Brake & Front End, April 2014

®

A MAGAZINE

�Alignment Spec: Toyota Sienna �TPMS Tricks �Cartridge Wheel Bearing Replacement

BrakeandFrontEnd.comApril 2014

Reader Service: Go to www.bfeRAPIDRESPONSE.com

2 April 2014 | BrakeandFrontEnd.com

28Alignment Spec2005-2011 Toyota SiennaThe second-generation ToyotaSienna has a reputation in the alignment bay. Performing thisalignment requires knowledge ofsteering angle reset proceduresand run-flat tires.

36GM Late-Model BrakeServiceThe Changing Brakes of GMSince 2007, GM has been changingthe way it does brakes. From torque-to-yield bolts to Ferritic Nitro-Carburizing treated rotors, there aresome things you need to be awareof before you change pads.

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

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

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

Managing Editor Chris Crowell, ext. 268email: [email protected]

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

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

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

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

Volume 86, No. 4

A Publication

42Cartridge-Style WheelBearingsDiagnostics & InstallationWhat’s new? What should you watchfor? While the fundamentals of thejob have not changed since the1980s, what has changed is the complexity of the knuckle and thebearing seals.

36

28

COVER STORY: GM Brake Service

42

A Publication

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BRAKE & FRONT END (ISSN 0193-726X)(April 2014, Volume 86, Number 4): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodicalpostage 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. 288, to speak to a subscription servic-es 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: $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 toBRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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Columns6 On The Web

8 Viewpoint

12 Breaking News

14 Industry Review

24 Gonzo’s Toolbox

46 ASE A4 Test Prep

48 TPMS

51 Tech Tips

54 SHOP: Product Showcase

55 RAPID RESPONSE

56 Classifieds

60 Brake Lights

Why Chasing the Cheapest Brake Job Costs YourShop in the Long RunShops that chase the cheapest brake job do so fora few reasons, the biggest being they are afraid ofcosting more than the competition down the street

and maybe losing a customer. While this might work for some retailbusinesses, it will not work for a traditional repair shop building long-term customer growth and profitability.

Our March cover story generated a lot of buzz online. If you missed it,check it out at BrakeandFrontEnd.com.


Viewpoint

Accordingto a recentFederalReserve

survey of conditionsacross the U.S., auto-motive repair shopswere among the fewbusinesses benefitingfrom the winterweather in the firstquarter of 2014.

Many publiclytraded stocks in theautomotive partsand distributionsegments are at all-time highs. Analysts havediscovered that winter weatheris a bad thing for new car dealers, but a great thing forour industry. Some are evenpredicting that 2014 will beone of the best years for theauto care industry, if not thebest ever.

From Atlanta to Detroit, coldtemperatures this year havekilled marginal batteries, testedfuel systems and thickened oilto the point where lifters collapsed. Some shops are evenreporting a scarcity of certainbattery sizes, chassis compo-nents and radiators. The forecastis looking even better going intopothole season.

Fuel prices are predicted to staystable this spring, with no majorproblems at refineries this year,as we change over to the sum-

mer blends. This could meanmore miles driven. Also, withthe consolidation of airlines, theprice of plane tickets is convinc-ing some travelers to driverather than fly.

There is also a nice “bubble”of cars on the roads. From2005-‘07, U.S. vehicle salestopped 16 million cars andlight-trucks sold, and duringthe Great Recession, these vehi-cles did not receive the bestcare and maintenance. Nowthese vehicles, on average,have almost 100,000 miles onthe odometer and are in needof major repairs.

Add up all of these factors,and there is a perfect stormbuilding for shops this year.Take advantage of this time byinvesting in your shop andyour technicians. �

EPIC WINTER!Winter weather, oil prices, vehicle ‘bubble’building perfect economic storm for shops

By Andrew Markel | EDITOR


A New Name, A New Era

BreakingNews By Amy Antenora

For One Of The Industry’s Top AssociationsEarlier this month, Kathleen Schmatz, president and CEO, and Rich White, senior vice president, ofthe Automotive Aftermarket Industry Association, kicked off a media tour to educate aftermarket industry trade media and other constituents on a major rebranding for the association. They recentlyvisited Babcox Media’s corporate offices to talk to editors and publishers about this exciting change.

Aftermarket. It’s a term of famil-iarity for those who have worked inthis industry for some time, but whatdoes it really mean? Mention it at aparty or to a stranger on a plane andthey will walk away not really know-ing how massive and influential thisindustry is, or what it actually does.This was the thesis thatbrought about a majorchange for one of theindustry’s top associa-tions. Next month, theAutomotive AftermarketIndustry Association willusher in a new era for theassociation, its membersand the industry as awhole, as it officiallyrebrands itself as the AutoCare Association.

According to Schmatz,the need for a changebecame apparent whileon Capitol Hill, when theassociation would find itself spend-ing more time explaining what theaftermarket is, rather than focusingon the issues they came to address.

“There is this perception in otherindustries that the term ‘aftermarket’means second-rate,” she said. “Weneeded to increase awareness of therole and value of the industry with allstakeholders. The industry is not get-ting credit where credit is due.”

That credit she refers to is massiveand widespread — to the tune ofsome 4 million jobs created throughthe industry as well as other positivecontributions to society, such as

improving safety, boosting the econ-omy and helping the environment.

With a focus on external audi-ences, such as policymakers andconsumers, the Auto CareAssociation will emphasize the keyrole this industry plays in caring forpeople’s automobiles, much in the

same way the health care industrycares for people’s health.

“Our legislative staff is thrilled,”Schmatz said. “They are already see-ing great results with the new lan-guage and new message.”

“During Right to Repair, we foundwe were not defining the industryproperly,” White added.

More than a year in the making,the association worked with influen-tial Georgetown-based advertisingagency GMMB. According to White,the process was intensely compre-hensive. No stone was left unturned.“There were more than 80 pieces of

collateral materials, and that was justinternally, that needed to be updated,” White said.

White said the new messagingneeded to be three things: simple,relevant and repetitive. And while theAuto Care Association will focus onexternal audiences, they are hopeful

that the entire industry willadopt this new language infavor of the previous “insiderlanguage” that created issueswith awareness in the past.They hope this new messagingwill give the association andthe industry the same statureas such venerable associationsas AAA and AARP.

The rebranding was con-ducted in a four-phaseprocess, starting with internaland external focus groups.Now in phase two, the associ-ation is educating the industryabout the new change, which

will be officially unveiled at theupcoming Leadership Days, April 23-25, in Huntington Beach, Calif. Theevent itself will serve as the officiallaunch party for the new name andbrand messaging.

