Brake & Front End, January 2014

®

A MAGAZINE

� ASE G1 TPMS Guide � Brake Copper Update � Ride Control TSBs � Dodge Caliber Alignment

January 2014BrakeandFrontEnd.com

Reader Service: Go to www.bfeRAPIDRESPONSE.com

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CONTENTS22Copper UpdateNew Regulations Change InventoryLegislation is changing what partscan be installed on your customers’vehicles to prevent chemicals fromreaching waterways. So the questionis: How does this affect the econom-ics of our industry?

26Aluminum SuspensionComponent Serviceability IssuesMore and more vehicles will be enter-ing your shop with aluminum suspen-sion components. Are you preppedon how to inspect and service thesevehicles? We dive into what you needto know.

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]

BrakeandFrontEnd.com 1

Volume 86, No. 1

A Publication

30EmissionCatalytic Converters DiscussedExhaust gas recirculation systems(EGR), secondary air injection andcatalytic converters — How do thesecomponents work together to reduceemissions?

COVER STORY: AluminumSuspension Components

A Publication

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BRAKE & FRONT END (ISSN 0193-726X)(January 2014, Volume 86, Number 1): 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. 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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4 Viewpoint

8 Gonzo’s Toolbox

12 Industry Review

20 Alignment Specs: Dodge

34 Ride Control TSBs

37 ASE G1 Test Prep: TPMS

38 Tech Tips

42 SHOP: Product Showcase

44 RAPID RESPONSE

45 Classifieds

48 Brake Lights

Columns

48


Are you one of the 7,570technicians who areASE-Certified Undercar

Specialists? If not, you shouldbe. I recently took the X1 Ex-haust Test to qualify as an Un-dercar Specialist. To gain thiscertification you must be con-currently certified for Suspen-sion & Steering (A4) andBrakes (A5) from the Automo-bile & Light Truck Test Series,and Exhaust Systems (X1) fromthe Specialty Test Series. The test covers everythingfrom the exhaust port backand all the emissions sys-tems in between. Thisincludes oxygen sensors,turbochargers and airinjection systems. The testalso includes questions onexhaust system fabricationand the tools required. Alot of the emissions ques-tions appear to come fromthe A8 EnginePerformance Test. This isnot an easy test.

Here are my top tipsfor passing the test:1. Air injection systems:Know how check valvesand reed valves work onaspirated systems andhow a malfunctioningvalve can change exhausttemperatures and emis-sions. Many of the ques-

tions are of the “what cancause” and “what is the mostlikely cause” variety. Some ofthe questions will give scenar-ios where one of the reed orpoppit valves are stuck eitheropen or closed. Also, makesure you understand how aleak in the system can changeemissions.2. Acetylene torches: Makesure you are adjusting the reg-ulator and valves in the rightsequence and following allrecommended procedures.There are a few great videoson the Internet discussing the

topic. Also, polish up on yourgas welding and brazing. 3. MIG & TIG welding:Know your metals and whatMIG and TIG welding meth-ods are the best. Also knowabout basic welder controlslike wire feed rates and volts.4. Turbochargers: Know howthe lubrication systems workand how to prime a newlyinstalled unit. Study up on thesymptoms of worn impellershaft bearings and seals. 5. Catalytic converters:Know the law! Make sure youknow the OEM and aftermar-ket EPA warranty times andconditions. Make sure thatyou know how long a shophas to keep the converter.You also have to know howto identify a California emis-sions-equipped vehicle. 6. Oxygen sensors: Learnabout converter efficiencyand how the emission moni-tors trip an efficiency code.Brush up on basic theory onhow an oxygen sensorchanges voltages. Also,make sure you know aboutreference air and pump cells. 7. Heat risers: This is oneof the most annoying partsof the test. Make sure youunderstand how these pre-historic warm-up deviceswork. Most of all, know thefailure modes when theyeither lose vacuum or spring

Not What You Would Expect

Viewpoint By Andrew Markel | Editor


tension. Younger technicianswho have only worked on fuelinjection systems may find thequestions confusing. The typi-cal question will give you sce-narios where the vacuum hosehas come off the valve, or thebi-metal spring is no longerworking.8. EGR valves: To pass thistest you have to understand thedrivability characteristics of anopen, partially open or inopera-tive EGR valve. You need tounderstand how different throt-tle positions can cause differentsymptoms.

I take great pride in being oneof the 7,570 ASE-CertifiedUndercar Specialists. For anyundercar shop that specializesin brake, chassis or exhaustwork, having a specialist onstaff should be a great sellingpoint with customers.

The ExperienceSome people have made a bigflap over the check-in proce-dures at the test centers, callingthem over the top or that theymake you feel like a criminal. Ihad to place my belongings in alocker, turn my pockets out andhad a metal detector wavedover my body. And the sockinspection was strange. Talkingwith some technicians, experi-ences can vary according to theattitude of the person conduct-ing the check-in procedures.ASE’s testing contractor,Prometric testing centers, per-forms testing for a number ofvocations that make life anddeath decisions. ASE test takersare treated no different thanpeople taking civil service,

medical or CPA exams. It’s juststandard procedure. Just imag-ine your accountant, nurse orlawyer having to do the samething.My experience was favorableand the administrators at thetest center were polite.This was my first time usingthe new computer-based for-mat. Below is a short review ofthe testing experience for thosewho are getting ready to certifyor recertify. Even though I reg-istered the last possible day fortesting, I was still able to set upa test time on a Saturday at 1:30p.m. with no problems at all.The testing center was in a stripmall about five miles from myhome — very convenient.

The Test EnvironmentOnce you’ve been checked in,the administrator will walk youinto a room with up to 30 peo-ple taking tests. You will sit ina cubical with a computer andscratch paper and they willprovide you with headphonesto help block out the noise.

The testing program is easy tonavigate and displays theremaining time you have tocomplete the tests. If you com-plete a test early, you can moveon to the next test. You can flagquestions to review later. I hadno technical issues.

The TestsI took three recertificationexams and two new certifica-tion exams. I couldn’t find anyquestions that were biasedagainst imports or domestics.Just about all of the questionscould be rationalized quickly ifyou have working knowledgeof the system in question.

Very few questions actuallyrequired knowing a specificvalue or number like the volt-age of a dead battery or badsensor, however, it does favorthe more experienced diagnos-tic technician. It might just be me, but it feltlike there were fewer technicianA and B questions on the testthis time around. My tactic was to answer all thequestions quickly and flagquestions I was not sure aboutor the wording was tricky. ThenI used the remaining time to goback and review the questions.I was able to confidently finisheach test with time to spare.

Post TestAfter completing the fiveexams, I was given my resultsafter leaving the testing room.This is a lot better than the oldpaper method.

OverallThere is no excuse not to takean ASE exam except if you livein an extremely rural area. Mosttesting centers can accommo-date difficult schedules. Thewebsites work well and areextremely easy to navigate.

