Brake & Front End, 11.2012

®

A MAGAZINE

� Gonzo: Brain Damaged � Death by Shock & Strut � Tech Tips: Ford, Toyota & Subaru

November 2012BrakeandFrontEnd.com

Circle #1 for Reader Service

CONTENTS

EditorAndrew Markel, ext. 296email: [email protected]

Managing Editor Tim Fritz, ext. 218email: [email protected]

Technical Editor Larry Carley

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

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

PublisherJim Merle, ext. 280 email: [email protected]

Advertising Director Cindy Ott, ext. 209email: [email protected]

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

Circulation AssistantKim Hedgepeth, ext. 260email: [email protected]

2 November 2012 | BrakeandFrontEnd.com

977th Issue, Volume 84, No. 11

18Brake Job: Cadillac DTSDTS is largest GM passenger carThe brake system of the DTS issimple to work on and has a lot incommon with other GM vehicles.When one comes in your shop,remember that every DTS isequipped with stability control andTPMS, so have a scan tool andTPMS tool on hand.

A Publication

18

3624

24Alignments Specs: GMW-Platform Alignment InspectionThe most importart part of the align-ment process is the customer inter-view. Find out why they need analignment. Ask them if they areexperiencing any clunks, thumps orpops. Also, ask at what speeds theyare experiencing the problem.

36Worn Shocks & Struts KillDo I have your attention now?Worn shocks and struts will notcause a vehicle to break down ornot start. However, new shocks andstruts can save a customer from hav-ing an encounter with a ditch ortrashing a new set of tires.

DEPARTMENTSA Publication

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Classified Sales

Tom [email protected], ext. 224


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HOME OFFICE

3550 Embassy Parkway Akron, Ohio 44333-8318330-670-1234FAX 330-670-0874www.babcox.com

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Bill [email protected], ext. 217

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Jeff [email protected], ext. 282

Columns

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BRAKE & FRONT END (ISSN 0193-726X)(November 2012, Volume 84, Number 11): Published monthly by Babcox Media, 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 BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913.BRAKE & FRONT END is a trademark of Babcox Publications, 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 subscription servicesrepresentative 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: $89 for 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 BRAKE& FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Statement of Ownership, Management and Circulation(Act of August 12, 1970; Section 3685. Title 39. United States Code.)

Publication Title: Brake & Front End Publication Number: 0193726X Filing Date: Sep. 20, 2012Issue Frequency: Monthly Number of Issues Published Annually: 12 Annual Subscription Price:$69Complete Mailing Address of Known Office of Publication:3550 Embassy Parkway, Akron, Ohio 44333-8318, Summit County. Contact Person: Pat Robinson Phone: 330-670-1234.Complete Mailing Address of Headquarters of Publisher: Same as above. Publisher: Jim Merle (address same as above). Editor: Andrew Markel (address same as above). Managing Editor: Tim Fritz (address same as above).Owner: William E. Babcox, Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333Known Bondholders, Mortgagees and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other Securities: None.Publication Title: Brake & Front End Issue Date for Circulation Data Below: August, 2012.

Extent and Nature of Circulation: Average no. copies each Actual no. copies ofissue during preceding single issue nearest to

12 months filing date

A. Total Number of Copies 38,463 37,691B. Paid and/or Requested Distribution – Individual Paid/Requested Mail Subscriptions Stated on Form 3541 37,273 35,090

C. Total Paid and/or Requested Circulation 37,273 35,090D. Nonrequested Distribution – Nonrequested Copies Distributed Outside the Mail 709 715

E. Total Nonrequested Distribution 925 2,336F. Total Distribution 38,198 37,426G. Copies Not Distributed 265 265H. Total 38,463 37,691I. Percent Paid and/or Requested Circulation 97.67% 93.87%

Publication of Statement of Ownership will be printed in the November 2012 issue of this publication I certify that the state-ments made by me above are correct and complete. Pat Robinson, Circulation Manager September 20, 2012

05 Viewpoint

08 Gonzo’s Tool Box

12 Industry Review

40 Chassis Restoration

44 Tech Tips

50 Products

52 Classifieds

54 Ad Index

56 Brake Lights

Stop Feeling Bad AboutSelling What a Driver Needs

BrakeandFrontEnd.com 5

In 1994, I was working at major chain re-pair/tire shop in Birmingham, MI, as aservice writer. I had not been there too

long and was just learning the ropes. Theshop was located in an affluent suburb of De-troit. The customers were a mixture of oldmoney, new money and retiree money fromfolks enjoying their “golden handshake” pen-sions from the Big Three.

I had made it through the morning rush ofpeople dropping off their cars for the daywhile they negotiated a ride to work, and wewere just starting to see the “early lunchcrowd” trying to get a single tire replaced ontheir leased vehicles.

I can’t remember her name anymore, but itwas one of those names that was sophisticat-ed, and sounded like one a grandmothershould have. She was in her mid-70s, butwas still active and independent, and wasvery involved in the lives of her grandchil-dren.I have to confess, I have a real soft spot for

old ladies. It is one of those involuntaryreactions that I picked up from my grand-mother and little old ladies from church. Ijust can’t help being extremely nice to them.She said that her son noticed that the rear

tires were starting to wear unevenly, espe-cially the right rear. I got her last name andstarted a repair order on the computer. Shewas a regular customer for more than 10years.Her car was a 1986 Ford Taurus Wagon

with about 52,000 miles. It was one of thosevehicles a person buys right after they retire,

hoping it would be the last car they everhave to buy. It was now eight-years old anda victim of Michigan’s potholes.She asked if we could look at it while she

waited. One of our techs was free at the timeand he got it in right away. He gave the cara test drive and an inspection on the align-ment rack.

The cause of the uneven rear tire wear wasthe lower control arms. The arms and bush-ings had seen their share of abuse and theywere worn and causing the toe and camberto be out of specification. Unfortunately, toadjust the control arms required specialparts.He also noted that all four tires should be

replaced due to wear. Also, he recommend-ed that all four struts needed replacement.On top of that, the front brakes only had alittle bit of friction material left.I got on the phone with my parts suppliers

for the camber and toe adjustment kit. I alsopriced out the set of tires, struts and brakes.To fix everything, the grand total wasaround $1,300. I looked at the total on mycalculator and started to second-guess mycalculations and the technician’s recommen-dations. To me, $1,300 was a lot of money atthe time. I started pricing the job out at dif-ferent level hoping to give her some optionsif money was an issue.

I looked at the old lady in the waiting roomwhile I was pondering my moral dilemma. Ithought she could probably get by withoutnew struts because she drove like an oldlady. Also, if I just sold her the tires without

ViewpointBy Andrew Markel | Editor

Circle #5 for Reader Service�

bringing the car into alignment,chances are the tires would out-live her (morbid thought, Iknow).It was also in the back of my

mind that one of her familymembers could come storminginto the shop saying that Iripped off grammy to the tuneof $1,300!

I also feared being featured inone of those investigative newsreports with a rapid fireannouncer saying, “Old ladygoes in for new tires, walks outwith a huge bill.” This wouldbe followed by a shot of mewalking from my car to theshop and a reporter in a trenchcoat shoving a microphone inmy face. I had seen these reports

numerous times and the shoptypically was the bad guy forselling stuff that was not need-ed. But, these reports often gotthe story wrong due to igno-rance of how a vehicle worksand how much service costs.