The association’s new website —www.autocare.org — will go liveApril 24. After that, the Auto CareAssociation will move on to phasesthree and four: an external rollout topolicy makers (phase 3) when thenew Congress is in place, and anexternal rollout to consumers (phase4), which is expected to wrap up in2015. �


v IndustryReviewNew Enhancements toFederated Car CareProgramThe Federated Car Care Centerprogram has been expanded andenhanced. Recent additions to theFederated Car Care program in-clude the MechanicNet expert au-tomotive marketing program,allowing individual car care cen-ters to create marketing plans spe-cific to their own business, andthe BusinessVoice on-hold market-ing program that helps shops in-crease customer share by updatingcallers on services and drivingthem to take the next step in thebuying process. Popular staples of the FederatedCar Care program remain as well,such as the free Roadside

Assistance program, theNationwide Warranty programand the dedicated Federated CarCare website that features a webpage for each car care centermember.

FordParts.com Launches‘Right Right Right’Sweepstakes forIndependent Installers andFleet AdministratorsBeginning March 3, 2014, Ford-Parts.com users can fulfill a dreamof a lifetime. Based on the premiseof finding the right tool to get youthe right part at the right time, the“Right Right Right” Sweepstakesis designed to show installers andfleet administrators just how easy

it is to do business onFordParts.com, and to rewardtheir commitment with an experi-ence they will never forget. Thesweepstakes is not open to thegeneral public, but rather for inde-pendent installers and fleet ad-ministrators.To enter the eight-week longpromotion, installers and fleetadministrators must register orconfirm their registration onFordParts.com. The grand prizewinner will win one of 10 Fordexperiences of their choice, whichinclude a thrilling two-day driv-ing school behind the wheel of aFord Racing Mustang, aNASCAR experience of a life-time, tickets and backstage pass-es for a Toby Keith concert and

IndustryReview

BrakeandFrontEnd.com 15

the opportunity to sit in the“toughest seats on earth” for aProfessional Bull Riders ofAmerica event.

New ATRA TransmissionGuides Available Now FromAVIAutomotive Video Innovations(AVI) announced the addition ofnearly 50 new repair manuals fromthe Automatic Transmission Rebuilders Association (ATRA).These in-depth technical guideswere created by ATRA members,who adhere to a strict standard ofhonest, professional service. The manuals contain everythingfrom basic transmission character-istics to troubleshooting to

rebuilding. The print guides, rang-ing in length from 50 to 100 pages,feature component education,common troubleshooting prac-tices, advanced diagnostics andinformation on rebuilding trans-missions. Import and electronicsystems are included as well.Manufacturers covered include:GM, Ford, Honda, Mitsubishi,Mercedes-Benz and Toyota.Visit Auto-video.com or diagnos-

ticnews.com for more information.

Bosch Launches NewDigital Marketing UniversityBosch has announced a signifi-cant new benefit for repair shopsthat are members of its exclusiveBosch Car Service program.

Going beyond traditional partsand technical training to helpBosch Service Centers reachthese consumers, Bosch islaunching its new Digital Marketing University to providenew training programs and toolsin areas such as website marketing, web scheduling, social media, loyalty and searchengine marketing.The initial training sessions willintroduce the latest digital marketingtechnologies and will be followed bywebinars and access to onlineresources, keeping shops in theBosch Service network at the fore-front of digital marketing. For moreinformation, head towww.boschcarservice.us.


v IndustryReview

Go to www.bfeRAPIDRESPONSE.com

Retiring Automotive Parts AssociatesPresident, CEO Dan Freeman SpeaksWith Brake & Front End

A Cleveland, OH, native, Dan’s career beganin 1964 working with his father who was in thewholesale/retail tire business, leasing space ina large discount store and selling passengerand truck tires. Fast-forward 50 years, andDan, who’s been at the helm of AutomotiveParts Associates (APA) for 25 years, looks back on his storied and suc-cessful career, and looks forward to giving back to the industry in hiswell-deserved retirement that began in March.What opportunities and challenges do you foresee for APA in

the next several years?First the challenges. A consolidating market (like the recent example

of Advance’s acquisition of CARQUEST and more mergers that are likelyon the horizon) makes it difficult to continue to grow the group. Thecontinuing growth of the retailers and big box players compresses mar-gins for our members. The complexity of vehicle repair, requiring a hugeinvestment in scan tools, will drive shops to focus and concentrate onselect repair work, and the proliferation of SKUs will be difficult to man-age. Telematics will drive more repairs to the dealers. Now the opportunities. E-tailing (mail order businesses that do not

have brick and mortar buildings for walk-ins) and niche markets willcontinue to be fertile grounds for growth. (A lot of our members saytheir largest customer is eBay.)There will be more specialized repairs, repair by nameplate (i.e.

Honda-only repair specialists), European repair specialists (even luxuryAsian specialists focusing only on Lexus, for example), light- andmedium-duty truck repair and restoration-only shops.With labor rates that are still well under $100 (vs. $125+ at the

dealer), independents can be really competitive on price. And, byspecializing, their customers will feel like they can get a quality repairfor less than at the dealer. Shops can recoup the cost of the neces-sary equipment through the increased volume of specialized work.We will begin to see the Chinese and Indian cars in our market (Chery

Motors, Tata Motors). That’s great news for independents becausethey’ll find new avenues to grab a little business here and there. The bigbox retailers do not do well with these niches. The future is bright for independent repair shop owners who identi-

fy new service opportunities and run a good business.For the rest of Brake & Front End’s exclusive interview with

Dan, head to www.BrakeandFrontEnd.com and search “DanFreeman.”

v


IndustryReviewAutoMD.com Says New ‘Vehicle Ownership Lifespan’ is 10 Years

Lengthy vehicle ownership is the new normal, even as the economy improves, according to AutoMD.com's2014 Vehicle Mileage Survey, with nearly 80 percent of consumers comfortable with a 10-plus years or "untilit dies" vehicle lifespan. And, the majority who are keeping their vehicle for longer say that an improving

economy will not change that, asevidenced by the steady growth inmiles they are reporting on theirprimary vehicles.And, while the survey does show

that, year-over-year, the number ofconsumers who say they plan todrive their primary vehicle “until itdies” has decreased from a high of56 percent in recession-impacted2010 to 35 percent in 2013, morethan half still plan to drive theirvehicles for 100,000 miles or more,with the vast majority saying thatthe old two- to three-year owner-ship model is dead.“This longer ownership cycle is

increasing the likelihood that con-sumers will empower themselvesby researching repair and repairpricing info online,” said BrianHafer, VP of marketing forAutoMD.com. “And — in goodnews for repair shops — not onlydoes this survey show that thesecar owners are more likely tochoose an independent repair shopfor their service needs, but what weare we seeing at AutoMD.combears this out, with more and moreconsumers searching for repairshops online.”

