re just an idiot!” (I could tellme and the “Mrs.” were going toget along just fine.) Completelyignoring her husband, she pulledout a pad and pen and startingjotting down notes on what com-ponents I needed, and told meshe would have them over to theshop that afternoon and out ofher house for good.

After all was said and done,they ended up with a pretty coolrestored bug out of the deal, andI got one happy customer. Whendealing with repairs as compli-cated as this one, it pays to dealwith the boss. And, in this case, itwasn’t the hubby. IC

Gonzo’sToolbox]

Considering that roughly 1,500 or more different vehicle models are introducedinto our domestic market each year, it’s

becoming more difficult to predict how a Power-train Control Module (PCM) will utilize datafrom a particular sensor or detect an out-of-rangesensor in any single vehicle platform. The enginecoolant temperature (ECT) sensor provides agood illustration of how many on-board diagnos-tic strategies have changed. Keeping in mind thatan of out-of-range ECT sensor can, among otherthings, affect the PCM’s fuel and spark mapping,variable camshaft timing, transmission, radiatorcooling fan and evaporative emissions functions,

it’s important to develop an awareness of howthe PCM self-diagnoses the ECT circuit and howthe ECT data is integrated into a vehicle’s operating strategy.

Much of any on-board diagnostic strategy depends upon the computing capacity of thePCM. Most pre-1996 OBD I and many early post-OBD II Engine Control Modules (ECMs) andPCMs had only enough computing capacity todetect hard or intermittent circuit voltage faults.

In many cases, early ECMs didn’t have enoughcapacity to rationalize the performance of theECT sensor with other data inputs. So, in someapplications, it’s possible that an out-of-range

Engine Coolant Temperature SensorsECT Data Is A Key Input On Many ModernPowertrain Functions

By Gary Goms, Import Specialist ContributorSENSOR DTCS[DiagnosticSolutions


sensor can affect the operation of many OBD II testmonitors and the operation of many vehicle com-ponents without setting a trouble code. In passing,remember that the ECT input is part of the freeze-frame data that accompanies most diagnostic trou-ble codes.

OPERATING STRATEGIES

Most modern automotive ECT and intake air tem-perature (IAT) sensors are generally two-wire, “neg-ative temperature coefficient” (NTC) thermistors inwhich the electrical resistance of the ECT and IAT

sensors decreases as temperatures increase. See Diagrams 1 and 2.

At the extremes, an open-circuit ECT should indi-cate a scan tool data of approximately -40°F coolanttemperature, since the PCM is receiving a zero return voltage. In contrast, short-circuiting the ECTconnector from the PCM’s 5-volt reference terminalto the PCM’s voltage return terminal should indicatea scan tool data of approximately +300°F coolanttemperature.

Both temperatures are programmed into the on-board diagnostic strategy as the most extreme temperatures under which the engine might be

Import-Car.com 25

Diagram 1: The coolanttemperature should risesteadily as the enginewarms up.

Diagram 2: The coolant temperatureshould level out as the thermostat opens.

DTCS[DiagnosticSolutions

expected to operate. The first series of “Global” circuit-relatedcodes include P0115 (ECT circuitfault), P0117 (ECT low input volt-age), P0118 (ECT high input volt-age) and P0119 (ECT sensor or circuit erratic).

ELECTRICAL/MECHANI-CAL FAILURES

Electrical failures include lowECT return voltages caused bycorroded ECT connectors or, atanother extreme, a low referencevoltage caused by another sensorshorting the reference voltage cir-cuit. In some cases, a P0116 DTCwill be set if the PCM detects anerror in the range or performanceof the ECT sensor.

Mechanical failures includelow ECT return voltages causedby low coolant levels and stuck-open thermostats, which are

often represented by a second series of P0125-128 DTCs. Thelow coolant level will cause amuch lower-than-expected ECTreturn voltage because the ECTsensor is no longer in contactwith the coolant.

Presumably, the driver willsee a “low coolant” warninglight on his instrument cluster.Perhaps the “Check Engine”light will be illuminated and aDTC set, or perhaps not. In con-trast, the stuck-open thermostatwill cause a slow warm-up timeand might store a P0128 DTCsimply because the PCM sees alower-than-normal coolant tem-perature for a predeterminedlength of time.

Because the ECT sensor is aprimary input data, practicallyall ECMs and PCMs are pro-grammed to detect open andshorted circuits in the ECT

Go to www.ICRapidResponse.com

In some applications, it’s possible that an out-of-range sensor can affectthe operation of many OBD II testmonitors and the operation of manyvehicle components without setting atrouble code. Remember that theECT input is part of the freeze-framedata that accompanies most diagnostic trouble codes.

circuit. But, when detecting an out-of-range ECTsensor, the actual ECT test monitor can vary amongapplications. The PCM can, for example, measurethe time, speed and load required to bring an en-gine up to a predetermined coolant temperature of,let’s say, 194°F.

If the indicated ECT data hasn’t reached the desired operating temperature during a specifictime limit and at a specific engine speed and loadfactor, the PCM might set a P0125 (insufficient tem-perature for closed-loop operation) or a P0128(coolant temperature below thermostat-regulatedtemperature), which in most (but not all) cases indicates a bad thermostat. If this diagnostic strat-egy sounds complicated, that’s because it is compli-cated, and also because it can vary widely amongdifferent applications.

ENABLING CRITERIA

Enabling criteria are simply the types of sensor inputs required by the PCM to run a test monitorand to set a specific DTC. Since enabling criteria areapplication-specific, an appropriate technical data-base must be consulted before making any assump-tions. The engine coolant temperature is importantbecause it forms part of the enabling criteria for

many component test monitors and is part of thefreeze-frame data for most DTCs.

As illustrated above, if the ECT sensor is indicat-ing a momentary dip in coolant temperature on a1996 OBD II vehicle, the result might be a no-code,cold-engine driveability complaint because thePCM has increased fuel delivery to meet the fuelmap for the indicated (not the actual) engine oper-ating temperature. See Diagram 3.