When I paid the $200+ fee toASE, I questioned if it was real-ly worth it. No one was goingto stop me from working oncars if it expired, or take the oldcertificate off the wall. But, itwould have gnawed at me if Ilet the certifications expire. While the price for the testsmay seem expensive at first, thecertifications are good for fiveyears. Also, you can’t put aprice on your career. �

Viewpoint

Track Talk

Bent sheet metal, hurt feelings,last-lap action and ecstatic win-ners.

That’s what the inauguralUNOH Battle at the Beachpromised. And it delivered.

The event, held on the shorttrack on the Superstretch ofDaytona InternationalSpeedway, will return to the“World Center of Racing” dur-ing Speedweeks 2014, and willhighlight a week full ofNASCAR racing at Daytona andneighboring New SmyrnaSpeedway.

NASCAR’s top short-trackstars will reconvene for anothershot at victory, and perhaps areprise of last season’s fire-works, on the sport’s biggeststage Tuesday, Feb. 18 atDaytona InternationalSpeedway. It comes on theheels of a successful debut onthe Daytona Superstretch in

which last-lap contactdecided the outcomeof all three races lastseason.

“The UNOH Battleat the Beach is a greatopportunity for shorttrack racers fromaround the country tocompete on racing’sbiggest stage,” saidD a y t o n aI n t e r n a t i o n a lSpeedway PresidentJoie Chitwood, III.“We’re looking for-ward to some intensecompetition with twoexciting main events.”

The 0.4-mile oval layoutthat includes part of the 2.5-mile track's backstretch returnsto host a championship pointsrace for the NASCAR K&N ProSeries East and a non-pointsevent for the combined

NASCAR Whelen Modifiedand Whelen SouthernModified tours. Both races willbe 150 laps.

“Fans around the worldlook forward to Speedweeks tokick off the NASCAR season,and we are proud to be able to

present aweek ofshort-trackaction lead-ing up to the56th run-ning of theD a y t o n a500,” saidG e o r g eSilbermann,N A S C A Rvice presi-dent of tour-ing & weeklyseries. “Theanticipationfor last year’sfirst UNOHBattle at the

Beach was surpassed only bythe number of people talkingabout the electrifying finishes.”

The race will actually bethe second event of the sea-son for the K&N series, whichwill kick off Feb. 16 at nearbyNew Smyrna Speedway, ahalf-mile track in NewSmyrna Beach, FL, now in itssecond year of affiliation withthe NASCAR Whelen All-American Series.

Tickets and information forthe UNOH Battle at the Beachas well as NASCAR’s most pres-tigious race – the 56th annualDAYTONA 500 on Sunday, Feb.23 – are available at daytonain-ternationalspeedway.com or bycalling 1-800-PITSHOP.

Fans can follow NASCAR onTwitter (@NASCAR) and stayup to speed on the latestNASCAR news by using hash-tags #NASCAR, #DAYTONA500and #ROADTODAYTONA and#NASCARBattle.

Battle at the Beach Back at Daytona for 2014

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

www.facebook.com/NASCARPerformance

The 2014 NASCAR season starts with the 56th annual DAYTONA 500 on Sunday, Feb. 23.

The Great American Race will air live on FOX, MRN Radio and SiriusXM NASCAR Radio,

with additional coverage on NASCAR.com.

Last year, veteran Steve Park scored a popular win in the NASCAR Whelen

Modified Tour race at the UNOH Battle at the Beach.


These days, the demand forthe expertise of a practic-ing doctor and a techni-

cian on the job continues toaccelerate. While a techniciandoesn’t need a degree to repaircars, he might as well have onewith the speed at which the au-tomobile has evolved and thevast amount of knowledge that’srequired to fix today’s vehicles. So, with all of its profes-

sionalism and prestige, theautomotive repair industryis sometimes portrayed in anegative light on the news,and this really bothers me.There always seems to besome repair shop that hasbotched a job for a cus-tomer on the 10o’clock news. Thestory is such thatthe customer islooking for sympa-thy and the newsreporter is doing hispart by detailing afouled-up vehicle repair.Yet, you hardly hear a thingon the news about someone get-ting overcharged or wronglydiagnosed at the physician’soffice. There are other comparisons

to think about. When a doctor ishaving trouble diagnosing apatient, he or she will refer himto a specialist. It sounds just like

what we do in the auto repairindustry, doesn’t it? The big dif-ference is the first doctor is stillgoing to send you a bill. Thenagain, if we send a job to a spe-cialist, we very seldom get paidfor the time that we’ve already

invested into the customer’svehicle. Maybe if technicianshad an “AD” (AutomotiveDoctor) at the end of their title,things might be different andwe’d get the same sort ofrespect. (Something to thwartthose inexperienced wrench-

benders who are only out totake people’s money and dosubpar work on a customer’scar — something that degradesthe entire industry.) I get calls all the time from

people wanting to know howmuch it will cost to fix their car.

All they want is anover-the-phone esti-mate. Since I main-ly do electricalrepair, completelyrewiring a car isnothing new forme, although giv-ing an estimateover the phone isanother matter alto-gether. Now, how does

that work if I call adoctor for an esti-mate? Can there be aprice differencebetween doctors?Should I question him

on what he is charging basedon what the physician downthe street is charging? Should Itell the doctor that “so-and-so”worked on it before? Fromwhat I gather, it’s an insult toask a doctor about price, otherthan the cost of an office visit(Of course, there are thoseunmentioned fees that alwaysseem to creep up when thefinal bill comes in). Insult or

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

Automotive MD: What If Insurance Covered Repairs?

Missing Something?See the 50 TIPs for 50 Years Insert at

www.50mightytips.com

For tips that can make your shop more productive and profitable.



not, I find it rather amusing thatthere is such a difference inprices from hospital to hospitaland “Joe Public” doesn’t have aclue or seems unconcernedabout it beforehand or duringthe procedures. Then you get into the issue

where the Joe Publics willattempt to repair things them-selves. This unprofessionalapproach is probably the samething a doctor runs across whensomeone tries to take care of asimple problem or use theInternet to diagnose an ailment,only to have it end up as anentirely different problem. Yet,they still won’t ask the doctor“How much?” Of course, whenthe bill shows up in the mail,their chin drops to the floor asthey gasp at the cost. I wonder ifa doctor has ever received a callfrom a client saying that theirprices are way too high com-pared to the last doctor theywent to?While it may be a weak analo-

gy, I’m trying to point out howconsumers tend to be morefocused on cost vs. satisfactionwhen it comes to automotiverepair vs. physician services. So,maybe it’s a good thing that peo-ple ask me how much a repairwill cost. At least then, it’s not asmuch of a shock to their pocket-book or to their physical health. I’ve got to hand it to the med-

ical profession, insurance compa-nies and the like. They all man-age to make a buck on everyonewho’s in need of repair. Too badwe couldn’t get the same kind ofcoverage on a car. I’m not talkingabout extended warranties orsome aftermarket company thatwould cover certain aspects ofauto repair. I’m talking about areal “health insurance policy” forvehicles. I doubt too many people

would call me up asking forprices on repairs then. Instead,the caller would most likely say,“It’s covered; I’ve got great insur-ance…just get it done.” �

CONSUMERS TEND TO BE MORE FOCUSED ON COST

VS. SATISFACTION WHEN IT COMES TO AUTOMOTIVE

REPAIR VS. PHYSICIAN SERVICES. SO, MAYBE IT’S A

GOOD THING THAT PEOPLE ASK ME HOW MUCH A

REPAIR WILL COST.