Report HighlightsNearly 80 percent of consumers be-lieve 10-plus years or "until it dies"is the appropriate lifespan of a ve-hicle, with only 3 percent sayingthree to five years is the rightlength of time to own a vehicle —and these numbers have not shiftedyear-over-year. This echoes third-


v IndustryReview

party data that confirms that the average vehicleon the road is 11.3 years and holding steady to11.5 in 2018.When asked the most important reason for

holding onto their vehicle for more than 100,000miles, more consumers cited their vigilance withrepairs and service than any other reason, followed by the economy and cost savings. This is good news for repair shops: one in four

holding onto their vehicles for longer say thatthey are more likely to stick to the vehicle's maintenance schedule and will opt to visit anindependent repair shop to save money. And, when all respondents were asked what

kind of service center they are most likely to use,the vast majority (71 percent) said independentrepair shop.


New ANCOWipers OnlineContest to Award $10,000 inSponsorships to Youth HockeyTeamsFederal-Mogul’sANCO Wipers brandis showing its supportof youth hockeyleagues across NorthAmerica through aninnovative onlinevideo contest that willaward $10,000 in youth hockey sponsorships toteams that best demonstrate their commitment tothe game. ANCO is The Official Wiper Blade ofthe National Hockey League.


The ANCO “Future Hockey Stars” contestenables youth hockey teams to compete forsponsorships by visitingwww.ANCOWipers.com and posting 2-minutevideo entries. Federal-Mogul will award a $1,000ANCO Future Hockey Stars sponsorship to eachof five finalist teams and an additional $5,000grand-prize team sponsorship to one of the final-ists based in part on votes cast by consumerswho visit the ANCO website. Video entries will be accepted at

www.ANCOWipers.com from June 10 through July15, 2014, and voting will begin July 29, 2014.Finalists will be announced Aug. 20, 2014, and the$5,000 grand-prize sponsorship will be awardedSept. 24, 2014.

American Petroleum Institute'sMotor Oil Matters WebsiteReceives Virtual Tune-UpThe American Petroleum Institute unveiled itsnewly refurbished website for the Motor OilMatters (MOM) program, featuring new contentand a redesigned architecture to help clearlyidentify and direct consumers and industry audi-ences to the right content for their needs.

Motor Oil Matters is a consumer educationand industry watchdog program run by theAmerican Petroleum Institute, established tostress the benefits of quality motor oils and bringtogether consumers and all parts of the motor oilbusiness to ensure drivers get the right motor oilfor their cars and trucks – every time.For consumers, the new site has been rebuilt to

reinforce MOM’s position as a quality resource forinformation on car care and engine maintenance,including an extended database of educationalautomotive material controlled by an enhancedSiteCore content management system.

v


IndustryReview


FRAM Shows Drivers How to “Do ItRight” in New National AdvertisingCampaign�FRAM unveiled a new national creative campaignfrom Dallas independent agency The RichardsGroup. Titled “Do It Right,” the work expressesthe idea that for those who want to do right bytheir vehicles, FRAM filters are the only choice. The campaign debuted March 3, 2014, and in-cludes TV, digital, print and on-site event activa-tion components. The “Do It Right” campaignhumorously illustrates sport competitions wherethe right equipment makes all the difference, simi-lar to working on your car. �

The 2014 VisionHiTechTraining &

Expo took place atthe Overland ParkConvention Center inKansas City. I try toattend every year,take some classes,browse the expo, andmeet up with someold friends. Classes range fromhybrid service, scope and scannerreading, diesel and gas enginedriveability, and shop manage-ment. Some of the top instructorsgather at this convention and puttogether some of the best classesI’ve ever attended. Whether it’syour first or 40th year in the repair business, you’ll learnsomething new from attendingthe Vision HiTech convention.

The ClassesMost of the classes were all day— the morning half was lectureand familiarization with thetools and specifications whilethe afternoon session washands-on. Each containedexceptional information andinstruction.

The first class I attended wason hybrid battery servicing. Theclass went deep into the theorybehind the technology, how itworks and how to properlycharge, discharge and test eachcell separately.

I also sat in on classes coveringscope reading, diesel diagnosticsand hybrid diagnostics. Everyone of them was top notch.

The ExpoThen, with time to spare, I madethe rounds through the expoand talked with several vendorsand suppliers. From tires totools to demonstrations, therewas something for every formof automotive repair.

The PeopleAll of the classes, seminars onfuture technology, luncheonspeeches, live podcasts and“think tank” discussion panelswere impressive and wellreceived. For me though, theguys and gals in attendance, theones that swing the wrenches inthe service bays across the coun-try, were just as impressive.

This convention brings out thecream of the crop — those pro-fessionals who are seeking tobecome better technicians. You

By Scott “Gonzo” Weaver

Gonzo’sToolbox

Best of the BestTales from the VisionHiTech Training & Expo


don’t go to one of these conven-tions to learn to be a “partschanger.” This is the type of con-vention you attend to becomeone of the best.

An email I received said itbest: “I learned a lot at the con-vention, and now I’m back atmy job and have to deal with allof these not-so-educated guysfrom other repair shops all overagain.” What he means is thereare so many variations of theword “mechanic” out there thata lot of people just lump us alltogether. It almost sounds like afour-letter word when some-body is at the service counterand says, “My friend alreadytold me what’s wrong becausehe’s a mechanic just like you.”

In my opinion, what they arereally telling me is their“mechanic” either doesn’t havethe tools to perform the neces-sary repair, or they have nevertaken any training on how toperform the repair.

These are the “mechanics”that give the rest of the autoindustry a bad name. Partschangers, guess-and-go repairshops, and the proverbial, “Ihad the codes checked at theparts store.”

For the technicians attendingthese training conventions, it’sall about learning or updatingtheir skills, not about changingparts. Don’t get me wrong; thereare still top-notch techniciansout there who didn’t attend thisconvention. If you’re readingthis, then you obviously areengaged in our industry. I’mtalking about those “mechanics”who don’t attend conventions,don’t read the latest technicalarticles and procedures, don’tkeep up with the technology anddon’t want any part of learning

up-to-date practices becausethey either think they alreadyknow everything or are to dangstubborn to think somebodymight know more.