If the ECT is indicating a lower than actual operating temperature, it’s possible that the PCMmight increase the pulse width to enrich the fuelmixture only until the oxygen sensor provides adata input to the PCM so it can assume fuel control.With early OBD II vehicles, an over-rich conditionmight also depend upon how much authority soft-ware engineers programmed into the PCM for theECT input. On low-authority systems, the effectswould be negligible, whereas on high-authoritysystems, the effects might be profound.

OLD VERSUS NEW

But let’s fast-forward to 2013 when a vehicle has afar greater capacity to detect a sensor fault than doesthe PCM in a 1996 model. Here’s where experiencecan lead us astray. For example, a 1996 engine mightcompare the data inputs from the IAT sensor andthe ECT sensors to determine if the engine is start-ing from a cold-soak or a hot-soak condition. If bothtemperatures are within, let’s say, eight degrees ofeach other, the PCM assumes that the engine is start-ing from a cold-soak condition. This data allows the


SENSOR DTCS[DiagnosticSolutions

Diagram 3: This sharp drop in the ECT signal caused the air/fuelmixture to momentarily lean out, which caused an intermittent,no-code stalling complaint on this 1997 Toyota Camry. This verysame driveability complaint might not exist on a 2013 vehicle.

PCM to adjust the spark and fuel maps to start andrun from a cold-soak condition.

But, let’s say that the ECT resistance is lower thanspecification and is therefore indicating a highercoolant temperature. In this case, the PCM mightassume that the engine is starting from a hot-soakcondition, when, in fact, it is not. This false datamight cause a cold driveability complaint, and,among other things, possibly prevent the evapora-tive emissions monitor from running.

With 1996 vehicles, it’s also conceivable that anout-of range ECT sensor or stuck-open thermostatcan prevent a DTC from being set for a defectiveoxygen sensor because the system never reachesclosed-loop operation. Similarly, many 1996 auto-matic transmissions might not engage the torqueconverter lock-up clutch or transmission overdrivegear until the ECT sensor indicates that the enginehas reached a specific operating temperature.

On the other hand, because modern heated zirconia oxygen or air/fuel ratio (AFR) sensors on a2010 vehicle allow the PCM to assume fuel controlpractically as soon as the engine is started, the oxy-gen or AFR sensor is given more authority than theECT sensor for entering closed-loop operation.Multiple A/F and oxygen sensors also provide abackup data stream and allow the PCM to comparethe data inputs of each sensor.

So, an out-of-range ECT sensor on a 2010 vehiclewould likely not affect driveability or perform-

ance as much as on a 1996 model. Instead, the2010 PCM might project a value for the expectedengine temperature by monitoring enabling crite-ria like intake air temperature engine speed andengine load. Furthermore, the additional comput-ing capacity of the 2010 vehicle might allow itsPCM to overlook a momentary glitch in the ECTdata input (See Diagram 3 on page 28) and instead simply store an ECT-related trouble codein its diagnostic memory.

BASIC ECT DIAGNOSTICS

The simplest diagnostic strategy for diagnosing IATand ECT sensors is to compare their data inputsafter the vehicle has cold-soaked overnight. A


[DiagnosticSolutions SENSOR DTCS

An out-of-range ECT sensor on a 2010 vehicle wouldlikely not affect driveability or performance as muchas on a 1996 model. Instead, the 2010 PCM might

project a value for the expected engine temperatureby monitoring enabling criteria like intake air temperature engine speed and engine load.

second strategy can include usinga scan tool to graph the ECT volt-age. A third, but less reliable,method is to use an infrared py-rometer or “heat gun” to compareboth intake air and engine cylin-der head temperatures with thedata stream displayed on a scantool. But, remember that due tothe “reflectivity” of various sur-faces, the heat gun approach willnot indicate the exact temperatureindicated on the scan tool.

Lastly, make sure you’re test-ing the correct sensor. Keep inmind that the IAT sensor is usu-ally integrated with the hot-wiremass air flow sensor assembly onmost current vehicles. Many pre-1996 OBD I vehicles included aseparate temperature sensor foractivating the radiator coolingfans. Early OBD I and OBD II vehicles used a single-wire ECTsensor to supply data to the instrument cluster temperaturegauge and a separate two-wiresensor to supply data to the

PCM. Thanks to multiplexing,which makes it possible to sharea single datastream among vari-ous control modules, modern vehicles generally use a singleECT sensor to supply enginecoolant temperature data to various modules. IC

[DiagnosticSolutions

Gary Goms is a former educator and shop owner who remains active in the aftermarket service industry. Gary is an ASE-certified Master Automobile

Technician (CMAT) and has earned the L1 advanced engine performance certifi-cation. He also belongs to the AutomotiveService Association (ASA) and the Society

of Automotive Engineers (SAE).


DTCS

T he ABS computer orHCU is a node on ahigh-speed vehicle

bus. This means that theABS information can typi-cally be accessed throughthe OBD II DLC.

The ABS con-troller/modulator isthe heart of anyABS or ESC sys-tem. The modula-tor gets brakepressure from themaster cylinder, whereinside, the valves and sole-noids control the pressure to thewheel. During normal operation, the pres-sure from the master cylinder goes through theHCU unaltered.

ABS is also the foundation of the ESC system.ESC systems add software and sensors like yaw,steering angle and even throttle control to keepthe vehicle under control.

A basic four-channel ABS system will haveeight solenoids (four isolation/four dump) ortwo for each wheel. Some systems will have moresolenoids or valves to isolate the master cylinderfrom the HCU. ESC systems will typically have12 or more.

Now, we’ll take a look at the various functionsof the ABS system.

APPLY

When the mas-ter cylinder applies pressure,it goes directlyto the wheel

because the out-let/dump sole-noid is closed.This is a normal

braking event. Theunit is in a “passive” state.

HOLD

If the system senses that a wheel is locked, theinlet/isolation solenoid closes to prevent any morepressure from the master from reaching the wheel.The wheel might start to turn.

RELEASE

If the wheel does not start to turn, theoutlet/dump valve will open. This will release orbleed off the hydraulic pressure that is holding thewheel, and it will now rotate.