I went back into the shop totalk to the tech to get his opin-ion. He pointed out all of hisrecommendations and theextent of the problems with therear camber and toe. I was ask-ing a lot of “what ifs” and “is itreally that bad?” I felt reallybad for second guessing him.He had never seen the old lady.He just saw the car and itsworn parts. In his expert opin-ion, it was unsafe and the driv-er needed to do somethingabout it.With the estimate in hand, I

sat down next to her andexplained the estimate. I could

not lie to an old lady or try tobe a slick salesman. I wentdown the list item by itemexplaining why each needed tobe done. She approved all therepairs, and even asked for anoil change.

I couldn’t help but feel guiltyand overjoyed at the same time.It was a weird melancholy feel-ing that was punctuated byquestions of doubt and self-loathing.

It wasn’t until she came topick up the car that I realized Ihad done the right thing.

When I was writing up theestimate, I looked at costs frommy perspective and experiencesas a green service writer andeven greener technician.

I was not looking at it fromthe customer’s perspective. Atthe time, I was young, stupidand drove some of the mostdangerous vehicles in terms ofunperformed repairs because Iknew that I could fix it “some-day.” I believed in the philoso-phy that a car was half worn,not half broken. I took a lot of

risks to save a few dollars.For the old lady, I sat down

with her and I explained to herwhat it would take to bring hervehicle back to normal operat-ing conditions, which is whatshe wanted. Cost to her was asecondary factor. For the firsttime, I left my empathy andassumptions at the door andtold the customer what theshop could do for them.

There was no fancy sales mindgames with this approach. Itwas an easy sell that wasmaybe missed the last time shebrought her car to the shop foran oil change. She wanted hercar to be safe so she could driveher grandchildren around.

She was satisfied with theservice and even wrote a nicethank you card.

Never feel bad about sellingrepairs or maintenance on avehicle. If a vehicle needssomething, recommend it. Ifyou can make the benefit easilyapparent to the customer, theywill buy and be grateful yousold it to them.


Viewpoint

MAINTENANCE MATTERS At the AAPEX show, BRAKE & FRONT END made its own news

by launching a special supplement called Maintenance Matters. Itis tipped to page 13 of this issue. Maintenance Matters is focusedon how to help your shop sell more preventive maintenance itemsthrough inspection, equipment and communication. The magazine profiles two shops anonymously to see howthey are tackling selling maintenance to their customers. Theprofile analyzes two weeks of sold maintenance broken downby category. Unperformed maintenance represents a $62-billion opportunity

for shops. It is time for your shop to get its share! �


Throughout the evolution of the modern vehicle, there have been an increasing number of duties taken over by comput-

ers. These computers have not onlymade the engine more fuel efficient,but also more environmentally friendly.Nowadays, these systems are startingto “think” for themselves and makedecisions for the driver. Thingslike park assist, keeping a safe dis-tance between cars on the road andcollision avoidance are just a few examples of the capabilities ofthe modern computer-drivenautomobile.

In some ways, the car hasbecome a thinking, reasoningand quite capable robotic apparatus. You’re not so sureof that? Well, let’s define robotic function and a robot’stask. A robot is a device thatmanipulates its surroundingsby way of certain inputs,which are dictated by the soft-ware or information instructionsset into its protocol. In a sense,the information is its brain. Notall “robots” are in a form ofthe walking-talking version; a robot can be sta-tionary and perform onetask over and over again.

Take, for example, the Anti-lock BrakeSystem (ABS). This can be considered a roboticfunction. The ABS module (or brain) is given atask by way of its programming, and, in turn,watches for certain input signals from varioussources such as the wheel speed sensors, brake

pedal application, and engine and transmissioninputs. It’s a stationary robot in a non-stationarysetting. If the system fails to follow the preset

instructions, it gives the driver anindication of its condition by way of aservice light.

The necessary repair is still left upto the technician. I’m kind of glad forthat, as I don’t know if I’m up todealing with the “Terminator” men-tality of a walking, talking roboticdevice that inevitability figures outit’s smarter than its creator. These

days, a modern technician uses acomputer to talk to the vehi-cle’s computer. That makes itthree “brains” involved indetermining the reason for theservice light: two cyber brainsand one human brain. And,each one of them has to do itsjob correctly.

When one or more of these“brains” malfunctions (and, yes, Ido mean the technician’s too), thewhole process of figuring out the

problem becomes a lesson in futility. I recently had a car in the shop that

wasn’t communicating with any ofmy scanners. As the technician, aka

“The Human Brain,” it was mytask to figure out why and wherethe lack of communication was

originating. It wasn’t long before Itracked down the culprit. Not only was the

main PCM in the car dead, but so were severalother processors. It looked like a case of braindamage to me. All the usual suspects for this typeof problem, such as power sources, grounds and

By Scott “Gonzo” Weaver [email protected]’s Tool Box

BRAIN DAMAGEHow Many ‘Brains’ Does itTake to Fix a Car?

communication lines, checkedout to be in goodcondition. The test resultsshowed that the car had beenstruck by lightning. Itappeared that this little roboticwonder of modern technologyhad been done in by MotherNature herself. Even in theelectronic age…MotherNature still rules.

But among the variations ofproblems a technician can runacross, there are those occa-sions where the car is fine, butits second brain (the “scan-ner”) is damaged in someway. On occasion, I’ve had todeal with an uncooperativescanner. After getting in andout of a car countless times,and the endless twisting andmanipulating of the cords andconnections, the scanner cancome down with its own formof brain damage. Sometimes,it’s the service cord at fault,while other times it’s the scan-ner itself. (I keep the shippingboxes just in case I have tosend one in for repair.)

The big problem for theconsumer these days is themodern car can’t functionwithout these computers, norcan the modern techniciandiagnose or repair a lot of thefunctions without a computerto talk to the car. We’vebecome so dependent on theelectronic wizardry of thesemodern conveniences, thatour world today couldn’tfunction as we know it with-out them.

Sometimes, I feel like I’vegot brain damage myselfwhen I’m trying to figure outthe multitude of problemsbrought on by all these elec-

tronic components. There arenumerous problems that existonly in today’s cars becauseof all of these technicaladvancements. You wouldn’tsee some of these problemsin a car without a computerunder the hood.

In years past, a lot of carcomponents were rebuiltright in the shop, and mosteverything was a “hands-on”repair. A tech removed apart, would take it down toits individual components,replace one or more parts ofthe original component, andthen reassemble it. That isnot the case today. Mostparts are electronic or havebeen manufactured in a waythat the individual parts can’tbe taken apart. Most oftoday’s automotive repairsrequire a higher degree ofunderstanding of electronics,as well as mechanical apti-tude. You really need both tobe a good tech these days.

Our technical advance-ments and electronic world ismoving closer and closer to aplace that our forefathers ofjust one generation agowould never recognize. Itwon’t be long before theautomatous car is the norm(which is nothing more thana robot on wheels), andimagine what they wouldthink of those!