You’re never too old to learnsomething new.

The Best of the BestThe other nice part about attend-ing a convention like Vision isthe meet and greet aspect. You’reat a convention where like-minded individuals are in atten-dance; you’re on commonground. They understand thedaily grind, the diagnostic andtool issues, the grease andgrime, and what it’s like to try tomake a living from the under-side of a hood. Each of them hasa story to tell, and it was com-mon to see techs from differentparts of the country get togetherat the nearest watering hole andswap their latest stories. Whenthe evening came to a close,everyone left with a newfoundrespect for their trade, them-selves and the other attendees.

So, there’s a lot more going onat these conventions than classesand sales pitches. It’s a place forthe best of the best to meet therest of the best of the best. I’mnever disappointed after spend-ing a few hours with some of theguys and gals at these conven-tions, and I plan on continuingto do so.

Until we reach a point in thefuture where all this car knowl-edge can be surgically implantedor is taken over by some weird,futuristic robot control, attend-ing a few classes to increaseyour knowledge is important.Let’s face it; to keep those com-puterized metal monsters on theroad, it’s going to take the bestof the best. �

Gonzo’s Toolbox


AlignmentSpec By Andrew Markel | EDITOR

The second-generationToyota Sienna mini-van is based on theCamry platform, and

comes in both 2WD and AWDversions. When aligning thisvehicle, there are three thingsyou should know. First, a Sien-na with stability control willrequire a recalibration of thesteering angle sensor. Second,rear tire wear can be a problemon some vehicles. Third, run-flat tires can be expensive anddifficult to service.

FRONT SUSPENSIONThe front suspension of theSienna is a MacPherson strutdesign. There is no casteradjustment. Camber can beadjusted by installing cambolts in the lower mounting

hole of the strut. Some kitscan give ±1.75º of camber. Keep an eye on the casterand camber cross-tolerancesbecause a significant differ-ence between the two sidescould cause a pulling condi-tion.When inspecting the frontsuspension of the Sienna,pay attention to the sway barlinks, these can wear out atthe end. Also, the bushing inthe rear of the control armcan wear out. Tearing or sep-aration of the rubber fromthe carrier is grounds forreplacement.

REAR SUSPENSIONThe Sienna uses a trailing armbeam axle in the rear on boththe 2WD and AWD models.

No adjustments are built intothe axle. Aftermarket shimscan be installed between theaxle and bearing flange toadjust the toe and camber.These shims can adjust thecamber or toe by ±1.00º. The most common problemreported by drivers is inneredge tire wear on rear tires.The main culprit is lack ofrotation. In some cases, it is aproblem with the axle beingout of alignment. Also, rideheights and overloading cancause edge wear. But, properratation can increase tire life. There was a recall on thesevehicles for the spare tire carri-er on the 1998-2010 2WD mod-els. The cable used to raise andlower the spare tire could cor-rode and break, so make sure


Toyota Sienna Minivan2005-2011

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the spare is secure. The differen-tial for the AWD models took upthe space for the spare. This iswhy Toyota made run-flat tiresstandard on AWD models.

ZERO-POINT CALIBRATIONLate-model vans (2004 to current)require a scan tool and special pro-cedure to perform a zero-point cal-ibration of the steering angle, yawand deceleration sensors. It ishighly recommended to do thisthrough the OBDII port. You candisconnect the negative batterycable, but this can’t confirm thatthe system has been calibratedproperly. It’s common to performthe battery disconnect procedureonly to have the vehicle returnwith the VSC light on. Use a scan tool, or Hunter’sCodeLink tool, which is pro-grammed to address Toyota’srequirements relative to the VSCzero-point calibration. Hunterhas simplified the process with aseamless transition from the finalfront toe adjustment to therequired reset. You can reset thesystem by jumping two pins inthe diagnostic connector and/ordisconnecting the battery, butthere is no way to confirm ordocument that the calibrationwas properly performed.The steering position sensor’sbasic function is to monitor thedriver’s steering inputs. Thisincludes the angle of the steeringwheel and/or the rate at whichthe driver is turning the wheel.The steering position sensor onthe Sienna is located behind thesteering wheel and is a high-reso-




AlignmentSpeclution sensor.The VSC system relies on accurate steering inputfrom the steering angle sensor to analyze a situa-

tion and apply appropriate measures to help directthe vehicle on the intended path.The Toyota VSC system uses the information

from the steering position sensorand compares the information tothe yaw and deceleration sensorto determine what the car isdoing. After the recalibration, the vehi-cle should be drive for fiveminute and at least one lock-to-lock turn is performed.

RUN-FLAT TIRESWhen run-flat tires were first intro-duced on the AWD Sienna in 2004,replacement Dunlop DSST orBridgestone tires could cost asmuch as $700 each. Today, replace-ment tires can be found in the $200range. Tires get more expensive asthe Uniform Tire Quality GradingStandard (UTQGS) rating for wearincreases.The 2004-2006 Sienna AWDmodels were part of a successfulclass action lawsuit that allegedthe tires were wearing prema-turely and unevenly. Plaintiffswere given a tire warranty thatgave them new tires if the exist-ing set wore out before threeyears or 36,000 miles. There wasno reimbursement for align-ments. Many owners reportedtheir tires wore out in as little as15,000 miles, with most of thewear occuring at the rear accord-ing to consumer complaints.It is possible to replace the run-flat tires with standard tires, butthe customer should buy a sparetire, inflation kit with sealant or aroadside service plan.If they go with the spare tireoption, on AWD models the sparecan take up room behind the third-row seat and prevent the seatsfrom being folded flat. �

REAR

BrakeJob By Andrew Markel

GM currently hasabout eight ac-tive vehicleplatforms in

North America, and manyof these platforms sharefoundation brake technology and systems,like ABS and parkingbrakes. Compared to the previous generation ofGM vehicles, these brakesystems are more robust,yet more precise, andfocused on reducing brakenoise problems. Nearlyevery GM passenger carand light truck platform isdesigned around ceramicbrake pad formulations.New caliper and knuckledesigns have been incorporated, and smallitems like guide pins and abutment clips have been redesigned. Thesechanges have helped GM climb the J.D. Power & Associates InitialQuality Rankings in the past five years.