Gonzo’sToolBox

v Industry Review

Airtex Products has announcedthat all of its electric fuel pumpsand electric fuel pump assemblies will now be backedby a lifetime-limited warranty. Headquartered in Lake Forest,IL, Airtex Products L.P. is a U.S.automotive aftermarket manu-facturer of fuel delivery prod-ucts. The company designs andbuilds modular reservoirassemblies, electric fuel pumps,in-tank sender and hangerassemblies, and mechanical

fuel pumps for a full range ofcar, truck, fleet and specialtyvehicles.“We fully stand by our prod-ucts,” said J. Brett McBrayer,president of Airtex FuelDelivery Systems and ASCIndustries. “We felt it is nowtime that we had a warrantythat reflected this confidence.We wanted to show that therewas still a reason to choose aquality product; one backed100% by the manufacturer.”

Airtex Fuel Delivery SystemsAnnounces Lifetime Warranty

The 2014 ASE certification test-ing schedule has been an-nounced. Note:Winterregistration is taking place nowthrough Feb. 21.

Winter TestingJan. 2 – Feb. 28, 2014

Spring RegistrationMarch 1 – May 21, 2014

Spring TestingApril 1 – May 31, 2014

Summer RegistrationJune 1 – Aug. 21, 2014

Summer TestingJuly 1 – Aug. 31, 2014

Fall RegistrationSept. 1 – Nov. 21, 2014

Fall TestingOct. 1 – Nov. 30, 2014

For more information, go toase.com.

2014 ASECertificationTesting ScheduleAnnounced


The Federal-Mogul VehicleComponents Segment wasselected as 2013 ChannelPartner of the Year by share-holders of the AftermarketAuto Parts Alliance (theAlliance), marking the fifthtime Federal-Mogul hasbeen honored as the topmanufacturer serving theAlliance, which is the sourceof quality products andservices for more than 2,200parts stores and over 3,000certified auto service centersacross North America.The 2013 award is based

on Federal-Mogul’s excep-tional performance in sever-al key business areas,

including product availabili-ty, customer support, train-ing, marketing programsand field sales support.“Federal-Mogul and the

Alliance are channel part-ners in every sense of theterm — our teams collabo-rate on a daily basis to helpdrive sales, efficiency andbottom-line value for everyAlliance shareholder and thethousands of customers theyserve,” said Roy Kent, vicepresident, program distribu-tion, Federal-Mogul VCS.“This award is a source oftremendous pride for ourentire organization.”

Federal-Mogul Selectedas ‘Channel Partner of theYear’ by Aftermarket Auto PartsAlliance

v Industry Review



Federated Auto Parts is now accepting nominationsfor the 2014 Federated Shop of the Year. Nominatedshops will be evaluated on a set of criteria establishedby Federated and found on the Shop of the Year nomination form. The winning shop owner and guestwill be awarded a three-night, four-day all-expensepaid trip to Phoenix as Federated’s guest at the 2014Federated National Meeting, receiving special recognition during the Federated awards banquet.“Choosing only one shop is a real challenge sincethere are so many highly qualified shops around the country,” said Phil Moore, senior vice president forFederated. “If you know of a shop with knowledgeable, professional service technicians, superior service andrepairs that result in very satisfied customers, and active community involvement, that shop could be the nextFederated Shop of the Year.”For more information or to nominate a shop, visit Federated Auto Parts at

www.federatedautoparts.com/ShopOfTheYear.aspx.

Federated Accepting Nominations for ‘Shop of the Year’

Industry Review


v


The Car Care Council is making it easier to be carcare aware in the New Year with the start of Main-tenance Mondays. This Instagram-based weeklycampaign will help drivers with visual informationon car care.“It’s our New Year’s resolution to help con-sumers better understand car maintenance, andthese days it is best done in images and videos,”said Rich White, executive director, Car CareCouncil.With its new Instagram account, the Car CareCouncil will share image and video tips for main-tenance every Monday and will also share themon its other social media channels. Videos willrange from simple do-it-yourself videos and pre-ventive maintenance tips to information on choos-

ing an automotive professional when needed.Follow Maintenance Mondays by joining the CarCare Council on Instagram at instagram.com/car-carecouncil, or find them on Facebook, Twitterand Pinterest with #MaintenanceMondays.For a copy of the council’s Car Care Guide or formore information, visit www.carcare.org.

Car Care Council Introduces Maintenance Mondays

Industry Review


Forty-five automotive professionals were recognized Nov. 20, 2013,at the Fall board meeting of the National Institute for AutomotiveService Excellence (ASE) held at the Fairmont Hotel in NewportBeach, CA. The annual awards banquet spotlights top scorers on theASE certification tests. Thirty-eight different companies from bothOEM and aftermarket segments sponsored the individual technicianrecognition awards in the Auto, Truck, Collision and Parts categories,along with three instructor awards. In addition to looking for topscores on ASE tests, award sponsors examine on-the-job excellence,community service and other factors when selecting honorees.“ASE has been honoring the best of the best in our industry for

more than 40 years, and this year we recognized 45 outstanding indi-viduals from all across the nation,” said Tim Zilke, ASE presidentand CEO. “We couldn’t do this without the support of our manyaward sponsors, whose ranks include some of the best-known namesin the industry. Their commitment to excellence is reflected in the tal-ented individuals we recognize each year.”For more information about ASE, visit www.ase.com.

45 Technicians Honored atASE Annual Meeting

2013 ASE Technician Award WinnersFront row (R to L): Jeff Miller, John McKeage, Cass Pujol, Steve Keeney, Bill O’Hara, RonnieBush, Jerry Bisbee, Carl Hader. Second row: Bruce Nelson, Chris Cargill, Scott Chaney, RogerChristopher, SrA Chad Cassidy, Terry Sparks, Brad Stump, Dave Ellingsen, Rick Edgar. Third row: Steve Urich, Kevin Collins, Bob Phipps, Rob Brennan, Chuck Stockton, Kurt Wegner.Fourth row: Bill Cochran, Jeremy Hockett, Lloyd Koppes, Mark Hunter, Larry Willis, SkipMeserve, James Larson, Mike Gerhart .Fifth row: Andy Dziduch, Chris Gorman, Greg Sampley, Keith Warner, Tim Ehrhart, John Flieger,Dana Haglin. Last row: Brian Wiggins, Joe Tuholski, Lenny King.*Not pictured: Dave Benkert, Jerry Denaple, Marlon Gonzalez and Butch Sarzynski.

v Industry Review

Go to www.bfeRAPIDRESPONSE.com

GM Customer Care & After-sales (GM CCA) is releasing thediagnostic and programmingkeys essential to repairing andreplacing GM 6-speed automat-ic transmissions. As a result, In-dependent Service Centers(ISCs) will be able to access thedigital tools needed to “flash”the component that gives theGM 6-speed its unique perform-ance capabilities — the Trans-mission Electro-HydraulicControl Module (TEHCM). The programming setup iseasily accessible via a down-load that can be securedthrough a TIS2Web ServiceProgramming subscription,GM’s next-generation TechnicalInformation System. Seven sub-scription packages are offered.With a subscription in hand, allthat’s required for a technicianto flash the TEHCM is a J2534device or scan tool.