REAPPLY

Since pressure from the master cylinder has beenbled off, the pump in the HCU will spool up andapply pressure. The outlet valve closes and theinlet valve opens. The pump applies pressure to


By Andrew Markel, Editor, Brake & Front End Magazine ABS DIAGNOSTICS[TechUpdate

ABS Solenoid DiagnosticsWhat’s Going On Inside The HCU?

the wheel. If the wheel is still outside the

wheel slip parameters, the cyclewill start over. This happens veryquickly. The operation of the solenoids and pump will cause a“kick back” or pulsation in thepedal.

HCU MECHANICAL PROBLEMS

Mechanical issues with the HCUare rare, but they can happen.Valve seats and pintles can become stuck or not seat properlydue to debris, corrosion or contaminated brake fluid.

If the inlet/isolation valve isstuck open, it will not affect nor-

mal braking in any way. It willonly hurt the ABS system. Thiscould lead to a pulling conditionduring ABS activation.

If an outlet/dump valve isstuck open in one circuit, thiscould cause a pull condition during normal braking, due to

ABS DIAGNOSTICS[TechUpdate


Schematic of a typical ABS system with eight solenoids.

the loss of brake pressure at a wheel. Typically, thisis not discovered until brake hoses, calipers andother parts have been replaced.

TESTING SOLENOIDS

Sometimes, a stuck or defective solenoid or pumpwill set a code. A solenoid has a resistance between2 and 8 ohms. On some units, it’s impossible to access the individual solenoids.

Testing of the unit with a scan tool with bi-direc-tional control might be the best way to confirm thecondition of the HCU.

Most vehicles equipped with ESC will have 12valves or solenoids in the HCU. Eight solenoidscontrol the wheels. Four additional solenoids canblock off the master cylinder and allow the pumpto send pressure to a specific wheel.

The ESC computer can see certain events throughthe sensors, like an understeer condition where the


ABS DIAGNOSTICS[TechUpdate

wheels are turned, but the vehi-cle continues to travel in astraight line. This is sometimesdescribed as a “push.”

The wheel speed sensors in thefront typically read slower thanthose in the rear. The computerwould also see that the steeringangle is greater than the intended path.

The ESC system needs to inter-vene before the understeer eventoccurs. It needs to anticipate theproblem and correct it as the vehicle travels.

Here’s what the ESC sees dur-ing an understeer event. The SASangle is at +52º. This means thatthe customer has the wheelturned to the right at a signifi-cant angle. Even with the steer-ing wheel turned, the yaw andaccelerometer read like the vehicle is going straight.

The APPS or throttle pedal position sensor shows the driveris off the gas and the brake pedalis not pressed.

The deciding information forthe system is in the wheel speedsensor inputs. Between the frontand rear, there is a 6 to 9 mph dif-ference in speed, indicating thatthe front wheels are travelingslower than the rear wheels. IC


ABS DIAGNOSTICS[TechUpdate“If the inlet/isolation valve is stuck open, it will not affect

normal braking in any way. It will only hurt the ABS system.This could lead to a pulling condition during ABS activation.”

Filters have long been a common maintenanceitem. But with longer factory service inter-vals and “lifetime” filters becoming more

common, how often do filters really need to be replaced?

There’s no simple answer. The safest adviceused to be to follow the filter service interval rec-ommendations in the vehicle owner’s manual (assuming the owner’s manual hasn’t been lostand that somebody will actually read it!). Theproblem with this recommendation is that somefilters no longer have a service interval (such asmost fuel and transmission filters), and the factoryrecommended service intervals for some filtersand fluids (motor oil and filter for example) maybe overly optimistic and don’t take into accountthe kind of driving many motorists actually do.

A filter’s main purpose is to trap abrasive parti-cles before they can do any harm. That’s true of airfilters, oil filters, fuel filters and transmission filters.As for cabin air filters, their purpose can be two-fold: to keep dirt and grit out of the HVAC systemand passenger compartment, and to absorb andtrap unpleasant odors before they enter the vehicle(in the case of dual-purpose cabin air filters).

All filters, even “lifetime” ones, have a limitedservice life and eventually become clogged withdirt, wear particles, rust and other debris. So, theidea behind preventive maintenance is to changeyour customers’ filter before it reaches that point.

The most often replaced filter is the oil filter. Itusually gets changed every 3,000 to 7,500 miles onmost vehicles (except in Europe where they use

different motor oils and typically go for a once-a-year oil change). On many late-model vehicles, oilchange intervals have been extended from the traditional 3,000 miles or six months, to 5,000 to7,500 miles or more.

On vehicles that employ a maintenance reminder light to signal when an oil change isneeded, the reminder light may not come on forup to 15,000 miles or more, depending on all theoperating variables the software considers whenmaking its estimate. On some vehicles, additionalinput from an electrical sensor in the oil pan mayhelp detect oil that is breaking down or is heavilycontaminated with moisture.

An important point to keep in mind with respect to extended oil change intervals is thatmany of these intervals are based on using high-quality synthetic motor oil rather than conven-tional motor oil, and a premium-quality oil filterwhich typically use a synthetic media that outper-


By Larry Carley, Technical Editor

FILTERS[TechUpdate

Air, Fuel And Oil Filter Replacement IntervalsTake Motorists’ Driving Habits Into Account

forms most conventional cellulose filter media.Air filters also have much longer replacement

intervals these days — assuming the motorist is notdriving in an extremely dusty environment or onrural gravel roads. The typical factory recom-mended service interval for many air filters thesedays is typically 30,000 to 50,000 miles. A realisticrecommendation for air filter service on your customers’ vehicle is to inspect it at every oil

change, and to replace it as needed, even if the factory service interval has not yet been reached.

As for fuel filters, inline fuel filters should bereplaced for preventive maintenance everythree to five years or 50,000 miles to reduce the

risk of fuel restrictions and a clogged filter. Fortank-mounted fuel filters, the filter should be

replaced if the fuel pump is being replaced for anyreason. New fuel pump modules usually comewith a new filter as part of the assembly, but ifyou’re replacing the pump separately, you shouldalso change the filter and pickup screen.