TORQUE ANGLES In 2007, GM started using caliper bracketbolts that were different in appearancethan previous fasteners. In order to rein-stall the caliper bracket, you need atorque angle gauge and two new caliperbracket bolts. The bolts are torque-to-yield (TTY) mounting fasteners thatstretch — they are torqued beyond thestate of elasticity and undergo a plastictransformation, causing them to becomepermanently elongated. These bolts usehigh-strength threadlocker to hold themin place (that’s the “red stuff”). Some front caliper bracket bolts needtightened to 150 Nm (111 ft.-lb.), and thebolt needs turned 45º and then another15 degrees. Rear calipers should be tight-ened to 100 Nm (74 ft.-lb.) and turned


GM Late-Model Brake Job Tips

This caliperbracket bolt isa torque-to-yield fastener.GM recommendsreplacement ifthe bracket isremoved.

BrakeJob60º. GM advises that the caliperbolts should be replaced everytime the bracket is removed.

GUIDE PINS GM realized that corrosion and con-tamination of the guide pins andbores were the leading causes ofuneven and premature brake padwear. In order to extend the life ofthe pads and calipers, GM startedusing special plating and coating onthe guide pins.

Do not use any air tools to removethe guide pin bolts; use hand toolsonly. Use an open-end wrench tohold the caliper guide pin in linewith the brake caliper while remov-ing or installing the caliper guidepin bolt. Failure to take this precau-tion can cause the pin to spin in thebore and scrape the plating.

ROTORSIn 2011, GM started to use FerriticNitrocarburizing (FNC) rotors onsome vehicles. FNC rotors were firstintroduced on the Buick Lacrosseand Regal as well as on theChevrolet Malibu, Impala and Voltin 2011. FNC rotors will be used on

more than 80 percent of GM’s U.S.vehicles by model year 2016. FNC keeps rotors free of surfacerust that causes “lot rot” and leadsto brake pedal or steering wheelshudder. Application of the FNCtechnology involves an additionalmanufacturing process that heatsthe rotors at 560º C for up to 24hours in a giant oven. Inside thenitrogen-rich atmosphere, nitrogenatoms bond to the surface of thesteel rotor, hardening and strength-ening the rotor. This hardenedlayer causes the rotor to wearslower and reduces corrosion,which means less brake dustbecause the largest contributor ofvisible brake dust on wheels isgenerated by the rotor. GM recommends the use of an on-the-car lathe and Brake Align shimsto correct assembled lateral runout.

PARKING BRAKESMany 2010 and newer GM vehi-cles now have an electric parkingbrake switch in the center consolethat takes the place of the manualparking brake system with a footpedal or release handle. The elec-tric parking brake is used for morethan parking, too. The system canbe used for hill starts and, inhybrids, during stop/start engineoperation.The parking brake control module


GM has been using these abutmentclips that reduce noise and drag.

Black oxide treatment on a guidepin from a 2010 GMC Acadia.

Special plating on guide pin from a2013 Chevy Malibu

has an internal motor, applyactuator, release actuator andtemperature sensor. The parkingbrake control module also con-tains the logic for applying andreleasing the parking brakewhen commanded by the park-ing brake control switch. Whenthe parking brake control mod-ule receives a signal from theswitch, the internal circuit boardtemperature is checked to verifyit is within operating rangebefore the control module per-forms the requested operation.The system also adjusts the rearparking brake. When there is insufficient elec-trical power, the electric parkingbrake cannot be applied orreleased. If the red parking brakelight is flashing, the electricparking brake is only partiallyapplied or released, or there is aproblem with the electric park-ing brake. The message “ServicePark Brake” will be displayed. To release the electric parkingbrake, turn the ignition switch tothe ON or RUN position, applyand hold the brake pedal, andpush down momentarily on theparking brake control switch.When the electric parking brakeis released, the red parking brakelight turns off. If the electronic parking brakecontrol module is replaced, or ifthere is a concern with either lowpedal, noise or the brake is notholding, the module can be cali-brated with or without a scantool on most GM models.In the event you need to releasethe electric parking brake andthe battery is dead, the EPD typi-cally can be accessed in one ofthe rear wheel wells. Using asquare-drive tool, rotate themechanism clockwise until thetension is fully released from the

parking brake cables. Up to 50turns may be required until theparking brake cable tension isfully released.

TWO-MODE HYBRID BRAKESThe two-mode full-sized hybridsystem has a unique brake pedalfeel because the hydraulic sys-tem is not the sole provider ofvehicle deceleration. The hybridsystem blends in regenerativeand hydraulic braking forcesdepending upon vehicle condi-tions. Over several brakingevents, the customer may per-ceive that he or she is applying aconsistent brake force, and yetthe vehicle may decelerate atslightly different rates. This is anormal operating characteristicto maximize fuel economy. Thetwo-mode hybrid vehicle uses abraking system that employs ahigh-speed electric motor/pump.Pump operation can sometimesbe felt in the brake pedal as thesystem builds pressure. This ismost noticeable to customerswho start the vehicle with theirfoot on the brake pedal.Technicians who are discon-necting the battery must wait fora period of at least one minutewith the ignition in the “off”position without pausing at“accessory” and without apply-ing the brake pedal prior to dis-connecting the negative batterycable. These steps are necessaryto allow the brake system pres-sure relief procedure to occur.Failure to follow these steps mayresult in warning lamps and/orDTCs being set pertaining tointerruption of the pressurerelief procedure. Other vehiclesystems may also be affected bynot allowing a one-minute dura-tion for power-down. �

BrakeJob


Bearings By Andrew Markel | EDITOR

More and more vehicles are beingequipped with cartridge-style wheelbearings — a style that requires a lotmore labor to replace when compared to

hub units or tapered roller bearings. What’s new? What should you watch for?While the fundamentals of the job have notchanged since the 1980s, what has changedis the complexity of the knuckle and thebearing seals.

INSPECTIONNoise is still the main indication of abad bearing. Bearing noise willchange as the vehicle is turned andthe bearing is loaded. As a rule,there should be no perceptible playin the cartridge-style wheel bearing,but a bad wheel bearing will make little noise. Instead, the symptom of aworn bearing will manifest in the formof an erratic wheel speed sensor signalor a wheel speed sensor code in the ABS

module.

REMOVALRemoving a cartridge-style wheel bearing is notan easy task. Pressing out the bearing requiressignificant disassembly and force. The main precaution is not to use an impact to

remove the axle nut because an impact on somevehicles can damage the needle bearings on CV joints.