For a limited time, GM CCAis offering a two-day TIS2Webtrial subscription to ISCs at nocharge (not available to sub-scribers in Massachusetts).When they purchase a GM 6-speed replacement automatictransmission assemblybetween Oct. 1, 2013, and June30, 2014, ISCs can access theTEHCM programming withthe no-charge subscription.ISCs obtain a promotional codefor the no-charge subscriptionby calling GM toll-free at 866-453 4123 and providing theirbusiness name, contact infor-mation, transmission assemblypart number, serial numberand the VIN. The code is thenused when accessing the sub-scription via www.acdelcotechconnect.com.For additional information,contact your GM dealer or go towww.genuinegmparts.com. �

GM Makes Transmission ControlModule Repair Easier With Releaseof Programming Tools

AVI’s ASE Test Prep product line now includes the G1 Test Prep Pro-gram, which covers preventive maintenance and light repair services.The AVI ASE G1 Test Prep Program features instructor Bill Haas andhelps technicians make the most of their study time by covering theseareas:• General engine inspection, filter, fluid and belt replacement;• Automatic transmission/transaxles, manual drivetrain inspection;• Suspension and steering component inspection and replacement;• Brake system inspection, disc, drum, rotor, pad and caliper replacement (including wheel alignment);

• General electrical related to starting and charging and lighting; and• Heating and air conditioning system inspection.To order, visit www.auto-video.com or call 800-718-7246.

AVI Offers G1 Test Prep Program

AlignmentSpec

The Dodge Caliber was thereplacement for the Neon.The Caliber shares the same

architecture with the Nitro and Se-bring models from the same time-frame. Needless to say, this is a“net build” vehicle with only toeadjustments built into the frontand rear suspensions.There are differences in thecaster, camber and toe for thedifferent wheel sizesand options likeAWD and the RTpackage for the2007-2010 models.Make sure you lookat the vehicle beforeselecting the correctalignment specifi-cations. 2011-2012models have onespecification. No scan tools or

procedures arerequired to resetthe steering posi-tion sensor.

FRONT The front suspension does not haveadjustments for camber and casterbuilt in. You have two options to bringthe vehicle within specification.

First, Chrysler recommendsshifting the cradle toadjust the camber andcaster. But the rear engine

mounts are attached to thecradle. If the cradle is shifted toofar, you might not be able toinsert the bolts for the mounts.Second, camber can beadjustable with a lower bolt kitfor the struts. The kit will onlygive ±1º of camber. Aftermarketcamber adjustment bolts are alsoavailable from various manufacturers.


Sponsored by:


There have been many com-plaints about lower ball joint fail-ures on the Caliber. Some drivershave experienced catastrophicfailure in as little as 40,000 miles.Some have blamed the closeproximity of the ball joint to therotor.To inspect the ball joint, insert apry bar between the knuckle andlower control arm, resting it onthe lower control arm. Push theknuckle up from the lower con-trol arm. Apply the load until theneedle of the dial indicatorplaced on the ball joint’s stud nolonger moves. A good ball jointshould have no more than 0.8mm (0.031 in.) of end play.

REARThe rear toe is adjustable by thetoe link and the adjustable cambolt on the inboard side. Cambercan be adjusted with aftermarketrear adjustable-length controlarms. These can give ±2.0º ofcamber.

RIDE HEIGHT Chrysler recommends that analignment should be performedwith correctly inflated tires and afull tank of fuel. Failing to dothis could lead to false front caster readings.

TPMSFor the TPMS system to relearn the posi-tions of the sensors or a new sensor, thevehicle must be stationary for more then20 minutes in order to initiate the learningsequence, then driven continuously for 10minutes above 15 mph. �

AlignmentSpec


CopperUpdate By Andrew Markel, Editor

New legislation is chang-ing what parts can be in-stalled on your

customers’ vehicles. The goal of these mandates is toreduce emissions and preventharmful chemicals from reachingwaterways. The spirit of the newregulations is to preserve publicassets like parks and streams thatimprove the quality of life for thecitizens of the state. But, the question always has tobe: At what cost does this cometo the safety and economics ofour industry? If people can’tafford to have their cars serviced,or it becomes cost prohibitive todevelop environmentally friendlyproducts, the cost to society couldbe greater than the loss of cleanwaterways.

WHEEL WEIGHTSIn 2008, The EPA reported thatabout 1.6 million lbs. of lead fallsoff vehicles each year. Like cop-per, lead can be toxic for water-

sheds. While 11 states have legis-lation concerning lead wheelweights on the books or waitingapproval, manufacturers ofwheel weights have movedtoward products that are leadfree to avoid costly regulation. The solution was alternativematerials like zinc and tungsten.Manufacturers complied withthe law and today it is hard tofind a lead weight.

BRAKE PADSBrake pads pose a more difficultchallenge to manufacturers.Copper and other toxic sub-stances used in some brake padsare ending up in rivers andstreams. This is due to brake dustmigrating from the pads to theroad. The brake dust is thenwashed into storm drains or thewatershed next to the road. Copper is used in brake pads asan abrasive to create friction. It issoft and is kind to rotors. But tosome fish, it can inhibit their


to Change the Parts You Sell/Install

CopperUpdatesense of smell and prevent theirability to find their spawninggrounds. If copper concentrationhits critical levels, it can killmicroorganisms that are the criti-cal link for the aquatic food chain. California is phasing in regula-tion over the next decade toreduce levels of copper. The nextdeadline, January 2014, necessi-tates cadmium, chromium andother heavy metal levels in fric-tion materials to be no more than0.1 percent by weight. In 2021, atwo-step reduction in copperpercentage by weight require-ment will commence with themandate that brake frictionmaterials must contain no morethan 0.5 percent copper. Starting in 2013, brake manu-facturers selling in Washingtonstate had to report the use ofcopper, nickel, zinc and antimo-ny in brake friction materials. Inorder to comply with the BetterBrakes Law, brake pads mayonly contain trace amounts ofasbestos, cadmium, chromium,lead and mercury in 2014; but by2015, all brakes must be certifiedand marked to indicate theabsence of these same materials.Oregon, New York, RhodeIsland and Hawaii also are in theprocess of drafting legislation tolimit copper in brake pads.There is no direct replacementfor copper in non-asbestos organicfriction materials. Manufacturersinstead have to tune the formula-tions so copper content is belowmandated levels while still keep-ing performance and noise levelsthe same as before. For some brake pad manufac-turers that specialized in semi-metallic pads, the ban does notchange how their pads are for-mulated. For manufacturers that

specialized in adhesive-type fric-tion pads, it has been difficult toget the level of copper to legallevels. The full effect of these brakepad copper laws are more than10 years out, but many compo-nents of the laws are beingphased in right now. Since Jan. 1,2013, friction material manufac-turers doing business inWashington state are required tosubmit a report on their use ofcopper, nickel and other restrict-ed metals. By 2015, all newinventory must be labeled sayingif it complies with the law.Manufacturers, distributors and“installers” have 10 years to selloff existing, unapproved inven-tory. In California, the law alsorestricts the use of the cadmium,chromium, lead and its com-pounds on Jan. 1, 2014.The laws put new technical andfinancial burdens on frictionmaterial manufacturers. Underthe Washington state law, frictionmaterial formulation has to betested by an approved laboratoryand the applications that use thismaterial must be submitted sothe right label can appear on thebox. Every step in the processcosts money and time. Theseburdens may be so great thatsome manufacturers could getout of these markets completely.