Transmission filters should be changed if thetransmission fluid is being replaced, if repairs arebeing made to the transmission, or if the transmis-sion oil cooler or lines are being replaced to keepcontaminants out of the transmission.

For dust-only cabin air filters, inspecting and replacing the filter every 15,000 to 30,000 miles isusually adequate, except for rural areas or dustyenvironments. For odor-absorbing cabin air filters,the service life is about a year before the carbongranules become saturated and lose their ability toremove odors. IC


FILTERS[TechUpdate

Larry Carley has more than30 years of experience inthe automotive aftermarket,including experience as anASE-certified technician,and has won numerousawards for his articles. Hehas written 12 automotive-related books and devel-oped automotive trainingsoftware, available atwww.carleysoftware.com.

Cabin air filters are designed to protect themost important part of the vehicle — passengers. Refer to the following tips when explaining to customers how cabin filters canhelp them, and their vehicles, breathe easier.

Blocks contaminants — Designed to cap-ture contaminants like soot, dirt and odors,cabin air filters are the first line of defenseagainst airborne pollutants entering a vehi-cle in motion. When the filter is dirty orclogged, less air passes through the filter,making it harder to keep the air clean andflowing. Pollutants can cause a variety ofproblems, from headaches to allergies.

Extends vehicle performance — A dirtycabin air filter can result in decreased heat-ing, air conditioning and windshield defroster performance caused by restrictedairflow through the filter. Improper servic-ing or continued use of a clogged filtermay also hinder a vehicle’s HVAC perform-ance and shorten the life of vital systemcomponents. Vehicle recommendationsvary, but the general guideline for replac-ing cabin filters is every 12,000 to 15,000miles, or annually.

The Importance Of Changing Cabin Air Filters

As import specialist techs, we knowhow important camshaft timing isto the performance of an engine.

Many of us have spent hours with degreewheels and dial indicators in order to getprecise cam timing so that an engine couldperform better in the desired RPM range.Having used offset keys and bushings, or ifwe’re lucky, adjustable pulleys, we wouldinstead spend that time making changes assmall as two degrees, resulting in perform-ance improvements at the desired RPMrange, while costing some performance issuesin other ranges.

As you would expect, the engineers who design engines for Nissan are well aware of theperformance increases available with cam tim-ing. While the hot rodders are concerned onlywith performance, the engineers’ task is to de-liver economy, driveability, low emissions andperformance. These engineers were quick totake advantage of advanced electronic andcomputer controls that have opened up the op-portunity to use a variable cam timing system.

While the early systems would change thetiming only on the intake side, later systemshandled both cams, and work continues as wemove to variable valve lift. Throw in variableintake tracts and it becomes obvious how im-portant volumetric efficiency is to reaching the

goal of an economical, clean engine with goodperformance across the entire RPM range.

There is nothing new about the technology;Nissan was one of the first manufacturers tointroduce variable valve timing in the late1980s on the V6 engine in the 350Z, and nowit’s used throughout its line. As import vehi-cle specialists, we are asked to deal with thesystem, both in a diagnostic, driveability role,as well as the mechanical aspect while performing engine service.

PERFORMANCE ISSUES

We’ll start with driveability, if that is actually agood description. It would take a sensitive driv-er to notice the drop in performance if the sys-tem wasn’t operating as designed. The

By Bob Dowie, Import Specialist ContributorVARIABLE VALVE TIMING[NissanFeature


complaint would more likely be “it just doesn’t feelright.” The good news is that any problem with thevariable cam timing will result in a fault code settingthe “service engine soon” lamp on the dash. For thisarticle, we will look at Sentra 1.8L from the mid-2000s. Like any other diagnostic challenge, your firststep should include checking the service informationyou have available, as well any other tech communityforums that will assist in the process.

The system is really quite simple. There is a vari-able gear or sprocket mounted on the intakecamshaft that adjusts the camshaft timing based onoil flow and direction. It’s controlled by the ECU byway of the two-wire valve timing oil control solenoidthat’s mounted on the valve cover. The ECU looks atcoolant temp, RPM, injector pulse and cam positionsensor to make its decisions on where the camshould be, and if the system is working as expected.

Looking at these parameters, the ECU controls theoil flow by pulsing the ground side of the solenoid;the longer the pulse or duty cycle, the more the camwill advance, while a short duty cycle or on timecycle will retard the cam. Figure 1 shows how thesolenoid plunger reacts to the duty cycle changes.As you can see, when the duty cycle increases, dif-ferent ports are exposed, which changes both theamount as well as the direction of the oil. Keep in

mind as you’re looking at the control signal thatyou’re looking at a duty cycle. It’s best to use agraphing meter or scope to see the changes. At idle,you’ll see little or no “on time,” but bring it up to2,000 rpm on a warm engine and you should see amuch longer on time — up to 50%. On this applica-tion, the signal wire is green with a yellow stripe.

If the ECU doesn’t see the expected results, it will seta code, turn on the service engine soon lamp and thesystem will go into fail safe. The solenoid will not beenergized. If you find yourself diagnosing one of thesesystems, it’s probably the result of one of the twocodes that can be set. P0011 INT/V Timing Controlmeans the camshaft timing did not change as the ECUexpected. Or, there will be a P0075 code, indicatingthat the solenoid didn’t react electrically as expected.

CHECKING CODES

Needless to say, if any other codes are evident, takecare of them first. If the ECU is saying it can’t seethe cam sensor, it only makes sense that it won’tknow if the timing is changing. If you have access toa scanner with enhanced Nissan capabilities, don’toverlook the information available there.

What’s available will vary by model and scanner,so be sure to check live data parameters, as well as


VARIABLE VALVE TIMING[NissanFeature

Figure 1: This diagram shows howthe control valve changes the amountand direction of oil flow dependingon solenoid “on time.”

any work functions that will aid your diagnosis.Most enhanced scanners will give you intakecamshaft advance in degrees, as well as percentageof solenoid on time. Knowing that more on timeequals more advance, a quick road test with theright parameter IDs gives you a good look at what’sgoing on. Figures 2 and 3 show what you would expect to see and how the parameters are listed. Forthis example, we’re looking at a V6 Maxima.