These innovations areenough to give me brain dam-age if I ever get a chance tostop and think about themlong enough. Technology willcontinue to evolve and deal-ing with those changes is whattoday’s successful technicianmust expertly do. �

Gonzo’s Tool Box


v

Babcox Media is saddened to announce thepassing of Mary Rebecca “Becky” Babcox,a longtime automotive aftermarket indus-try veteran. Becky died peacefully on Oct.15, 2012, in Akron, Ohio, after a long battlewith Multiple System Atrophy (MSA). Shewas 60 years old.

For many years, Becky was co-owner of Babcox Media, alongwith her brother, Bill Babcox. Together, they were the third gen-eration of the Babcox family to run the company founded bytheir grandfather, Edward S. Babcox in 1920. Becky retired fromthe company in 2006, after nearly 30 years in the business. Shewas named “Woman of the Year” by the Car Care CouncilWomen’s Board that same year.

In addition to serving as Corporate Secretary of Babcox, Beckywas Publisher of Automotive Rebuilder magazine, known todayas Engine Builder magazine. She was an active participant in therebuilding industry, serving as a board member of theProduction Engine Remanufacturers Association (PERA) andnumerous other aftermarket associations, including the EngineBuilders Association (AERA), the Automotive PartsRemanufacturers Association (APRA) and the Car Care CouncilWomen’s Board. Becky was well-known and respected for her contributions to

the industry and made many friends among aftermarket profes-sionals during her years of service. With her warm and friendlynature, Becky couldn’t walk down the aisles at trade showswithout receiving abundant hellos from admiring industrypeers. All those who knew her would say her generosity wasunmatched. She lived life with a positive attitude and even inthe end stages of life never relinquished her characteristic graceand humility. In addition to her significant career accomplishments, Becky

served her beloved Akron, Ohio, community by giving time andenergy to Goodwill Industries, Planned Parenthood, JuniorLeague of Akron, The Akron Garden Club, Old Trail School, andmany others.Becky was a graduate of Emory University and received her

MBA from The Ohio State University. She is survived by herson, Rob.

Longtime BabcoxMedia Executive BeckyBabcox Passes Away

Industry Review


Industry Review


Bosch Reorganizes U.S. Aftermarket Resources; Re-AffirmsCommitment To Focus On Customer NeedsRobert Bosch LLC has announced a re-organization of several of its independ-ent aftermarket resources in the UnitedStates. The Bosch Car Service Network,the Bosch Technical Training and Serviceorganization, and both the Parts and Di-agnostics/Wheel Service sales organiza-tions will now all be aligned into asingle structural unit in an effort to sim-plify sales and service in the independ-ent aftermarket. These changes are intended to moreeffectively support sales of Boschproducts through WDs, jobbers, retail-ers and repair shops, the companysaid. The announcement was made byBobby Bloom, vice president, inde-pendent automotive aftermarket forBosch in the U.S. The new organization also includesthe addition of customer marketingservices and e-commerce/digital market-ing functions. Within the digital market-ing sphere, Bosch has developed and

executed training apps for technicians,informative and educational socialmedia campaigns and has introducedcustomer-specific sales processes to amobile environment. “I’ve been fortunate enough to leaddigital efforts with two global brandsprior to joining Bosch and I think ourdigital team and strategy is second-to-none in this growing medium in the in-dustry,” said Bloom. “What is excitingabout this new arrangement is our abili-ty to utilize the best of our existing or-ganization and add new talent fromboth inside and outside the industry. Allof these efforts are focused on becom-ing an even better partner in the after-market by focusing our strategy on thetrends that are occurring, as well asthose yet to come. What counts is theexecution of our carefully developedstrategy, and that can’t take place with-out the right people. I’m proud to bepart of a team that is focused and com-

mitted to our customers. “As vehicles become more and morecomplex, technicians, shop owners, andparts professionals have an increasingneed for support at every level, includ-ing sales, training and marketing,”Bloom added. “Our strategy will allowus to fully leverage our leading-edgeproduct innovation and deliver trainingto installers on critical technologies suchas gasoline direct injection.” Bloom also noted that the companywill have dedicated personnel for vari-ous channels of distribution within theaftermarket. “This will allow our people to focustheir efforts on the specific needs of thechannel and level of distribution theyservice. We constantly monitor theneeds of our customers and our cus-tomers-to-be. Smart business practicesdictate that we continuously align ourstrategic goals with the needs of ourcustomers,” he said.

The Quality Engineers of Jasper Engines & Transmis-sions have updated the company’s transmission hy-draulic clutch testing process.

Hydraulic clutch testing is a method of simulatingthe operation of a transmission clutch. The processidentifies defective clutches not typically identifiedby dynamometer testing. “This is not a new tech-nology at JASPER,” says David Kassebaum,JASPER Transmission Quality Engineer. “But it hasbeen improved through the use of computerizeddata acquisition.”

Hydraulic clutch testing the transmission, prior tofinal assembly, will check for:

• Cracked drums or pistons; • Imperfections in the fluid channels; and • Defective or damaged seals. The test is performed using a transmission-specific

plate designed to direct oil to each of the individualclutches in the transmission.

A normal transmission dynamometer does not testthe individual clutches. It only tests the gear ratio,which only shows that the clutch has applied.During the dynamometer run, the transmissionpump sends significant amounts of oil to the clutch,which typically makes it difficult to identify leaks,or imperfections, in the clutch. Hydraulically test-ing the clutches individually is used to reduce, andprevent, complaints of harsh or soft shifts and otherdriveability concerns.

“Until recently, the process of hydraulic clutchtesting was done with analog gauges, and theclutch pressure measurements were not recordedor stored,” says Kassebaum. “With hardware andsoftware developed by JASPER, our method of test-ing has been greatly improved.”

For more information on the remanufacturedtransmissions of Jasper Engines & Transmissions,call 800-827-7455, or log ontowww.jasperengines.com. �

Industry Review

GUESS THE CAR! WIN $50!

Employees of Babcox Media, industry manufacturers and Brake and Front End advertisers are not eligible to enter.

What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visitingwww.BrakeandFrontEnd.com/guessthecar

The winner will be randomly selected from correct entries and awarded $50. Entries must be received by December 1, 2012.

#8

November Solution: Sonata(Hyundai) or MG MaestroSolved by: Michael Cornwell of Tuffy Auto Service in Lincoln Nebraska

CONGRATULATIONS Michael!

#9

JASPER Updates Transmission Hydraulic Clutch Testing


Brake Job 2006 CADILLAC DTS

2006

The 2006-current Cadillac DTS isthe largest sedan that GeneralMotors offers. The DTS incorpo-

rates the K-platform as denoted by the4th letter in the VIN. It is built on thesame line as the Buick Lucerne. Thetwo vehicles share many brake compo-nents, but option packaging is differentfor the Lucerne.

The brake system of the DTS is sim-ple to work on and has a lot in com-mon with other GM vehicles. Whenone comes into your shop, remember

that every DTS isequipped with stabilitycontrol and TPMS, sohave a scan tool andTPMS tool on hand.

VARIATIONS2006-current DTS models come with

two different caliper/rotor combina-tions. The J55 and JL9 systems can beidentified by the size of the rotor (theJ55 is larger in diameter and thick-ness).