While an impact may not seem as powerful as the engine,if the suspension is at full droop, the angles of the joint could

damage some of the delicate surfaces. Also, the rattling caused byan impact is not good for the differential.


The Complexity of aCartridge-style WheelBearing Know the Inspection, Removal, InstallationNuances of this New-School Bearing

Bearings


Treat the wiring harness of thewheel speed sensor with care whenyou remove the wheel speed sensor.

KNUCKLE & AXLE INSPECTIONOnce the old bearing has beenremoved, take the time to cleanand inspect the bearing bore andthe surfaces of the axle that make contact with the bearing. Anydebris or imperfections can pre-vent the bearing from seatingproperly and prevent the pre-loadfrom setting properly. Check the bore for roundness usinga snap bore gauge. The gauge shouldrotate in the bore easily. Any distor-tion in the bore can cause a newbearing to fail prematurely.

INSTALLATIONWhen you pull the new bearingfrom the box, you will notice thebearing is difficult to turn. This isnormal. The grease in the newbearing is designed to be thickerduring transport to prevent ballsor rollers from rubbing on theraces and causing surface damage.As the bearing heats up afterinstallation, the solids in thegrease melt and change. When pressing in the new bearing,make sure the adapter does not

come in contact with the seal, and make sure theseal with the tone ring faces inward.When pressing the bearing into the bore, make sureit is not cocked or misaligned.


Bearings

KILLED BY A CURBThe reason most bearings fail istwofold. First, a significantimpact can cause the balls tomake a mark in the outer race.When a vehicle hits a curb, pot-hole or other object in its path,the force is transferred to thesmall surface area of the bear-ing. The impact may causedamage to the races and therollers/balls. This damage iscalled brinelling.Brinell marks may or may notcause the bearing to make noiseimmediately, but, as the markskeep rotating, they will damage

the entire bearing.If the impact isgreat enough, thepre-load on thebearing couldchange. This leadsto runout andendplay. This damage canalso cause hotspots that destroythe grease in thebearing. When theextra play andlack of greasework together, thecondition of the

bearing can rapidly deteriorate.This eventually causes noiseand failure. On the cartridge-style bearing,look to the condition of the sealsfor evidence that the pre-loadwas destroyed. On the inner seal,the balls will impact the seal,and the reluctor ring on theouter seal will show signs of heatdamage. When the ring sepa-rates from the rubber material,the wheel speed sensor stopsworking. The tone ring is magnetic and can be detectedusing a card that locates the per-manent magnets in the seal. �


ASE A4 Test Prep Steering Linkage Service

The two most commontypes of steering linkageare parallelism and rackand pinion. Parallelism

steering linkage uses the pitmanarm and idler arm to support thecenter link, forming a parallelo-gram. Tie rods connect a centerlink to the steering knuckles. In arack and pinion steering system,the rack takes the place of the cen-ter link. It moves back and forthacross the pinion, and tie rods con-nect it to the steering knuckles.

From the ASE A4 Task List:Inspect and adjust front and rearsteering linkage geometry (includingparallelism and ride height).

Parallelism ExplainedIn a parallelism steering linkage,the vehicle steers smoothly whenthe center link is parallel to theground — that is parallelism. Ifthe center link is not parallel, thecause may be a bent or incorrectlypositioned idler or pitman arm,which affects tie rod position,which leads to bump steer and anunequal turning radius. Check parallelism after youreplace parts in the steering linkage. • First, make sure ride height isequal on each side of the vehicle,that tire pressures are correct andthat the vehicle is parked on alevel surface.

• Position the wheels straightahead and center the steeringgear.• Locate the points where thepitman and idler arms connect thecenter link and measure the dis-tance from these points to theground. Some center links haveflat-machined surfaces for makingthese measurements.• The distance from the pitmanarm side and the idler arm side ofthe center link to the groundshould not differ by more than0.06 inch (1.5 mm).To adjust parallelism, raise thevehicle on a frame-contact hoist.Then, depending on the vehicle,either loosen the idler arm mount-ing bolts and reposition the armin the slots on the frame, or turn athreaded bushing at the base ofthe idler arm mounting bracket tochange idler arm position.

Separating and InstallingSteering LinksReplace steering links if their balljoints are worn because the wearcauses loose steering and wanderor if the joint dust covers areripped or damaged. The dustcover prevents joint damage andlubricant leaks.To remove a link from the steer-ing linkage, separate the balljoints that connect to other links ateach end. �

Technician A:“Excessive radial playfound during a

ball joint wear inspection indicates aworn load carrying ball joint.

Technician B: “Ball joint wear must

be checked with the suspension fullyloaded.”Who is right?Get the answer and a ball joint tutorialfrom AVI at BrakeandFrontEnd.com.Just search for this feature, click, andscroll to the end.


Understand parallelism and know how to install new steering links

Online ASE A4 Test Prep: Ball Joints

TPMS By Sean Phillips | Contributing editor

Real-World TPMSTips & Tricks

If you’re a shop owner or technician, youknow that TPMS has been mandatoryequipment on all cars since 2007. You’reprobably also aware that many of your cus-

tomers do not know this, nor do they generallyknow much about the fragile nature of the sen-sors inside their tires. This disconnect can causecustomer/dealer conflict, especially when itcomes to corrosion issues, to which TPMS valvestems have proven particularly — and fatally —vulnerable. Corrosion weakens the TPMS sensor

stem, which makes removing stuck parts with-out breaking the stem an exercise filled withdanger.

Corrosion problems plague nearly every partof the valve stem:• Metal parts rust-weld to the stem andfreeze. • Mistakenly install a brass valve core intothe stem and within a short period of time itwill be impossible to remove without destroy-ing the internal threads. • And each type of corrosion weakens thesensor stem itself.