We haven’t yet talked about what is really theheart of this system — good oil flow and pressure.Looking at Figure 4 on page 56, you can see thepath the oil has to travel to make it to the adjustablesprocket, and you can likely envision where thesludge would collect in a poorly maintained engine.If you suspect an oil flow problem, remove the con-trol valve and make sure the engine won’t start, un-plug the coils and/or injectors, block the openingwith a shop rag and have an as-sistant crank the starter as youwatch for oil flow. Be careful asthere should be good flow andyou don’t want get a face full.

While the valve is out, a sim-ple visual inspection shouldgive you a good indication ofthe condition of the oiling sys-tem. If you want to work thevalve while it’s removed, put 12volts across the terminals tomove the plunger. Remember,this solenoid works on a dutycycle; don’t leave it hooked up

more than a couple of seconds at a time. If you didn’t get any oil to the valve during the

cranking test, you already know what you’re in forand it’s time to call the customer. You could checkfor oil pressure with a mechanical gauge, but theoutcome won’t change the fact there’s no volume atthe controller. While Nissans aren’t known to haveproblems with sludge, it can happen, especially ifthe owner missed a few oil changes.

I talk about systems like variable valve timing, hy-draulic lash adjusters and complex timing chains asI remind my customers how important timely oilchanges are to a vehicle. The topic seems to be com-ing up more often lately as the carmakers are extending oil-change intervals. I continue to tellthem that if they can’t afford any other service, don’tskip oil changes. They surely cannot afford to notchange the oil and deal with the cumulative damage

that will result.

LOCKING THE CAM

When performing any service thathas you working with the timingchain, camshaft or cylinder head,there are procedures that must befollowed to prevent causing dam-age to the variable pulley. Belowis the procedure to lock the cam inthe most advanced position to facilitate cylinder head removal.

1. With the cam and frontcover removed, it’s time to


VARIABLE VALVE TIMING[NissanFeature

Figure 2: When checking live data parameters, these are expected readings from a 2005 Maxima V6.

DATA MONITOR

MONITOR NO DTC

ENG SPEED XXX rpm

B/FUEL SCHDL XXX msec

COOLANTENP/S XXX °C

VHCL SPEED SE XXX km/h

INT/V TIM (B1) XXX °CA

INT/V TIM (B2) XXX °CA

INT/V SOL (B1) XXX %

INT/V SOL (B2) XXX %

Figure 3: Examples of scanner parameter IDs.

review the service info and remove the camshafts.2. The first step is to bring the engine up to TDC.

Always turning in the direction of rotation (clock-wise), confirm that the timing marks are alignedand make your own marks on the chain to be usedon reassembly.

3. Now it’s time to prepare the timing gears forremoval. Nissan, like most manufacturers, uses oilpressure to adjust the cam timing. The intake camis at the most retarded position when the engine isoff, and has to be locked in the most advanced po-sition for removal. Nissan uses an internal lock pinin the pulley to hold it in the most retarded posi-tion. This pin has to be released so you can put thecam in the advanced position and lock it there.

4. Apply air pressure to the rearmost oil port (ad-vanced port) in the head where the valve timing con-trol solenoid mounts. Listening closely, you can hear

VARIABLE VALVE TIMING

[NissanFeature


the internal pin disengage in thesprocket. Keeping the air applied,turn the cam clockwise with anopen-end wrench on the hex part ofthe cam. Don’t force it; if the pin isreleased, the cam won’t be hard toturn. If necessary, “wiggle” the camto dislodge the pin; the most stubborncases may require some easy taps with aplastic hammer on the face of the gear.

5. You’ll know you’re at the most advanced position when the sprocket starts to move with thecam. At this point, insert a locking pin in thesprocket to lock the gear in the most advanced position. Your service information will describe thepin that’s required, but it’s basically an Allenwrench. Tape the pin in place to be sure it stays put.

6. Now the timing chain tensioner can be removed. The tensioner is a ratchet type and to release the ratchet, push down the release lever allowing you to push the plunger into body. At thatpoint, insert a stiff wire through the lever into thetensioner housing to lock the release and plungerin place. Skip this step and you have a good chance

of the plunger and spring ending upin the oil pan. These are all straight-forward steps, but more proof thattime reviewing a procedure in theservice manual is time well spent.

In this article, we covered the simple system as used on the Sentra.

Other systems are very similar, butdon’t get too complacent since the engi-

neers aren’t always looking for ways to getthe best of both worlds. We’ll soon be dealing withVariable Valve Event and Lift (VVEL).

Using ECU-controlled stepper motors, valve tim-ing and lift will be adjusted throughout the operatingrange to further improve volumetric efficiency. Usinga variable rocker pivot, this system limits valve lift atlow RPM, increases velocity to better fill the cylinder,and while at wide open throttle it will provide morelift than possible with a traditional camshaft. Soundslike better mileage and increased performance; as carguys we’ve got to like that! Search Nissan VVEL formore information and to stay ahead of the curve. IC

Diagrams are courtesy of Nissan, via Mitchell ProDemand.


[NissanFeature

Figure 4: It’s easyto see how a littlebit of sludge couldcreate problemsfor the VariableValve Timing(VVT) system.

VARIABLE VALVE TIMING

How do you handle a pulsation or come-back? Do you blame the pads? The driver?A defective rotor? When you point yourfinger at these items, there are three fingers pointing back at You!

Myth 1: Machining rotors is unprofitable and new rotors preventcomebacks.

Labor in a shop does not take up inventory anddoes not have to be delivered by a parts store. Youjust have to make it a line item on the repair order,instead of giving it away with every brake job.

You may think that in-stalling new

rotorselim-

inates the possibility of a comeback. However,this myth creates more comebacks than it solves.These comebacks often start with blaming thenew pads, and ends with the customer having toreturn a second or third time until someone pullsout a dial indicator and micrometer.