WHAT IS NEXT? As states try to improve air andwater quality, any product thatcontains harmful chemicals willcome under scrutiny. Also, moreand more states are looking atannual emissions testing toensure that older vehicles areserviced properly over the longerlifespans. �


Suspension By Andrew Markel | EDITOR

For every 10 percent re-duction in vehicleweight, there is a 5 to 7

percent fuel savings. Since1990, there has been a steadyincrease in the weight of vehi-cles due to airbags, structuralcomponents and conveniencefeatures like heated seats. Thisfattening in some areas forcedsuspension components to goon a diet. One additional benefit ofaluminum suspension compo-nents is their noise and vibra-tion dampening properties.Engineers have found thataluminum transmits less roadand tire noise to the passengercompartment due to the den-sity of the material.The most important benefitis the reduction in unsprungweight. By reducing weightthat connected to the suspen-sion, handling increased whileallowing for a more comfort-able ride by using lowerspring rates and dampenervalving. This is why more and morevehicles entering your shopwill have more aluminumsuspension components.

INSPECTIONIn most cases, an aluminumcomponent is as strong orstronger than steel or castiron. But what sets aluminumapart is how it fails. Most alu-minum suspension compo-

nents are forged and heat-treated. If a component hasundergone extreme stress likea curb strike, it will most like-ly crack and break instead ofbend. If you have a vehicle in yourbay that has been in a crash orhas had a curb strike, look forcracks. There are dye kits onthe market to help you inspectfor cracks. These kits are easyto use and can spot unseencracks.Never try to weld aluminumsuspension components.Aluminum is more heat sensi-tive than iron or steel. The

heat from welding can ruinthe temper of a componentand make it more brittle. When inspecting a vehiclewith aluminum control arms,pay special attention to theball joints. Almost every stockaluminum control arm usesplastic or composite materialsfor the socket insert instead ofa hardened metal socket. Thisis due to fretting corrosionwhere the two dissimilar met-als wear and tear away ateach other under loads andstress.Once the insert is worn, thehardened stud will start to


The Hyundai Genesisplatform uses aluminumin the knuckle andupper strut tower.

Suspension


bite into the soft aluminum of the control arm. Thiscan lead to catastrophic failure in a short period oftime. The leading cause of the failure is typicallyfailure of the protective boot. When the boot fails,water can wash out the lubricant and cause wearbetween the socket and stud. Some aftermarket suspension components havebeen engineered to use a metal-on-metal ball andsocket; they also have the ability to be lubricatedafter installation.

FASTENERSAluminum components require special fastenersand tightening procedures to make sure they keep

their tension and do not damagecomponents. Typically, you will seecoated threads, threadlockers andtorque-to-yield (TTY) fasteners. TTY fasteners are mounting fasten-ers which are torqued beyond thestate of elasticity and thereforeundergo plastic transformation, caus-ing them to become permanentlyelongated.Conventional ball joints and tie-rodends use a tapered stud and holewith a nut on top to secure the studto the knuckle. The 7-10º angledtaper, along with a threaded stud andnut, lock the components together bytensioning the nut and stud. TTY balljoint and tie-rod studs have twoadvantages. First, they can weigh lessand still apply the same clampingloads. Second, the clamping loads aremore consistent and controllable.

TTY fasteners were first used for engine headbolts because they required less torque, and thetorque applied was more evenly distributed. Thisresulted in even clamping forces on the head gas-ket and less distortion in the block and head.Some of the first TTY head bolts were used on bi-metal engines with aluminum heads and cast ironblocks. The same is true for suspensions; the firstvehicles to use TTY studs used aluminum knuckleslike on the Corvette. Now these types of ball jointsand tie-rod ends can be found on Buicks, Jeeps andFords. Also, more bolts for shock mounts, bushingsand control arms are now using TTY fasteners.They are also used in vehicles with cast-iron

What’s next? The Sting Ray versionof the 2014 Corvette uses frontcontrol arms are made of hollowcastings and even carbon fiber.

The new Ford Mustang uses aluminum toreplace the solid rear axle.

Suspension


knuckles. The metallurgy and heat treatment of TTY bolts and regular bolts is dif-ferent, and you can sometimes tell one from the other by their appearance.TTY ball joints and studs have an inset hex head at the end of the stud.This can be used when tightening to the specified torque and settingthe torque angle.Always make sure to check the service information to getthe right torque for a suspension component no matterwhat type of fastener. If you see an initial torque specalong with an angle in degrees, it is a TTY fastener.Aluminum knuckles, upper control arms and balljoints can be damaged if not tightened using the cor-rect procedure. Knuckles and upper control arms arealuminum and can be damaged if a torque wrenchand torque angle gauge are not used. No matter ifyou go too tight or too loose, if you fail to use correcttools and procedures, you could be buying the cus-tomer a knuckle and working for free to install it.Many ball joints may have an initial torque spec aslow as 15-30 ft.-lbs. and torque angles are between

140º and 225º. Never guess or tryto use your calibrated elbow;always look up the spec and use atorque wrench. The same proce-dure is also required for tie-rodends. Make sure the washers onthe studs are in good conditionand installed in the right direc-tion. If a washer splits or fails, itcould cause a catastrophic failure.TTY ball joints and tie-rods areusually installed dry. Do notapply any oil, grease, assemblylube or sealer on the stud ortapered bore. The reason is lubri-cants reduce friction when a boltis tightened. This actually increas-es the torque load on the bolt orstud, which may overload andstretch a TTY bolt too far, causingit to break.