REMOVING STUCK PARTSAndrew Pearl, a manager at Direct Tire & AutoService in Boston, gave me his magic trick forloosening corroded parts: “A little PB Blaster,let it sit and just work it out, as opposed to onegood pull. Work it back and forth and some-times you get lucky.” Mike Ryan, a manager for a nearby FirestoneComplete Auto Care, agreed: “We were able totake PB Blaster and basically just soak the liv-ing heck out of the area where they’re stucktogether. They were able to break free if youmove it slowly.” Ryan noted he even tested PB Blaster against“a different kind” of penetrating oil. “We gotthe PB one off, and then we had to clean theother penetrating oil off and use PB on it to getit loose.” But sometimes even the power of PB won’thelp. Weakened valve stems will often breakunder the least amount of torque, and quiteoften, even if you get the nut loose, the dam-age already has been done. “Many of thethreads [of the corroded TPMS sensor stems]



STRAIGHT FROM THE FIELD, HERE ARE SEVERAL SERVICE TIPS FORREDUCING COMEBACKS AND PUTTING CUSTOMERS AT EASE

TPMS

that the nut goes onto tend tobasically turn into dust,” Ryanadded.To make this process even morecomplex, there are also theNational Highway Traffic SafetyAdministration (NHTSA) regula-tions on TPMS, which basicallysay that if a sensor breaks beforeit gets into your shop, you canput in a temporary rubber valvestem (if you must), but if it breaksin your shop, you can’t release thecar until the TPMS sensor isreplaced. Many of my intervie-wees expressed frustration at theeffects of “irreparable long-termcorrosion” being defined byNHTSA as “breaking in yourshop.”

REPLACEMENT AVAILABILITYThis, of course, means that deal-ers and techs must have quickaccess to replacement sensors inan environment where coveringthe market involves a very largenumber of sensor SKUs. “I do know that there have beentimes when we needed to keep acustomer’s car due to a lack ofreplacement sensors,“ said KeithCudgma, a district manager forFirestone Complete Auto Care. Since few installers will actuallycarry the wide variety of replace-ment sensors needed to cover theindustry, they rely on the quickavailability of OE and aftermarketsensors from dealers and autoparts wholesalers. Pearl agreedthat the availability of OE sensorsis much better than it was in theearly years of TPMS. “Typicallydealers have [OE sensors] on theshelf because it’s a known prob-lem,” Ryan said. “I would saythat I can probably get 80%-90%of the sensors that are out there.”The two managers differ widelyin their assessment of aftermarketsensors, however, with Pearl dismissing replacement sensors


TPMS


that “don’t pick up readings” as “more headachethan they’re worth,” and Ryan praising them.“There’s very, very few that when you install themyou have any issues.”

OUNCE OF PREVENTIONEspecially vulnerable or not, the only real key topreventing corrosion is proper maintenance of theparts. That’s why the service packs, which containreplacements for every small part that attaches tothe valve stem — the nut, valve core, valve cap andany rubber gaskets necessary to seal the valve stemhole — are so important. Some customers might think the service pack isreally just a boondoggle so that shops can chargemore, but nothing could be further from the truth.It’s critical to change these parts often to ensureproper TPMS function, to keep corrosion from tak-ing hold inside the threads, and to keep the rubbergaskets from drying out and cracking.

“It’s really just like the old days,” Ryan said.“Whenever we were going to do a tire, we’d replacethe valve stem. It’s the same principle, basically. Youhave rubber in there — it dries out, the seal mayleak from that. You don’t want that to happen.” As for customer opposition, Ryan said he has notseen any problems with the cost of service packsbecause “they cost pretty much the same as a valvestem used to cost.”

COMMUNICATION IS KEYAs difficult as it may be to deal with corrodedvalve stems, dealing with the customer can some-times be more difficult if not handled correctly.Everyone we spoke with stressed the extremeimportance of communication at every step. Cudgma noted, “It comes down to the communi-cation. If the communication is handled properlyand the customer is informed, there are no surpris-es. But if you break it and then inform the cus-tomer, it normally doesn’t go real well.”What that means is tell the customer first if youeven think that a valve stem might break. If youpredict to the customer that something might breakbefore it happens, when it does happen, they willat least know it was not out of carelessness.Ryan stressed the value of being prepared for pos-sible issues. “And if you know of some vehiclesthat usually have more [corrosion] problems thanothers, like Dodge or Chrysler, for instance, youknow who to tell, ‘Hey, we’ll probably have a prob-lem. We’ll try not to, but…’”“If we’re going to service the tire and it looks likethe TPMS sensor is going to break or requirereplacement, then we inform the customer prior tostarting the job,” Cudgma said. “If we end upbreaking it and we haven’t informed the customer,we replace the sensor at no charge.”It also means you have to let the customer knowhonestly what the expense might be. “Some people will get frustrated,” Ryan said. “Idon’t think they realize the expense that can beinvolved with TPMS. It’s like with early run-flattires. People didn’t realize they were going to last30,000 miles, that there was no spare and they weregoing to have to spend $1,200 for a replacementset. People are starting to get used to it.” �


Tech Tips


Improved lubricants have allowed service inter-vals to extend for many vehicles with automatictransmissions, utilizing “lifetime fluids.” In thepast, service recommendations for automatictransmissions were based on time/mileage tiedto requirements of new vehicle warranties (2-3years or 30,000 miles). Lifetime fluid recommen-dations are now 5-10 years or the life of the vehi-cle (100,000 miles) unless the vehicle is subjectedto “severe duty.” The question that often comes up next: When isit appropriate to perform a fluid service? Takendirectly from OEM owners’ manuals, “severeduty” has historically been defined as:• Operation of vehicle when ambient temperature is above 100° F or below 0° F.

• Carrying heavy loads or multiple passengers on a daily basis.

• High-speed highway or interstate driving for extended periods of time.

• Driving in hilly or mountainous areas. • Stop-and-go driving.By definition, drivers are engaged in severe-duty vehicle operation most of the time. Theseverity and non-stop cold weather of thisrecent winter is a perfect example of severe-dutyconditions that really stress and deteriorate allof the lubricants in a vehicle. The standard recommendation is to cut the recommendedchange interval (30,000 - 100,000 miles) in halfand perform service based on severe duty(15,000 - 50,000 miles). Most drivers are looking to minimize the cost ofownership and still meet the warranty require-ments. Most warranties clearly state that failureto perform routine maintenance will void thewarranty. When we service vehicles, we owe it toour customers to qualify their driving habits. Weneed to show them if they operate their vehiclein a manner that may require a more frequentservice cycle. When we provide the customerwith the advice and service they need to main-tain their vehicle and OE warranty based on realworld considerations, we instill trust, confidenceand loyalty.

Courtesy of Lubegard � Reader Service: Go to www.bfeRAPIDRESPONSE.com

Perform Transmission Fluid Service By ‘Severe Duty’ Change Interval


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The optimum control derived from ADVICS brake products assures safe and reliable vehicle performance forpassenger cars and light trucks. Rotor wear can be attributed to many reasons, including the type of brakepad chosen. When replacing rotors with ADVICS Brake Discs, it is a good idea to also replace the brakepads with ADVICS Ultra-Premium Brake Pads.