Most front calipers and the bracketwill have the J55 or JL9 cast intothem. Also, the information is on theservice parts information tag. Eight-lug versions of the system are usedfor limos, but these are rare.

PADSSince the DTS is the largest GM pas-

senger vehicle, you should use a high-quality pad that can take the heat. In Bulletin No. 07-05-23-002, GM

reports that some customers may com-plain about brake noise/pulsationwhen traveling down steep grades.The cause was the brake pads becom-ing rough due to heat build-up duringbraking. GM recommends an updated pad

formulation, but most high qualityaftermarket pads can perform as wellor better.Replace the disc brake pads when the

friction surface is worn to within 0.76mm (0.030 in) of the mounting plates.Remove the brake calipers and inspectthe friction surfaces of the inner andouter disc brake pads to ensure thatthey are level.

Place the disc brake pad friction surfaces togetherand measure the gap between the surfaces. If morethan 0.13 mm (0.005 in) gap exists midwaybetween the length of the disc brake pads, replacethe disc brake pads.

ROTORSThe rotor specs for both brake packages are tight,

but the vehicle is not known for being runout sen-sitive. The rotor plates have enough material to getup to two brake jobs out of the rotors. GM recom-mends the use of an on-the-car lathe and the use ofBrake Align shims to correct assembled lateralrunout.

ROTOR SPECS

FRONT BRAKE ROTORS (J55)Diameter: 330.0 mm (12.99 in)Discard: 36.0 mm (1.417 in)Maximum Allowable Assembled Lateral Runout:

0.05 mm (0.002 in)Maximum Allowable Thickness Variation : 0.025

mm (0.001 in)Minimum Allowable Thickness after Refinishing:

37.0 mm (1.457 in) New Rotor Thickness: 38.00 mm (1.496 in)

REAR BRAKE ROTORS (J55)Diameter: 325.00 mm (12.79 in)Discard Thickness: 27.5 mm (1.083 in)Max Allowable Assembled Lateral Runout: 0.05

mm (0.002 in)Maximum Allowable Thickness Variation: 0.025

mm (0.001 in)Minimum Thickness after Refinishing: 28.0 mm

(1.102 in)Thickness (New, J55): 29.0 mm (1.142 in)

FRONT BRAKE ROTORS (JL9)Diameter: 323.0 mm (12.72 in)Min Thickness: 28.6 mm (1.126 in)Max Allowable Assembled Lateral Runout: 0.06

mm (0.002 in)Max Allowable Thickness Variation: 0.025 mm

(0.001 in)Rotor Thickness: 30.0 mm (1.181 in)

REAR BRAKE ROTORS (JL9)Diameter: 292.00 mm (11.50 in)Min Thickness: 10.5 mm (0.413 in)Max Allowable Assembled Lateral Runout: 0.06

mm (0.002 in)Max Allowable Thickness Variation: 0.025 mm

(0.001 in)Rotor Thickness: 12.00 mm (0.472 in)



CALIPERSThe calipers used on the DTS are common with

several GM platforms. The J55 package uses pheno-lic pistons in the front calipers. The JL9 package usesmetal pistons. It is recommended that new abutmentclips are used every time the pads are replaced.

The rear calipers are a single piston floatingdesign. They are actuated by cables to operate theemergency brakes. To remove the rear pads, dis-connect the cables at the caliper and use the righttool to turn the piston.

It is recommended that if pad taper is greater than0.15 mm (0.006 in), the caliper piston and hardwareare inspected and replaced if necessary. GM recom-mends applying a thin coat of high temperature sili-cone lube to the front brake caliper pin bolts.

BLEEDINGThe DTS can be bled using conventional proce-

dures without a scan tool. But if a hydraulic com-ponent is replaced, bleeding with a scan tool is rec-

ommended. The Auto Bleed Procedure may be ter-minated at any time during the process by select-ing the exit menu.

Procedure1. Remove all four tire and wheel assemblies.2. Inspect the brake system for leaks and visual

damage. Repair or replace components as needed.3. Install a scan tool.4. Turn the ignition ON, with the engine OFF.5. With the scan tool, establish communications

with the ABS system. Select Special Functions.Select Automated Bleed from the Special Functionsmenu. The Automated Bleed function will take 5 to20 seconds.6. Follow any screen instructions.7. Remove the scan tool.8. Following the directions given on the scan tool,

pressure bleed the base brake system.9. Follow the scan tool directions until the

desired brake pedal height is achieved.

Brake Job


10. If the bleed procedure isaborted, a malfunction exists.Perform the following stepsbefore resuming the bleed proce-dure:• If a DTC is detected, refer to

DTC list.• If the brake pedal feels

spongy, perform the convention-al brake bleed procedure again.

11. When the desired pedalheight is achieved, press the brakepedal to inspect for firmness.

12. Remove the scan tool.13. Install the tire and wheel

assemblies.14. Inspect the brake fluid level.15. Road test the vehicle while

inspecting that the pedal remainshigh and firm.

Warning: GM recommends thatyou use the following procedureto the to seat the pads against therotor before you burnish thepads and rotors.

1. With the engine OFF, gradu-ally apply the brake pedal toapproximately 2/3rds of its trav-el distance.2. Slowly release the brake

pedal.3. Wait 15 seconds, then repeat

steps 1-3 until a firm brake pedalapply is obtained; this will prop-erly seat the brake caliper pistonsand brake pads.4. Fill the brake master cylinder

reservoir to the proper level.5. Burnish the pads and rotors. �




The 2004-2013 GM W-Plat-form represents the evo-lution of the GM

mid/full-sized front-wheel-drive car. The W-Platform in-cludes best sellers like the2004-2013 Chevy Impala, 2006-2007 Chevy Monte Carlo, 2004-2008 Pontiac Grand Prix and2005-2009 Buick LaCrosse. Thisis a “bread and butter” vehiclefor every shop. This generationof vehicles is solid and easy towork on. Gone are the quirksof previous generations.

We will be concentrating onthe civilian V6-equipped versionthat represents about 95 percentof the W-Platform vehicles onthe road. The V8 and Police ver-sions have differentalignment/ride height specifica-tions and components.

The most important part of thealignment process is the cus-tomer interview. Find out whythey need an alignment. Askthem if they are experiencingany clunks, thumps or pops.Also, ask at what speeds theyare experiencing the problem.

PRE-ALIGNMENTINSPECTION

The 2006-current Impala hasbeen for the most part troublefree, but the steeringsystem,including thelinkage and powerassist system, hasbeen the topic of

several TSBs. If the rack hasbeen replaced or there is a cus-tomer complaint of noise orclunks, take the time to checkthe TSBs for proper diagnosticprocedures.

The first items to inspect arethe tires. Make sure to match thetire pressures that are listed onthe driver’s side door pillar.Inspect the overall condition ofthe tires. If the customer is com-plaining the vehicleis pulling, takethe time to markthe original positionof the tires beforerotation or radialforce measurementprocedures.