The most important tighteningprocedure is to look up the torquevalues and procedures. Neverguess or take short cuts whendealing with fasteners on alu-minum components. �


Emission By Andrew Markel


The perfect internal combus-tion vehicle would be ableto put the exact amount of

fuel and air into the combustionchamber. If the perfect combus-tion event happened, you wouldget nothing more than water andcarbon dioxide. There would notbe any unburned fuel or oxygen.It would also be at the right tem-perature so oxides (“hyperactive”oxygen turned on by higher tem-peratures) would not combinewith nitrogen and carbon to formnitric oxides (NOx) and carbonmonoxide (CO). This perfect carwould not need a catalytic con-verter or any other emission-con-trol device. What would be needed to makethis happen? Direct injection intothe combustion chamber is agood start. You would also needthe perfect combustion chamberfree from hot spots — areas ofunwanted turbulence or carbonbuild up. The most important ingredientyou would need is an engine con-trol computer and sensors thatcould measure air and fuel per-fectly to calculate the best possi-ble ignition timing and optimalcombustion. This would requirethe super computer’s computingcapacity to do millions of calcula-tions that would constantly

change due to engine speed andload.We do not have this technology,but every year combustion cham-ber designs get better; enginecomputers get better and sensorsget more sensitive. In the mean time, we haveexhaust gas recirculation systems(EGR), secondary air injectionand catalytic converters to reduceemissions

EGR SYSTEMSEGR systems put a smallamount of inert gas into the com-bustion chamber to control thetemperatures. Since exhaust gasesdo not typically burn, this lowersthe combustion temperature andreduces NOx emissions from theengine.When things heat up in the com-bustion chamber to temperaturesaround 1,300° C or 2,500° F, oxy-gen and nitrogen start combiningwith each other and form NOxand CO. By putting exhaust gases intothe combustion chamber, the airfuel mixture is watered down bythe inert exhaust gases. Thisslows down the combustionprocess and lowers combustiontemperatures to levels whereNOx does not form. Unlike older EGR systems,

How Does the EGR and Secondary Air Injection WorkWith The Catalytic Converter?

Emissionmodern EGR systems work con-stantly, not just during decelera-tion or closed throttle conditions.Keep this in mind when trying tosolve a loss of power or stum-bling problem. Newer vehicles with variablevalve timing on both exhaust andintake camshafts can adjust timingso that a small amount of exhaustgas is sucked back into the cham-ber during the intake stroke.

SECONDARY AIRINJECTION SYSTEMSSecondary air injection systemspump outside air into the exhauststream so unburned fuel can beburned. Early systems have a belt-driven air pump. Newer aspiratedsystems use the vacuum createdby an exhaust pulse to pull airinto the pipe. The latest systemsuse an electric motor to pump air.These systems are critical for thelife of the catalytic converter.Electric motor systems can befound on many new vehicles likethe GM LS series, Toyota V8s andCalifornia emission Ford 3.8 V6s.These systems typically are activeduring the first 20 to 120 secondsof engine operation by forcing airdownstream into the exhaustmanifolds to oxidize the hydrocar-bons and carbon monoxide creat-ed by running rich at startup. Thiscan drastically decrease the light-off time for the pre-catalysts. Thesystem injects the correct amountof air using inputs like coolanttemperature, air temperature andoxygen sensors.

CATALYTIC CONVERTER The catalytic converter needs twoelements the EGR system and airinjection systems provide: propertemperatures to reduce NOx andoxygen to burn hydrocarbons.Under ideal conditions, a three-way catalyst can reduce some-

where between 50% and 95% ofNOx emissions and 99.9% of theunburned fuel.It is the last stop for pollutants,and if an emissions systemupstream is compromised, it canonly compensate so much beforetailpipe emissions increase.

DIAGNOSTICSTo properly diagnosis a high-emission vehicle, you must look atit like an engineer looking at theentire system, from the air intaketo the exhaust pipe. When a vehi-cle is engineered, it must meet aspecified emission level. To dothis, an engineering team will bal-ance the systems and make themwork in harmony so the price isaffordable. If a vehicle has a combustionchamber design that has higherthan normal temperatures, theengineers will balance out theamount of exhaust gases intro-duced to the combustion chamberto the size of the converter so thevehicle meets mandated emissionlevels and the warranty period. If platinum, palladium and otherprecious metals were not soexpensive, we would probably seelarger converters and fewer emis-sion-control devices that focus onwhat is happening inside the com-bustion chamber. But with plat-inum prices around $1,300 anounce, this is not a viable econom-ic solution. If your shop is replacing a failedcatalytic converter withoutaddressing the problemsupstream, you are also using asolution that is not economicallyviable for the consumer becausethey will have to replace the con-verter sooner. �


RideControl TSBs


The Year in Ride Control TSBs‘Tried and True Fixes’ Can Expedite The Diagnostic Process

Technical service bulletins (TSBs) can help you solve common problems that occur on a specific vehicle. Ifyou’re trying to resolve suspension, ride control and air ride problems, looking at the TSBs can lead youdown an established diagnostic path that has been constructed by technicians and engineers. 2013 was a good year for ride control TSBs. Some TSBs were intended for very few vehicles on the

road, but the solutions can be used to resolve the same problems on a wide variety of vehicles. Severalof the TSBs over the next two pages can help to solve chronic problems that have plagued some vehicles for years.Here are the top seven ride control TSBs from 2013.

1. ACURA: Ticking Fromthe Dashboard or FrontDamperTSB#: 13-039Affected Vehicle: 2014

Acura MDXSummary: While

you may not see a2014 Acura MDXin your shop inthe near future,this TSB is stillworth readingfor the solutionto the problem.Owners of thisvehicle werereporting aticking comingfrom theupper strut area. Thecondition is caused from theupper strut mount sticking tothe vehicle body, causing anoise as the body flexed. Thesolution is to mount specialstickers to the top of the strutmounts to insulate the bodyfrom the upper strut mount.This TSB will make you thinktwice about not replacing aninsulator or strut mount thenext time you change the struton any vehicle.

2. AUDI: DTC 01487, NoCommunication With Air RideSuspension Module and Air RideDeflates TSB#: 43 13 21 2017325/8

Affected Vehicles: 2007-‘08 Q7Summary: This TSB is a reflash/repro-

gramming solution for a condition thathappens when the vehicle is turned offand the sleep mode of the serial databus is interrupted by the key cycle orwhen the door is opened. Drivers report-ed the air suspension warning lightwould blink and the air suspension wouldgo to the lowest possible position whenrestarting the vehicle. If the driver cycledthe ignition, the suspension would returnto normal operation. If you get one ofthese vehicles in your shop, DTC 01487(system function test incorrect, signalsporadic) will be stored in the system.The new software prevents this fromhappening by changing the parametersin the sleep mode protocols.

3. AUDI: RideControl DTCsCaused by BadGroundsTSB#: 43 13 22

2018190/5 Affected Vehicles:

2007-‘08 Q7Summary: This TSB

advises if DTCs00142-00145 arestored in the self-lev-eling suspension control module, thetechnician shouldperform checks onthe electrical circuitsgoing to the four airride valve unitsrather than replacingthe entire unit. TheTSB advises to checkthe resistances of thevalves, which shouldbe between 1.66-3.61 ohms depend-ing on the ambient temperature.