• OE Precision fit for safe, consistent, braking performance

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As a premier supplier of original equipment brake system products to well-known manufacturers, such asToyota and Lexus, ADVICS manufacturers superior-quality, performance-driven, braking components. Thesespecifications are derived from extensive testing and engineering, including vehicle movement simulations,brake squeal and vibration analysis, dynamometer performance testing, durability assessment, and in-vehiclecalibration studies.


XX

ADVERTORIAL

Do you know what ESC is? If it hasnot already been part of work load,maintaining and repairing ESC systems is going to become an important part of your service work.Being knowledgeable and preparedto service ESC systems is not onlygoing to make you a hero to yourcustomers, it is also going to allowyou to take advantage of a greatbusiness opportunity.

ESC, or Electronic Stability Control, isvehicle technology designed to reduce accidents and save lives. It isa high-tech on-board electronic system that helps prevent spin-outsand roll-overs. ESC is now requiredon all new cars, light trucks and SUVs.

Most accidents that involve losing control of the vehicle occur when thevehicle is driven beyond its tractionlimits, such as over-steer or under-steer conditions, or driving too fast forroad conditions. ESC senses the conditions that could cause a roll-overand then takes the appropriate actionto prevent it from happening. It instantly reduces engine speed andapplies one of the individual wheelbrakes in just the right amount tokeep the vehicle in control.

If a vehicle in your shop is modelyear 2000 or newer, it may haveESC. In fact, the U.S. governmenthas mandated that all 2012 vehiclesmust have ESC safety systems.Some of the vehicles you servicemay have an ESC system and youmay not even know it since ESC issometimes called by different namesdepending on the manufacturer.

A vehicle’s ESC system has an array ofsensors providing vehicle operationconditions to one of the vehicle's on-board computers. When the computer determines that the vehicleis losing control, it instantly begins reducing engine speed through the

engine management system and thenapplies the appropriate individualbrake in just the right proportions tokeep the vehicle in control.

There are two big reasons to knowwhether the vehicle has ESC or not.One is that the effectiveness of ESCis limited by the ability of the tiresand the vehicle’s suspension. If thetires can’t grip the road, then it’s justlike driving on ice and will cause theESC system to engage when it is notneeded. Therefore, it is important tohave good tires and ride controlcomponents that aren’t worn.

The second important reason is thatreplacement parts (like shocks andstruts) must be calibrated to performwithin the vehicle’s design. Some aftermarket parts (especially lowcost/low quality parts) are not as compatible. These parts will affect theperformance of ESC and may causebrakes to apply when vehicle ownersdon’t want them to be applied.

Federated and KYB are working together to give you an ESC programthat will provide you the training andhigh-quality KYB parts that will makeyou an ESC expert. For more information, contact your FederatedAuto Parts distributor.

Let Federated and KYB Help You Become the ESC Expert

»Spotlight Federated

ADVERTORIAL

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Bosch announced the expan-sion of its line of EuroLineDisc Brake Pads, making 66new part numbers available.Bosch EuroLine pads use fineblank steel backing plateswhere available, which pro-vides improved braking per-formance attributed to pre-cise abutment dimensionsand smooth edge surfacesthat glide across the slipper,hardware or other caliper

components. The shims are thermo-bonded and wrap around thepads, when applicable to match the European OE pads.Reader Service: Go to www.bfeRAPIDRESPONSE.com

NAPA’s Platinum Filter offers technology forthe latest advancements in synthetic oil andperformance oil filters. Featuring a host of oilfilter innovations, including wire re-enforcedfully synthetic media and an ultra-durable Hydrogenerated Nitrile compound anti-drainback valve (where applicable), this oil filterprovides the ultimate protection in the NAPAFamily of oil filters. Visit www.napafilters.comfor more information.Reader Service: Go to www.bfeRAPIDRESPONSE.com

CRP Automotive’s AJUSA Cylinder Head Bolt Kit program offers coverage on Asian and European applications, featuringan OE-quality line of torque-to-yield (TTY) head bolts thatcome packaged as sets to meet vehicle-specific applications.The sets include assembly lube. Vehicle applications includepopular Acura, Audi, BMW, Honda, Hyundai, Infiniti, Kia, LandRover, Lexus, Mazda, Mercedes Benz, MINI, Mitsubishi, Nissan, Subaru, Suzuki, Toyota, Volvo and VW models. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Schaeffler Group USA Inc. released an expanded 2014 LuKDiagnostic Guide, which is acomplete guide to clutch opera-tion and failure diagnosis. LuKhas built upon its strategy forcontinuous improvement withthis latest edition of the Diag-nostic Guide, featuring updatedand expanded technical and diagnostic materials, including:Diagnostics of the top causes ofclutch failure, detailed teardownand installation procedures,clutch function and compo-nents, installation and technicaltips and detailed failure and diagnostic illustrations. Reader Service: Go towww.bfeRAPIDRESPONSE.com


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The Rancho line of performance suspensionand shocks now includes additional RS7000MTsteering stabilizer series coverage of 1950 and

newer Chevrolet and GMC truck and SUV models. Built with core RS7000MT monotube series technology,RS7000MT steering stabilizers help provide ride and handling characteristics that are ideal for off-road drivingor towing. Monotube technology included in RS7000MT steering stabilizers allows for quick dissipation of heatfrom use and helps to protect the shock from overheating and failure during extreme use.Reader Service: Go to www.bfeRAPIDRESPONSE.com

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

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BrakeLights


1944 – At the start of WWII,Japan occupied the rubber planta-tions in the Dutch East Indies. Thiscut U.S. manufacturers off from thelargest sources of natural rubber tomake tires and products for the wareffort. The U.S. solved the problemusing rationing, recycling and lowering the speed limit to 35 mph.Another way to save rubber was tomake sure brakes were in workingorder.

In the 1940s, most vehicles haddrum brakes that did not self-adjust. If a brake shoe was worn, itmight cause the wheel to lock whenthe brakes were applied. If thebrakes were not adjusted, onewheel may lock before the others.Locking the brakes causesincreased tire wear and more rub-ber to be taken away from the wareffort.

Scientists had not figured out howto make synthetic rubber or artificalrubber in large quanties. Manycommunities contributed to the wareffort by having rubber drives thatcollected anything made of rubber.BRAKE & FRONT END printed thispull-out poster in the April 1944issue for shop owners to hang intheir windows. �


Brake & Front End, April 2014

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Transcript of Brake & Front End, April 2014