It has beenreported by severallaw enforcementagencies and bearingmanufacturers that

Alignment Spec SPONSORED BY

GM W-PlatformAlignment by Andrew Markel, Editor

the stock front-wheel bearingshave a limited life if the driver isaggressive. Make sure to inspectthe bearings before you performan alignment.Always check the upper strut

mounts. Visually inspect theupper mountsfor play in thebearing andlook at thecondition onthe rubber on the mount.Worn rear strut mountscan make a knocking noise.Check the steering rackbushings for play andwear. These bushings attach therack to the engine cradle andwill cause noise and steeringfeedback if worn.

FRONT SUSPENSIONAdjusting the camber requires

some extra work. GM did notelongate the lower bolt holesthat attach the strut to theknuckle on some vehicles orbuild adjustability into theupper strut mount. The 2010documentation shows move-ment without requiring slotting.

Before performing the align-ment, inspect any vehicle to findout if the alignment angles areadjustable or require extra parts,special procedures or kits. If you rationalize that you can

“eat” the extra labor time to slotstruts or to install cam bolts inhopes that the next few align-ments will be more profitable,you will be working for freemore often than you think. You can use two techniques to

make the camber adjustable.First, you can file the lower bolthole into a slot. GM recom-mends only performing thisoperation on the lower bolt

hole. Typically, this can safelygenerate ±1.25º of camberadjustment.

Second, you can install a cambolt in the upper strut-to-knuck-le bolt hole. The aftermarket kitscan give ±1.75º of adjustment.The strut-to-knuckle boltsshould be tightened to 96 ft. lbs.Make sure the customer ischarged for labor no matter whatmethod is used.

There is no front casteradjustment on this vehicle. Ifthe caster is out of specifica-tion, inspect the vehicle fordamage to the lower controlarm, bushings or the frontcrossmember.

Toe is adjusted with the tierods. Make sure the bellows ofthe boot are aligned and the bootis in good condition. It has beenreported that if the boot is mis-aligned or sagging, it can getcaught on the inner tie rod and

Alignment Spec


bind up or cause a popping noise.There are no special procedures to recalibrate the

steering position sensor after the vehicle has beenaligned. The calibration is performed by the com-puter when the vehicle is first driven.

REAR SUSPENSIONThe procedure to adjust the rear camber is to

install cam bolts in the upper hole slots. The torque

spec for the bolts is 89 ft. lbs. Thetoe is adjusted with the rearadjustable lateral link.

Check the bushings on the laterallinks. When the bushings wear, thetires will show an inner edge wear.

TSB CHECKS01-02-32-001P (Clunk While

Turning): Some customers maycomment on a clunk-type noisecoming from the front of the vehiclewhile driving during a turningmaneuver. This condition may alsobe felt through the steering wheelwhen the vehicle is stationary andthe wheel is rotated from steeringstop to steering stop.

Some vehicles may only exhibit thenoise once for every 360° of wheelrotation. On all other vehicles, thisclunk noise will be noticed duringlow speed acceleration or decelera-tion, typically in light turns of thesteering wheel or whenapplying/releasing the brakes. Thiscondition may be caused by a “slipstick” condition of the steering inter-mediate shaft resulting in the clunknoise or feel through the steeringwheel. GM recommends replacingthe shaft with an updated part.

07-03-09-001J (Creak, Pop, Clunk


Alignment Spec


Noise, Rear Strut, UpperMount): Some customers maycomment on a creak, pop orclunk noise coming from therear of the vehicle. This condi-tion may be caused by the rearstrut spring rubber isolatorcontacting the lower springcoil. Through the rear wheel-house opening, locate thelower first four rubber isolatortabs. Using a utility knife, cutthe four tabs flush with thesurface of the isolator. Be care-ful not to cut all the waythrough the rubber isolator tothe metal spring coil. Apply ahigh-temperature water-resist-ant grease to the lower springcoil. Cover the entire areaunder the removed tabs.

INDIRECT TPMSSome 2004-2007 W-Platform

models use indirect tire pressuremonitoring systems that use thewheel speed sensors to deter-mine inflation. The softwarerequires up to 8 km (5 miles) ofstraight line, smooth road driv-ing in each of the four speedranges to complete the calibra-tion process in order to have anycapability for detecting a tirepressure condition.

19 - 40 mph40 - 59 mph59 - 74.5 mph74.5 - 90 mph

Each of the speed ranges have 2modes of operation:

• Calibration• DetectionIn calibration mode the TPM

system is learning the tire pres-sure calibrations and can notdetect a low tire pressure condi-

tion. In detection mode the TPMsystem has learned the tire pres-sure calibration and can detect alow tire pressure condition. If thepressure in one tire becomes 7-10psi lower or higher than the otherthree, the EBCM commands theDIC to display The LOW TIREPRESSURE warning message.Important: After resetting, the

TPM system requires up to 8km/h (5 miles) of flat, smoothroad straight line driving in eachof the four speed ranges to com-plete the calibration process.

USING THE DRIVERINFORMATION CENTER(DIC) 1. Set all tire pressures to the

recommended kPa/psi (refer toTire Inflation PressureSpecifications).

2. Turn ON the ignition, withthe engine OFF.

3. Press the vehicle informationbutton until TIRE INFLATIONMONITOR SYSTEM PRESS(down/left arrow) SWITCH TO

RESET is displayed.4. Press and hold the down/left

arrow button until TIRE INFLA-TION MONITOR SYSTEM HASBEEN RESET is displayed.5. Release the down/left arrow

button and TIRE PRESSURENORMAL is displayed.

DIRECT TPMSTPMS Sensor Matching1. Set the parking brake.2. Turn the ignition switch to

ON/RUN with the engine off.3. Press and hold the keyless

entry fob transmitter’s LOCK andUNLOCK buttons, at the sametime, for about five seconds tostart the TPMS learn mode. Thehorn sounds twice indicating theTPMS receiver is ready and inlearn mode.4. Starting with the left front

tire, activate the sensor by hold-ing the TPMS tool aimedupward against the tire sidewallclose to the wheel rim at thevalve stem location. Press andrelease the activate button and

Alignment Spec

wait for a horn chirp.5. Once the horn

chirp has sounded, thesensor information islearned and the turnsignal in the next loca-tion to be learned willilluminate. On mostmodels, the driver-sidefront turn signal alsocomes on to indicatethat corner’s sensor isready to be learned. 6. When a sensor ID

has been learned, themodule sends a serialdata message to the BCMto sound a horn chirp. This verifies the sensor hastransmitted its ID and has received and learned it.The module must learn the sensor IDs in theproper sequence to determine sensor’s location.The first learned ID is assigned to the left front

location, the second to right front, the third toright rear and the fourth to left rear. On mostmodels, the turn signals will individually illumi-nate indicating which location is to be learned inthe proper sequence. �

Alignment Spec



Ride Control

Do I have your attention now?

Can’t sell shocks and struts? What is yourexcuse? Do you blame the economy, cus-tomer income or even how well late-

model vehicles are manufactured? There shouldbe no excuse when it comes to recommendingnew shocks and struts. By not recommendingthese items, you are doing the customer agreater disservice than stealing change out oftheir ashtray.Worn shocks and struts will not cause a

vehicle to break down or not start. However,new shocks and struts can save a customerfrom having an encounter with a ditch ortrashing a new set of tires. Never forget that acar with worn shocks and struts can kill.