RideControl TSBs



4. AUDI: Compressor InoperativeTSB#: 43 13 23 2018765/9Affected Vehicles:2006-‘08 A6, 2004-‘10 A82007-‘12 Q7, 2013 S6,2013 S7, 2011-‘13 A8Summary: This is an updated TSB

from 2010 that outlines the diagnosticprocedures and parts replacement recommendation for a compressor that keeps running after thevehicle has been locked and the customer is unable to adjust the system. The affected vehicles have one of three codes stored inthe level control system module:DTC 0453: Restricted function through excessive temperatureDTC 1583: Leak in the systemDTC 1770: Sender for compressor temperature of self-leveling

control G290The TSB discusses thermal damage to the compressor and relay

that could cause the compressor to fail. The bulletin shows what adamaged relay looks like.

5. INFINITI: StrutHousing Corrosion IssuesTSB#: ITB11-041fAffected Vehicles: 1997-

2003 QX4Summary: This TSB is a

voluntary campaign toresolve issues with corrosionof the front strut housingfor vehicles in rust beltstates. This TSB can helpyou to advise customers ifthey need to contact a deal-er for repairs.

6. MINI: Welding SpatterCauses Noise on BumpyRoads TSB#: SI M33 01 10Affected Vehicles: 2007-

‘09 MINI Clubman R55Summary: This bulletin

describes a clicking noise from therear suspension that can occur on uneven roads.The noise is caused by welding spatter on thebody that comes in contact with the rear upperstrut mount. MINI’s solution is to remove thewelding spatter, paint the surface and install agasket on the strut mount.

7. VW: Coil SpringCreak at Low SpeedsTSB #: 40 13 03Affected Vehicles:

2011-‘12 PassatSummary: This TSB is a

solution for a creaking noise that occurs at lowspeeds or while driving over speed bumps.The source of the problem is the springs.According to the TSB, some springs were notcorrectly formed. The bulletin recommends replacing the spring and painting the wornarea of the strut’s spring seat. �


TPMS By Andrew Markel | EDITOR

As part of the new ASE G1Certification, knowledge oftire pressure monitoring

systems (TPMS) is required.

FROM THE TASK LIST: • Identify and test TPMS (indirect

and direct) for operation. • Verify instrument panel lamps are operational. • Conduct relearn procedure.

STEM IDENTIFICATIONAluminum valve stems usually have a TPMS sen-

sor behind them. In the past three years, there hasbeen a shift to rubber valve stems by Ford, GM andother carmakers. At first glance, they look just likethe valve stems from a non-TPMS vehicle, but thecap will be longer and the stem will have morethreads when compared to a conventional stem. Thiscan help a tech avoid damaging a sensor by acciden-tally pulling the stem. Every model year 2007-and-later vehicle has a TPMS system.

LAMP OPERATIONTPMS reports real-time tire-pressure information

to the driver of the vehicle, either via a gauge, pic-togram display, or simple low-pressure warninglight. The light should illuminate when a tire is low and

should eventually go out after the low tire has beeninflated to its recommended pressure. If the lightremains on after checking/inflating the tires, or if itflashes and remains illuminated, it may signal aTPMS problem that will require further diagnosis.

RELEARNINGWhen the tires are rotated or sensors are replaced,

the sensor IDs and position must be relearned by thevehicle. Relearn procedures differ from vehicle tovehicle. Some require activation with a magnet thatenergizes the sensor’s transmission coil, some sys-tems self-calibrate and others require a scan tool toconnect to the OBDII connector.When a relearn process is started, vehicles want

only one sensor talking at a time. Sometimes all of

the sensors are active and sending out signalsbecause the vehicle was repositioned or there isradio interference. For the sensors to go into a sleepmode, the car has to be still for a set amount oftime, which varies from vehicle to vehicle. If youare having a difficult time with a relearn procedure,let the vehicle sit for 20 minutes. This should putthe sensors into sleep mode, and then you can turnthe sensors on one at a time so the IDs and posi-tions can be read by the TPMS system. Even if the TPMS light is out when the vehicle

leaves the service bay, it does not mean the lightwill not come on later. Usually, this happens whenthe customer is driving home. �


Tech TipsThis month is sponsored by:

Applied Vehicles: 2004-’06 QX56 (JA60)Applied VINs: 2004 and 2005 Vehicles, All VINS;2006 vehicles built before 5N3AA08(**)6N 808731 Applied Dates: Vehicles built before Feb. 10, 2006 If you confirm a “groan” or “growl” noise comingfrom the front brakes, replace the front brake padswith the new ones noted in this bulletin. This noise may occur after the vehicle has beenstopped several times using moderate-to-hard brak-ing effort. The noise might then be heard during thelast few feet of braking when coming to a stop.The new brake pad kit includes new pad retainersand backing shims.

Service Procedure:1. Remove the front brake pads. 2. Inspect the rotors; service as needed. 3. Prep the inboard brake pads for installation. a. Apply a “moderate” amount of Molykote

M77 grease (P/N 44003-7S000) to the back of eachpad as shown in Fig. 1.

Note:• The inboard pads have a straight edge and padwear sensor. • The inboard backing shims have cut-outs on theedges. b. Install the shim and push down on it to

squeeze out any excess grease. c. Clean off all of the excess grease that squeezes

out. Caution: Don’t get any grease on the brake pador brake rotor friction surface. Clean off any excessgrease.

4. Prep the outboard brake pads for installation. a. Apply a “moderate” amount of Molykote M77grease to the back of each pad as shown in Fig. 2.

Note:• The outboard pads have a curved edge. • The outboard backing shims do not have cut-outs on the edges. b. Install the shim and push down on it to

squeeze out any excess grease. c. Clean off all of the excess grease that squeezes

out. Caution: Don’t get any grease on the brake pador brake rotor friction surface. 5. Install the new front brake pads and padretainers, P/N 41060-ZC027.• Apply a thin layer of Molykote M77 grease tothe pad retainers. •Make sure the inboard pads are installed withthe wear sensors facing down — toward theground (see Fig. 3).

INFINITI


GROAN NOISE HEARD FROM FRONT BRAKES OF QX56

Figure 1

Figure 2

Figure 3

6. Reinstall the wheels and lugnuts. • Tighten lug nuts to 133 Nm (14kg-m, 98 ft.-lb.) with a torquewrench. •Do not tighten the wheel lugnuts with an air impact wrench. • If you apply uneven or hightorque to the lugs it may “distort”(warp) the brake rotor and hub.This could cause increased rotorrunout and excessive rotor thick-ness variation as the rotor wears. 7. Burnish the brake pads. a.Drive the vehicle on a

straight smooth road at about 30

mph (50 kph). b.Use medium brake

pedal/foot effort to bring the vehi-cle to a complete stop from about30 mph (50 kph). Adjust yourpedal/foot pressure so that thevehicle stopping time is 3-5 seconds. c. Cool the brakes down by

driving at about 30 mph (50 kph)for approximately one minutewithout stopping. d. Repeat a, b and c (above) 10

times to complete the burnishingprocess. Courtesy of MotoLOGIC.