Installing new rotors is not a way to avoid having to use a micrometer or dial indicator. Forevery brake job, you should always measure forrunout (rotor and flange) and the dimensions ofthe rotor before brake service is performed.

After the rotor is resurfaced or a new rotor isinstalled, the rotor should be measured forrunout when it’s installed on the vehicle as aquality control measure. A new rotor could haveexcessive runout when it’s installed on the vehicle due to a stacking of tolerances.

Myth 2: New rotors are cheaper andmore profitable than buying an on-the-

car lathe.

In some cases with excessive runout, a newrotor should be machined to match the vehi-

cle, although it’s been said that you shouldnever machine new rotors. But, what if the

runout exceeds the manufacturer’s specifi-cations when the new rotor is installedon the vehicle? This is when it’s permis-sible to machine a new rotor with anon-the-car brake lathe. This helps tomatch the rotors to the hub flange.

Using an on-the-car lathe can helpto reduce runout on new rotors. Themain advantage of these lathes isthat they are able to cut a rotor in


By Andrew Markel, Editor, Brake & Front End Magazine ROTORS[TechUpdate[TechUpdate

Change Your Rotor/Machining MindsetChange Your Rotor/Machining MindsetRather Than Unnecessarily Replacing Rotors

its operating plane. This meansthat the rotor is machined tomatch the hub.

Myth 3: Rotors do notneed to be measured.

Even if you use new rotors, yourchance of a pulsation comebackcould be greater than if you leftthe old rotors on the vehicle.Runout in the hub and new rotorcan stack up to cause Disc Thick-ness Variation (DTV) in a fewthousand miles. DTV is the maincause of pulsation.

Runout greaterthan 0.005 in.(±0.001 depend-ing on the rotor orflange diameter)is a sign that theflange, rotorand/or bearingshould be re-placed. The nee-dle of the dialindicator shouldbe perpendicular

to the rotor. Measurementsshould be taken a quarterinch from the edge.

Flange runout can becorrected with taperedshims that are availableto correct a runout of0.003 in. (0.075 mm) to0.009 in. (0.230 mm). Arunout of more than0.005 in. (0.125 mm) atthe bearing flange cannotbe corrected by the use ofa shim. The combination

of a rotor and bearing flangecould prevent the rotor frombeing turned. Checking bearingflange runout should be per-formed after checking frictionsurface runout. Changing therotor position 180º on the bearingcan check flange runout. If thehigh spot changes 180º, the rotorcould be OK or ready to turnafter the bearing is shimmed.

Myth 4: Two passes makefor a better finish.

Cutting a rotor in one pass is

ROTORS[TechUpdate


essential for productivity. Fornon-composite rotors, it’s possibleto take as much as 0.020 in. perside while still having an accept-able finish. However, with a com-posite rotor or one with hardspots, the depth should be re-duced, likely below 0.010 in. perside, for a quality finish. In orderto remove this much material, it’sessential to have sharp bits.

Cutting too fast will reduce thecut quality and possibly createchatter. A larger diameter rotorwill need to turn slower than asmall diameter one. Single-speedlathes are set at the slower speedof the largest application they aredesigned to cut. This is usuallyaround 0.002 in. per revolution.

Poor rotor finish can lead tonoise. When machining a rotor,you have two primary goals: provide a smooth surface finishfor the pads and provide a truesurface finish. Never use the ball-point pen measurement methodwhen machining rotors. The only

real way to measure is with aprofilometer that measures theroughness average. It is very expensive and very fragile. Thebest way to make sure a lathe iscutting rotors the right way is tomake sure your cutting bits arefresh, adapters are true and thecrossfeed is set properly. IC

ROTORS[TechUpdate


Andrew Markel is the editor of Brake &Front End and Servicio Automotriz maga-zines. He has been with Babcox Media formore than 12 years. He is a technician and

former service writer and holds several automotive certifications from ASE and aftermarket manufacturers. He can be

reached at [email protected].

HONDASQUEAK OR RATTLE INREAR DAMPER AREA

Applies To: 2007-’11CR-V — all VINs begin-ning with JHL.

There’s a squeak or rat-tle coming from the rearof the vehicle when it’sdriven. On Japan-builtCR-Vs, the rear damperassembly includes a smallmetal hook and bodybracket, which are usedonly during vehicleassembly at the factory.

The hook or the bracketmay have been bent andis touching the vehiclebody or the damperassembly, causing a squeak orrattle.

Repair Procedure:1. Do a diagnostic test-drive of

the vehicle to confirm the com-plaint and to determine whichside the sound is coming from.

2. On the affected side, removethe plastic panel covering therear damper tower.

3. Remove the rear wheel-house gusset.

4. Do the following checks todetermine what’s causing thenoise (see Fig. 1):

• Check if the damper’s metalhook is bent and touching thewasher or any other part of thedamper assembly.

• Check if the welded-on bodybracket is bent and touching thebody or the damper assembly.

5. If either the hook or thebracket is touching the body or

damper assembly, bend that partaway so it doesn’t make contact.

6. Reinstall the rear wheel-house gusset.

7. Reinstall the rear dampertower panel.

8. Drive the vehicle to makesure that the noise is gone.

Courtesy of ALLDATA.

BMWDIAGNOSTIC HINTS FOR COMPLAINTS CAUSED BYDEFECTIVE OIL LEVEL SENSOR

Models affected: E46 M54 (3 Series)E53 (X5) All ModelsE60 N62 (5 Series)E63, E64 (6 Series)E65, E66 N62 (7 Series)E83 (X3) All ModelsE85 (Z4) All Models

Situation: E46 M54-equipped vehicles:

[ImportTechTips


Fig. 1: Honda

Customer complains the vehicle does notcrank. When diagnosed using the DIS Plus orGT1, the FC 060 (3C) selector switch is stored inthe EGS control module.

E53 M54-equipped vehicles: Customer complains the vehicle does not

crank, and the vehicle charging system, theengine temperature gauge and the universalgarage door opener are inoperative. When diag-nosed using the DIS Plus or GT1, the FC 060 (3C)selector switch is stored in the EGS control module.