INSPECTIONThe first step in selling ride control is the

inspection process. A visual inspection of the

shocks and struts can tell you a lot about thestate of the ride control units and providesthe opportunity to make sure the vehicle isroadworthy before you put your own life atrisk.

Look for signs that the units might be leak-ing oil, such as the accumulation of roadgrime or the presence of oil inside the bootsand dust shields. Also keep an eye out for“witness marks” that indicate the suspensionmight have bottomed out recently. Make sureall bushings and hardware for the ride con-trol units are still on the vehicle.

Though not a very scientific method fordiagnosing weak dampers, a bounce test canbe used to visually demonstrate the lack of

“Witness Marks”

by Andrew Markel, Editor

resistance in badly worn dampers. Push down onone corner of the vehicle and rock the suspensionseveral times, then release it. Repeat the test ateach corner of the vehicle. Good dampers shouldstop the motion within a bounce or two. Weakones won’t.Don’t reuse the bearing plates unless they are in

perfect condition. Pay close attention to the con-dition of the upper bearing plates. These supportthe weight of the vehicle, and are often in poor

condition. A bad bearing plate can cause steeringstiffness, noise and poor steering return (memorysteer).Inspect the tires. Uneven wear or toe wear

would tell you the wheels are out of alignment.Uneven surface wear across the face of the tirecan indicate weak ride control components. Onesign is tire cupping as a result of improper tirebalancing or improper damping force in theshock absorber. Also, tires may have inside or

Ride Control


outside excessive edge wearfrom improper wheel align-ment. This should also promptyou to suspect things like worntie rod ends, collapsed controlarm bushings, or maybe a bentstrut or spindle.

TEST DRIVE When going for a test drive,

you should have a clear objec-tive and methodical plan forinspecting the vehicle for ridecontrol component replacementand other unperformed repairs.Before going on a test drive,make sure there is enough gasin the tank, and be sure to havea clear list of symptoms andrelated conditions the customermight be experiencing. A good test driver will be able

to observe conditions or prob-lems with the vehicle that havedeveloped so slowly the owneris unaware of them — likedegraded shocks and struts.One of the keys to becoming agood test driver is to find adriving “loop” or route that hasa variety of road conditions.Using a predetermined loopcan help to build consistencythat will help you be able tospot small problems. For sus-pension road tests, your testloop should consist of a varietyof sections: a flat and straightsection; an area to test brakingand acceleration; an area with adip or bump; and an area thatoffers both left and right turns.

Never give up. It’s been esti-mated that 50% of ride controlsales occur on the second visit.This means that a large percent-

age of first-time sales pitchesfor ride control are followed by,“Sorry, no thank you.” But, thecustomer comes back eventual-ly. When you spend the time toexplain what was found duringthe inspection and test drive,you have planted a seed thatwill grow into a sale. The culti-vation of this seed might takeplace on the way home fromthe shop when the customernotices excessive dive and roll.

An effective sales tactic whenselling ride control is to startwith premium products firstrather than with the economyor less-expensive option. It cangive you a little room to pro-vide your customers withoptions that meet their budgetand vehicle life expectancy.Chances are your customerswant the best. Starting the esti-mate with the least expensivealternative can lower your prof-it. Quoting the lowest pricemight get some customers inthe door, but it may leave somecustomers wanting more. �

Ride Control


“Sorry, no thank you.”

When I lived in South-ern California duringthe early 1960s, I be-

came part of what I call the “carculture.” Most of us ended ourweek by cleaning up our carson Thursday nights so we couldcruise on Friday nights throughfamous drive-ins like Harvey’sBroiler on Firestone Boulevardand Bob’s Big Boy on SepulvedaBoulevard.

This year was special becausemy body and paint (B&P) manand I had just finished puttingthe finishing touches on my old1st-series 1955 Chevrolet 3100pickup, which I inherited frommy dad in 1973. Some vandalsstole the truck in 1991, blew upthe transplanted small-block V8engine, and vandalized thevehicle. It later rested peacefullyin my back yard until 2008,when I aired the tires, pulled itinto my shop, and began disas-sembling the body and chassis.

This first-series 1955 Chevrolet3100 truck represents the end ofan era in which a pickup truckwas built strictly as a utilityvehicle.

A few months after this truckwas built, Chevrolet entered anew marketing era by introduc-

ing the second-series 3100 witha standard 12-volt electrical sys-tem and an optional V8 engine,automatic transmission and styl-ized Cameo appearance pack-age.

CHASSIS RESTORATIONThe frame and running gear

was painstakingly cleaned andpainted with a semi-gloss blackthat is easily touched up andless likely to show surfacedefects. Years earlier, I hadrebuilt the front and rear axleand replaced all of the springshackle bushings.

The rivets holding the frontspring shackles and running

Chassis Restoration 1955 CHEVROLET 3100

by Gary Goms


KnowingEveryBump, Bang and Curve

board braces to the frame hadloosened and, in an earlier repair,had been tack-welded to theframe. This isn’t a procedure Iwould normally use, but one withwhich I had to live. When rebuilding the chassis, it’s

best to replace all brake and fuellines with reproduction lines andbrackets available from restora-tion suppliers. If you’re con-cerned about the safety and relia-bility of the single-piston mastercylinder, dual-piston conversionsare available.I recommend replacing all

brake lines, hoses, cylinders,shoes, hardware, drums andpark brake cables with new.Be aware that some repropark brake cables won’tmount securely in the stockframe brackets. I had to fab-ricate some small “L” brack-ets to prevent the new cablesfrom pulling out of theframe brackets.

For whatever reason, thebracket holding my pedalmounting shaft neededstraightening and, since thebracket is made from 1/4” steel,this is a very time-consuming job.

Before disassembling the frontaxle, check the camber angle oneach side. Back in the 1950s, amechanic had inadvertentlyswitched the spindles fromside-to-side during a collisionrepair, which caused my truckto wander.

Years later when I had my ownalignment machine, I switchedthe right and left spindles to pro-vide the most positive camber onthe driver’s side. Kingpin reaming has probably

become a lost art. When checkingkingpin wear, temporarily adjust

all endplay out of the wheel bear-ings and make sure that thetapered kingpin retaining bolt issnugged into place. All kingpinshave some play, but shouldn’thave enough to substantiallyaffect toe angle.

Once installed, the kingpinbushings must be carefullyreamed to a hand-press fit.

If the spindle is too tight to turnby hand when mounted on theaxle, the steering won’t returnproperly.

If the kingpin is fitted too loose-ly, it will develop excessive playat an early stage.Make sure that the kingpin sup-

port bearing is lubed andinstalled right-side up so it willshed water.Next, shim the endplay out of

the spindle and make sure theprotective end caps are proper-ly staked into place. One shotof quality water-resistant chas-sis grease at 1,500-mile inter-vals is generally enough tokeep the kingpins, tie rods,drag link and spring shacklesproperly lubricated.Last, repack the original ball-

type wheel bearings with viscous

wheel bearing grease and adjustto allow a few thousandths of aninch of endplay. If you’re con-cerned about bearing durability,tapered roller bearings are avail-able as a drop-in replacement.

Although remanufactured steer-ing gears are available, I rebuiltmy own. The major problem Ihad was removing the steeringworm bearing cup from theadjustable end plug. I ended uphaving a new plug custom-built.

If the recirculating ball portion isseverely worn, the steeringgear over-center adjustmentcan’t be made. When properlyadjusted, the steering wheelshould turn freely, but exhibitzero play at the steering gearcenter point and some loose-ness when turned to full lock.

DRIVETRAINI won’t spend much time on

drivetrain because the basictechnology hasn’t changedmuch in 50 years. Chevrolettrucks used a torque-tube

drive through 1954. The first-and second-series 1955 truckswere equipped with an open-dri-veshaft Hotchkiss drive.

The basic four-speed transmis-sion design was used until theearly ’60s.Because I’m building a higher-

revving engine for later installa-tion, I found that McLeodClutches in California still had thepatterns available to fabricate anew steel-billet flywheel to fit thedowel pins on the crankshafts ofthe early Chevy sixes.

McLeod also supplied the clutchassembly.

Later six-cylinder engines usethe same flywheel as the small-block V8 engines. �

Chassis Restoration 1955 CHEVROLET 3100



Tech Tips BMW / FORD / CHRYSLER / SUBARUThis month is sponsored by:

Vehicle Application: 2003 Z4 2.5L and 3.0L, and2004 Z4 2.5L

Customer Concern: The electric power steeringis not working properly.

Potential Causes: Defective electric motor powersteering (EMPS), blown fuse or damaged wiringharness.

Tests/Procedures:

1. The electric power steering system on thisvehicle is a one-piece unit that has the controlmodule and the power steering assist motor.2. Check for proper power and grounds at the

module. Fuse 22 and fuse 64 both feed the assem-bly. They provide battery voltage on the red wireand the green/white wire.

3. The brown wire should be chassis ground.4. Other wires are for communication and a sig-

nal from the steering angle sensor. These valuescan be checked in the datastream of a scan tool,but should not be a problem if there are no relat-ed codes stored for them.Tech Tips: The power steering assembly should

always have a centering clip installed on the shaftwhenever it’s removed from the vehicle. Onceinstalled, the clip can be removed. A new moduleshould have the clip installed; if not, return themodule and get another one. Never install a usedone because they will not be centered and clippedproperly. New modules also require coding andsteering angle initialization after installation.

Courtesy of Identifix.

BMW: ELECTRIC POWER STEERING IS NOT WORKING PROPERLY

FORD:Rear Drive AxleVent Oil Leak

ISSUE: Some 2005-2010 Mustangvehicles built on or before1/2/2012 may exhibit a heavyfluid leak from the rear axle ventafter hard acceleration.

ACTION

Follow the Service Proceduresteps to correct the conditionwith the vent tube.1. Inspect the rear drive axle

assembly for an oil leak from therattle cap vent located on thepassenger side axle tube.a. If oil is dripping from the

axle tube vent, a service replace-ment vent is available to correctthis condition. Proceed to Step 2.b. If only light oil residue is

around the rattle cap vent, this isnormal and do not proceed withthis procedure.2. Remove and discard the rat-

tle cap vent from the axle tube.Clean any oil residue from theaxle tube using isopropyl alcoholor suitable cleaner.3. Install Differential Vent and

torque to 20 N.m (15 lb-ft).4. Refer to Workshop Manual,

Section 205-02. Remove differen-tial fill plug and inspect fluidlevel. Adjust fluid level to thebottom of the fill plug, if neces-sary. Tighten fill plug to 30 N.m(22 lb-ft).

Courtesy of ALLDATA.

Tech Tips CHRYSLER


PROBLEM:ESP system may prematurelyactivate momentarily whennegotiating a curve or MILillumination due to diagnostictrouble code P0340, P0344 orP0116.

OVERVIEW:

This bulletin involves selec-tively erasing and reprogram-ming the Powertrain ControlModule (PCM) with new soft-ware.

MODELS:

2004-2007 Durango 2007 Aspen2007 Ram Truck 2005-2007 Grand Cherokee2006-2007 Commander 2004-2006 Liberty

NOTE: This bulletin appliesto the HB/HG/WK/WH/XK/XH/KJ vehicles equipped witha 3.7L, 4.7L or 5.7L engine(sales code EKG, EVA, EVD,EZB or EZA).**

NOTE: This bulletin appliesto the DR vehicles equippedwith a 5.7L engine (sales codeEZB).**

CONDITIONS: The customermay experience a prematureand momentary activation ofthe Electronic Stability Program(ESP) system. The prematureactivation of the ESP systemmay or may not be accompa-nied with the illumination ofthe ESP indicator lamp locatedin the instrument cluster. The

customer may experience themomentary ESP system activa-tion on a clover leaf-type turn,at speeds of approximately 25

to 40 MPH (40 to 64 KPH). Thiscould also be described as alack of throttle response or hesi-tation. Driving over speed

CHRYSLER: Stability Control System Engages Prematurely

Tech Tips CHRYSLER / SUBARU

bumps at a slight angle can alsocause the same ESP event ac-companied by lack of throttle re-sponse. The customer may alsocomplain of low idle speed.

The following Diagnostic Trouble Codes may be set:I. P0340 - Camshaft Position

Sensor Circuit - Bank 1 Sensor 1ii. P0344 - Camshaft Position

Sensor Intermittent - Bank 1Sensor 1

iii. P0116 - Engine CoolantTemperature SensorPerformanceDIAGNOSIS: Using a Scan Toolwith the appropriate diagnosticprocedures available in Tech-CONNECT, verify all enginesystems are functioning as de-signed. If other DTCs are pres-ent, record them on the repairorder and repair as necessarybefore proceeding further withthis bulletin.

If the vehicle operatordescribes or experiences theSymptom/Condition, performthe Repair Procedure. If thePCM software is up to date andthe above mentioned DTCs arepresent, then further diagnosisis required.

SOLUTION: Reflash the vehiclewith the latest software.Courtesy of ALLDATA.


If you receive a customer con-cern of a Check Engine light, ATTemp light or a no engine crankcondition, the wiring harnessesto the transmission range sensor(inhibitor switch) should beclosely inspected for damage or ashort circuit to the CVT trans-

mission case. In addition, Slow-Blow Fuse (SBF)-6 in the MainFuse Box (M/B) may also havefailed.The new-style inhibitor har-

ness assembly was incorporatedinto CVT production startingwith transmission #048056 in

the following vehicles.Model VIN4-Door C*0252945-Door C*233297 Harness Assembly Inhibitor:

New Part #: 31911AA041; OldPart #: 31911AA040

Service Procedure1. If any of the above DTCs

are stored in memory, inspectthe harnesses closely for dam-age or chaffing in the areasshown in Figure 1 on page 48.If no harness damage is found,diagnose each DTC per theappropriate service manual.