E53 M62-equipped vehicles: Customer complains the vehicle charging

system is inoperative.E53 N62-equipped vehicles: Customer complains the vehicle charging

system is inoperative and the check engine lampis illuminated. When diagnosed using the DISPlus or GT1, the DME stores various oxygen sensor faults.

E60, E63, E64, E65 and E66 N62-equipped vehicles:

Customer complains the control display inter-mittently indicates “Engine Temperature Fault”with no other driveability or overheating com-plaints. When diagnosed using the DIS Plus orGT1, the DME stores various oxygen sensor faults.


crank. When diagnosed using the DIS Plus orGT1 FC, the 060 (3C) selector switch is stored inthe EGS control module.


crank. When diagnosed using the DIS Plus orGT1, the FC 060 (3C) selector switch is stored inthe EGS control module.

Cause: E46 M54-equipped vehicles: A defective oil level sensor is causing a loss of

voltage to all components powered by fuse 30.E53 M54-equipped vehicles:

A defective oil level sensor is causing a loss ofvoltage to all components powered by fuse 5.

E53 M62-equipped vehicles: A defective oil level sensor is causing a loss of

voltage to all components powered by fuse 5.E53 N62-equipped vehicles: A defective oil level sensor is causing a loss of

voltage to all components powered by fuse 008located in the IVM.

E60, E63, E64, E65 and E66 N62-equipped vehicles: A defective oil level sensor is causing a loss of

voltage to all components powered by fuse 008located in the IVM.

E83 M54-equipped vehicles: A defective oil level sensor is causing a loss of

voltage to all components powered by fuse 30.E83 M54-equipped vehicles: A defective oil level sensor is causing a loss of

voltage to all components powered by fuse 9.

Procedure: E46 M54-equipped vehicles: Check fuse 30. If it’s found to be defective,

replace the fuse and the oil level sensor.If fuse 30 is not defective, check for a voltage

drop across the fuse. If a voltage drop is present,remove connector X6254 from the oil level sensor. If the voltage drop is no longer present,replace the oil level sensor.

E53 M54- and M62-equipped vehicles: Check fuse 5. If it’s found to be defective,

replace the fuse and the oil level sensor.If fuse 5 is not defective, check for a voltage

drop across the fuse. If a voltage drop is present,remove connector X6254 from the oil level sensor. If the voltage drop is no longer present,replace the oil level sensor.

E53 N62-equipped vehicles: 1. Check IVM fuse 008. If it’s found to be defec-

tive, replace the fuse and the oil level sensor.2. If IVM fuse 008 is not defective, check for volt-

age drop across the fuse. If a voltage drop is pres-ent, remove connector X6254 from the oil levelsensor. If the voltage drop is no longer present,


[ImportTechTips

replace the oil level sensor.E60, E63, E64, E65 and E66

N62-equipped vehicles:1. Check IVM fuse 008. If it’s

found to be defective, replacethe fuse and the oil level sensor.

2. If IVM fuse 008 is notdefective, check for a voltagedrop across the fuse. If a volt-age drop is present, removeconnector X6254 from the oillevel sensor. If the voltage dropis no longer present, replace theoil level sensor.

E83 M54-equipped vehicles: 1. Check fuse 30. If it’s found

to be defective, replace the fuseand oil level sensor.

2. If fuse 30 is not defective,check for a voltage drop acrossthe fuse. If a voltage drop ispresent, remove connectorX6254 from the oil level sensor.If the voltage drop is no longerpresent, replace the oil levelsensor.

E85 M54-equipped vehicles: 1. Check fuse 9. If it’s found

to be defective, replace the fuseand the oil level sensor.

2. If fuse 9 is not defective,check for a voltage drop acrossfuse. If a voltage drop is pres-ent, remove connector X6254from the oil level sensor. If thevoltage drop is no longer pres-ent, replace the oil level sensor.

Courtesy of Mitchell 1.

PERFORMINGINJECTOR TESTS

Since a fuel injector is an electri-cal device that flows fuel itshould be checked electricallyand for its ability to flow fuelwhen open and not leak whenclosed. On that note, this techtip will discuss various fuel in-jector testing methods and bestpractices when diagnosing, serv-icing or replacing fuel injectors.

A simple method of testingthe injector electrically wouldbe with the use of an ohmmeterto measure the injector coilresistance and determine if it’s

open, has excessive resistanceor is shorted. Although measur-ing the resistance of an injectorcan provide useful informationon the electrical condition,some electrical problems mayrequire current to flow throughthe injector in order to detectthem.

When an injector is off, itshould not leak any unmeteredfuel into the intake manifold.Evidence of leaking injectorsmay appear as a vehicle that ishard to start, has engine mis-fires or an excessive pressuredrop during a residual fuelpressure test. In most cases, inorder to confirm if an injector isleaking, the fuel rail and injec-tor assembly will have to beremoved from the engine andthe fuel rail pressurized so theinjector can physically be exam-ined for leaks.

To test how well an injectorcan flow fuel, an injector bal-ance test can be performed. In

order to conduct this test,the injector must be oper-ated so fuel can flowthrough it. Balance test-ing requires the fuel sys-tem to be pressurized,and then each injector isenergized for a specifiedperiod of time. The fuelpressure is monitoredbefore and after the injec-tor is energized orpulsed, and the pressuredifference provides infor-mation on how well eachinjector is flowing fuel.


[ImportTechTips


The current flow going into theinjector can also be monitoredduring this test.

On older vehicles, this type oftesting will require a tool toenergize the fuel injector, whilenewer vehicles may have a func-tion in the scan tool that willallow the injector to be momen-tarily energized for this test.

Fuel Injector Resistance TestThe equipment you will need

to perform this test includes:• A DMM set on the

Ohmmeter scale.• Any necessary test leads or

electrical terminals to properlyprobe the fuel injector terminals.

To perform this test:• Disconnect the vehicle elec-

trical connector from the injectorto be tested.

• Zero the ohmmeter, if neces-sary.