2. If DTC P2746 or P2750 arestored in memory at the sametime, the freeze-frame datashows vehicle speed (VSP) to be“0” and the service manualtroubleshooting results do notindicate a current fault is pres-ent, check to see if the inhibitorswitch wiring harness is out ofposition as shown in Figure 2.Another possible cause is

SUBARU: Impreza with DTCs P0705, P0851, P2746, P2750and/or No Crank, No Start

application of the acceleratorbefore full engagement of theCVT is complete. This canoccur when shifting betweenN and D, N and R, or P and Rcombined with an extendedpause between selecting ofthese ranges and might be

confirmed during a road testwith the customer. TCMreprogramming will be avail-able in the future for this con-dition, but until then, suggestavoiding the described drivingpattern. �

Tech Tips SUBARU


Figure 1 SUBARU

Figure 2 SUBARU Figure 3 SUBARU

BendPak Inc. proudly adds a newheavy-duty lift to their lineup. Thebrand new PCL-18 portable columnlift system features a revolutionarydesign that’s easier to use and re-duces operator fatigue. Six inch diam-eter Cush-Ride front wheels featurean adjustable active leaf spring de-sign that provides variable up-frontground clearance for smooth travel-ing over uneven floors, deterioratingasphalt, expansion seams and thresh-olds. Intuitive touchpad controls allowyou to operate, view and change operation parameters directlyfrom each individual touch-sensitive display.Circle #90 for information

Product Showcase

With an estimated 60%of vehicles on the roadin need of an alignment,Hunter EngineeringCompany developed thenew Quick Check systemto help shops quicklyidentify these vehiclesand drive more traffic tothe alignment bay. QuickCheck captures toe andcamber measurementsand produces printed results in under a minute. Service writers can then use the easy-to-understand,color-coded printouts to alert customers of misalignment issues and generatemore repair orders for alignment service.Circle #92 for information

Since its debut in 2010, the Snap-on digitalcatalog has proven to be popular amongmembers of Snap-on Nation with more than45 million page views to date. In additionto PC users accessing the popular tri-lingualSnap-on digital catalog through the websitehttp://buy1.snapon.com/bluetoad, a down-loadable app at the App Store for iOS de-vices has more than 600 pages of the latestSnap-on tool and equipment offerings, let-ting users browse and see the products ingreat detail. From hand tools and powertools to tool storage and diagnostics, the

ordering process is simple – just touch the tool on the screen and orderdirectly through the app.Circle #91 for information

91

92

90


NAPA is the handy place to getgifts for a handyman this season.Starting November 18th, stop intoa participating NAPA AUTO PARTSStore and pick up a GearWrench7-piece Ratcheting Wrench Set —in standard or metric — for just$29.99. Or, a Crescent 5-pieceLocking Plier Set, just $26.99. Pro-motion ends 12/31/12, while sup-plies last. www.NAPAOnline.comCircle #94 for information

94

Tenneco will accelerate its “Continuous Launch” product program in 2013with a significant number of new Monroe shock absorber and strut SKUs aswell as aggressive expansion of the Monroe Quick-Strut product line. Thecompany also will expand its Quick-Strut production capacity for the 10thconsecutive year. The continuous coverage program enables Tenneco cus-tomers to access the latest Monroe part numbers on a quarterly basis ratherthan waiting until the end of the year. Tenneco will introduce hundreds of ad-ditional automotive shock and strut numbers in 2013 and dozens of newMonroe commercial vehicle and Rancho performance SKUs.Circle #93 for information

The Bartec Tech200 TPMS ActivationTool is the latest innovation in TPMSsensor testing. This new tool is the per-fect fit for your “Test Before You Touch”step in TPMS servicing. It’s compact andrugged design, coupled with Bartecunique software flow, means every tech-nician in your shop can easily and quick-ly test TPMS Sensors. The Tech200 alsofeatures wireless Bluetooth. Easily trans-mit sensor information to a computer orprinter and quickly show your customerstheir sensor condition. This makes com-municating TPMS with your customermuch simpler, and starts the recordkeeping process. The Tech200 is avail-able beginning in December.Circle #95 for information


TRICO Products’ 2012/2013 U.S. Applica-tion Guide is specially designed for automo-tive technicians to quickly look up the prop-er wiper blade for a specific vehicle. 248pages compile detailed listings of wiperblades and washer pump product lines, aninterchange guide and a complete directoryof retail merchandisers and cabinets. Prod-uct information and applications for the newTRICO Ice winter wiper blade and premiumTRICO Force beam blade is also included. Itis updated with nearly eighty 2013 new ve-hicle models on the road today.Circle #96 for information

Federal-Mogul’s MOOG Steering and Suspension product line now includes 50additional parts that provide coverage of millions of popular foreign nameplateand domestic vehicles. Among the new parts now available through MOOGdistributors are the replacement left and right inner tie rod ends for 2009-2012Nissan Maxima models. Federal-Mogul also has introduced eight additionalMOOG premium control arms, including front lower control arms for 2006-2010Honda Civic passenger cars, and front lower control arms with premium MOOGball joints for 1999-2002 Mercury Villager; 1993-1997 Ford Probe; and 1995-

1999 Nissan Maxima GLE, 1995-1999 Maxima GXE and SE, and 1996-1999 Infiniti I30 Touring Model applications. Circle #97 for information

Product Showcase93

95

96

97

Brought to you by:

AutoCareProNews.com

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

52 November 2012 | BrakeandFrontEnd.com Circle #52 for Reader Service �

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AD INDEX

Advertiser . . . . . . . . . .Page Number

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Advance Auto Parts Professional . .19

Raybestos Chassis . . . . . . . . . .26, 27

Auto Value/Bumper to Bumper Cover 4

Akebono Corporation . . . . . . . . . . . . .1

APEX Tool Group . . . . . . . . . . . . . .34

Autodata Publications . . . . . . . . . . .14

Parts Plus . . . . . . . . . . . . . . . . . . . . .35

BendPak . . . . . . . . . . . . . . . .Insert, 38

CARDONE . . . . . . . . . . . . . . . . . . . . .9

DEA Products/Pioneer Inc . . . . . . . .25

DIRECTV . . . . . . . . . . . . . . . . . .28, 29

Federated Auto Parts . . . . . . . . . . . .23

Motorcraft,Ford Motor Company . . . .3

Hunter Engineering Co. . . . . . . . . . .30

Jasper Engines & Transmissions . .47, 48

KYB Americas Corp. . . . . . . . . . . . .39

Motorcraftservice.com . . . . . . . . . . .21

NAPA . . . . . . . . . . . . . . . . . . .7, 31, 43

Nucap Industries . . . . . . . . . . . .22, 40

O'Reilly Auto Parts . . . . . . . . . . . . . .15

Packard Industries . . . . . . . . . . . . . .20

Parts Master . . . . . . . . . . . . . . . . . . .49

Performance Friction Corp . . .Cover 3

Shell Lubricants . . . . . . . . . . . . .10, 11

SKF . . . . . . . . . . . . . . . . . . . . . . . . .45

Timken . . . . . . . . . . . . . . . . . . . . . . .12

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These pictures come froma reader who had a carbrought to him with brakenoise. The customer had a“shade tree” brake jobperformed on his car. Notonly was a pad installedbackwards, the conicallugnuts were installedwrong.

Brake Lights


Do you have your own bad brake story and pictures? If you do, it could beworth $75 and, if selected, your story could appear in BRAKE & FRONTEND. Send digital pictures and your contact information to: [email protected]. �

Brake & Front End, 11.2012

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