• Using the test leads, connectthe positive lead of the DMM toone terminal of the injector andthe negative lead of the DMM toother terminal of the injector.

• Monitor and record thevalue on the ohmmeter after itstabilizes.

• Repeat this procedure foreach injector on the vehicle untilall the injectors have been tested.

• Compare the resistance read-ing to the service specifications,or to each other if no specifica-tions are available.

• When comparing injectors toeach other, the difference shouldbe no more than 1.0 ohm.

• If the injector coil is “open”or has excessive resistance itshould be replaced.

• If the injector coil has lowresistance, due to shorting, itshould be replaced.

Fuel Injector Leak TestIf an injector is suspected of

leaking, it can be physicallyinspected to confirm if this is thecase.

The equipment you will needto perform this test includes:

• The necessary tools neededto remove the fuel rail and injec-tor assembly from the vehicleengine.

• The correct service informa-tion on how to remove andinstall the fuel rail and injectorassembly.

To perform this test:• Remove the fuel rail and

injector assembly from the vehi-cle engine following the correctservice procedure.

• Reconnect the fuel railassembly to the fuel lines so thesystem can be pressurized.

• Pressurize the fuel systemand monitor the tips of the injec-tors for evidence of fuel leaks.

Once a leaking injector hasbeen found, it must be replaced.Be sure to install the fuel railand injector assembly back intothe engine before performingany further tests.

In next month’s issue…Delphiwill detail how to perform an injec-tor balance test with a coil balancetester or scan tool. IC

[ImportTechTips


Import-Car.com 71

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Raybestos brand brake parts hasbegun adding listings for the 2014model year. Brake pads for the 2014Honda Accord, Mazda CX5 and LexusIS250/350 models have been added tothe Raybestos brand brake catalog. Sohave the following late-model partnumbers: Mercedes: 2011-’13 C350,2011-’12 E350 and E350 4Matic: P/N980799, Front Rotor; 2012-’13 S400:P/N 980885, Front Rotor; 2011-’12SL550: P/N 980963, Front Rotor; 2012-’13 S400 and 2011 S550, S550 4Maticand SL550: P/N 980934, Rear Rotor; aswell as Porsche and Volvo pads. Reader Service: Go towww.icRAPIDRESPONSE.com

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Import-Car.com 79


Track Talk

One of the biggest storylinesthis season just might be theiconic No. 43 car’s resurgencein the NASCAR spotlight.

Behind the wheel of the legendary car that often stillsports the famous Petty Blueshade, driver Aric Almirolacurrently finds himself in thetop-10 in NASCAR Sprint CupSeries standings and is emerg-ing as a real Chase contender.

Besides having a Hall ofFame team owner in RichardPetty and an experienced crewchief in Todd Parrott,Almirola has yet anotheradvantage every time hewheels the 43 down pit road— an award-winning pit crew.

The No. 43 Smithfield Fordover-the-wall crew has beennamed the Quarter OneMechanix Wear MostValuable Pit Crew – an honordetermined by a vote of eachNASCAR Sprint Cup Series

crew chief given quarterly totop-performing pit crews.

“It’s just awesome,” saidrear tire changer DwayneOgles. “Just the history of the43 car in itself and us kind ofbeing the underdogs, it’s pret-ty cool to bring the 43 back.Everybody’s looking at us andit’s cool for the spotlight tobe back on the 43 team.”

The No. 43 crew’s preciseperformance this season hashelped to cement Almirola’ssolid start to the 2013 cam-paign. According to Ogles,being recognized by peersfor their accomplishmentsis a huge honor for theentire team.

“It means a lot to me andto all of the guys,” saidOgles, a nine-year pit roadveteran who hails fromHoover, AL. “Working out,practicing, building the carsin the shop — there’s a lot

that goes into it. We put in alot of long hours, so it’s niceto see the performance andresults showing.”

In addition to Ogles, the 43over-the-wall crew consists of:Joe Karasinski (gas man),Jeremy Neeley (jackman),Greg Donlin (front tire chang-er), Lance Hanna (front tirecarrier) and Eric Wallace (reartire carrier). Andrew Carter isthe team’s pit crew coach.

“I can remember as a kidwatching Richard Petty racethe 43 car,” reminisced coachCarter, who trains both theNo. 43 and No. 9 RichardPetty Motorsports pit crews.“He [Petty] was one of myfavorite drivers, so getting towork with these guys everyday is pretty special.”

Carter puts the crewthrough pit stop practicethree days a week and a gru-eling weight training regi-men four days per week.

“We push these guys prettyhard,” said Carter. “Betweenworking on the cars, findingtime to get to practice, andthen going to the gym andpushing themselves even

harder, they do a great job atit. The results have shownon the track.”

The Carter-coached No. 43six-member team can changefour tires, add fuel and makeadjustments in as little as 11or 12 seconds, thanks to rig-orous training and techno-logical advances by compa-nies like Mechanix Wear, whosupply 20 to 25 productsfrom gloves to kneepads toNASCAR pit crewmen.

Carter also maintains hav-ing a primary sponsor likeSmithfield reaps its owncompetitive benefits, too.

“It always helps to be‘fueled by bacon’ whenyou’re going over-the-wall,”quips Carter. “That extra protein really helps give theguys that extra boost to perform at their best.”

Benefitting from best-in-class gloves, bacon and somegood old-fashioned blood,sweat and tears, Ogles andcompany wouldn’t have itany other way.

“All the hard work paysoff,” added Ogles. “It’s worthevery bit of it.”

Follow NASCAR Performance on Twitter and Facebookwww.twitter.com/NASCARauto

www.facebook.com/NASCARPerformance

The No. 43 crew has won the Quarter One Mechanix Wear MostValuable Pit Crew Award — the highest honor for pit crews in theNASCAR Sprint Cup Series. (Photo Credit: Getty Images)

NASCAR Spotlight Shines On Iconic Car, Fast Crew

By: Kimberly Hyde, NASCAR

Rear tire changer Dwayne Ogles says having the spotlight back on thelegendary No. 43 car is pretty cool. (Photo Credit: Getty Images)

ic june 2013

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