Q:What is a wheel hub bearing and why isit so important?A: Though you may never even seeit, a wheel hub bearing unit is animportant part of a car’s wheelassembly, enabling wheels toturn freely and playing a cru-cial role in the safety and han-dling characteristics of a vehi-cle. Comprised of precision-manufactured bearings, sealsand sensors in one pre-assem-bled unit, a wheel hub bearingunit is critical to performance, from thesmoothness of the ride, to fuel efficiency, to theintegrity of anti-lock breaking systems (ABS).

Q:Why are “value grade” hubs a risky choice?A:Many manufacturers sell replacement hub bearings that arevery low priced and may seem like a great value at first.Unfortunately, with that low price, you get a low quality hub bear-ing that is inferior to a premium, original equipment quality hubbearing.We call these hubs “value grade,” and experience has proven thatthese low performing, value-grade hubs are no real value in thelong run. In many cases:

• Value-grade hubs last less than half as long as premium hubs. • Their seals can allow moisture and contaminants to enter anddestroy the bearing prematurely — requiring a new hub in as little

Wheel Hub Bearing Q&A

Tech Tips


as 10,000 miles. • They can produce annoying wheel vibrationand noise. • They can cause anti-lock braking systems tomalfunction.• They can even result in the wheel coming offwhile the vehicle is in motion.

Q: How do hub bearings affect braking safety?A: Hub bearings include the wheel speed sensorthat controls the anti-lock braking system (ABS).This sensor sends a constant signal to the ABS con-trol system, telling it how fast each wheel is turn-ing. In an emergency situation, the ABS control sys-tem will determine if anti-lock braking is required.If the ABS sensor doesn’t work properly or fails,

the ABS system fails, so the quality of this sensor(how it is made and protected from damage) is crit-ical to braking safety.

Q:Why are hub bearings critical to my tractioncontrol system?A: A vehicle’s traction control system (TCS) uses acombination of electronic drivetrain controls inconjunction with the ABS system. Since it uses thesame wheel speed sensors and components as theABS system, it can be considered a subsystem andextension of that system. Together, ABS and TCSwork to provide the driver with full control overthe vehicle under potentially dangerous road con-ditions.Provided by SKF.

Tech Tips

AUTOMATIC TRANSMISSIONERRATIC SHIFTS AFTER FILTERREPLACEMENTBULLETIN NO. 11-1007 TO: All ATP Technicians

Changing the automatic transmission filter and fluid isa great preventive maintenance practice, ensuring aclean and proper working transmission assembly. Themost important factors are installing the correct filter forthe vehicle application and the correct installation proce-dures of the filter. An incorrect filter installation or thewrong filter will ultimately cause erratic shifts and pos-sibly cause damage to the transmission assembly.Some, if not all transmission filters, are equipped withwhat is known as a lip seal. Installing the filter with thelip seal as a unit will not seat the filter properly, causeingestion of air around the lip seal and dislodge the fil-ter from the pump bore.The most common cause of transmission erratic shift-ing after a filter and fluid service is the ingestion of air.When air is introduced inside automatic transmissions,a customer will notice: transmission slippage after 3 to 5miles of driving; the vehicle will stall or engine will shutoff when coming to a stop, or an MIL light illuminates,setting an incorrect pressure ratio DTC.So where is the problem? We cannot condemn thetransmission clutch assemblies because of slippage, norcan we blame the torque converter because of the stallsand engine shut offs and, finally, we cannot say that thepressure regulator solenoid or valve is stuck or wornbecause of a trouble code.

What to do now? Let us follow the first three impor-tant steps:1.Hear the customer’s complaint;2. Check the level of the ATF; and3. Test drive the vehicle.

Now that we have done all three and have encoun-tered a problem, let us pull that good ol’ pressure gaugefrom the toolbox. A scan tool will not help you in thissituation. Once you have connected the pressure gaugeand the vehicle is running, any rapid fluctuations of thegauge needle, vibration or humming of the gauge indi-cates that the pump maybe pulling air.How can we assume that the pump is pulling in air?Easy: Overfill the transmission with ATF! Overfilling thetransmission with fluid raises the fluid level beyond thearea to where the air is being introduced. Also, payattention to the pressure gauge; the needle of the gaugewill smooth out once you have overfilled the transmis-sion and no air is present.Now that we know that air is being pulled into thetransmission, we have to find the source. The removal ofthe transmission pan is now required. We have to makesure that the filter’s rubber lip seal was not damagedwhen it was driven up into the pump bore. If the filter isattached to the valve body, gently apply downwardpressure of the filter’s body to see if the filter is properlylodged into the lip seal. Inspect the filter for any cracksor separation of the seams.By James Strong, Technical Support Manager for ATP

TechDirect. �

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CARDONE Industries, Inc. in-troduced several new productsto its portfolio of automotivereplacement parts: EGRValves, Oil Rail Repair Kits andRemoval Tools for Ford PowerStroke applications join the A1CARDONE Fuel/Air Systemsdivision; brand new CamshaftPosition Sensors join CAR-DONE Select Electronics; andremanufactured ElectronicParking Brake Calipers supple-ment the A1 CARDONE Brakes division. These are available todaythrough MyCARDONE, the company’s distributor website, and will alsobe available through industry e-catalogs by February 2014.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Power and performance are tucked insidethe new DynoMax Performance Exhaustsystems for 2010-2013 Chevrolet CamaroConvertibles 6.2L V8 and 3.6L V6 plat-forms. The latest DynoMax Ca-maro systems help boost per-formance by up to 15horsepower and improvetorque up to 21 ft.-lbs.They are built from 2.5in. mandrel bent, stain-less steel piping; a set ofstainless steel Ultra Flowelded muffler assem-blies; and a pair of buffedand polished, stainless steel slant cut tips. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Hunter’s Quick Check inspec-tion system, which performs acomprehensive vehicle inspec-tion in under three minutes,uses new WinAlign 14 soft-ware to communicate withcutting-edge devices and pro-vide valuable informationabout a vehicle’s alignment,brake performance, battery health, tire health and emissions. TheQuick Check inspection system builds on Hunter’s patented alignmentcheck system, which measures alignment angles that affect tire life. Thealignment check takes only 58 seconds and produces total toe andcamber measurements for both axles. Reader Service: Go to www.bfeRAPIDRESPONSE.com


Pro-Cut has launched its new brandedbrake service, BrakeSaver, merging itstop-quality rotor matching equipmentwith on-site training and point-of-sale ma-terials. The program is designed to func-tion as a standalone profit center forshops offering brake repair while givingcustomers quality, value and warrantybacking. BrakeSaver includes full trainingin rotor matching and selling the serviceto customers. Techs have the opportunityto earn a Master Tech certification offeredthrough Pro-Cut's TrainSMART programand earn more for the shop and for themselves. Reader Service: Go to www.bfeRAPIDRESPONSE.com

StopTech, a Centric Parts brand, has introduced a range of two-piece Aero-Rotor Replacement Kits (ARK) for the Acura TSX that also fit certain TL, CLand MDX models, as well as certain Honda Accord, Pilot and Odyssey mod-els. The new direct replacement rotors are available for front axles and include pre-assembled StopTech two-piece, floating, directional AeroRotorswith iron friction rings and aluminum AeroHats. Available in drilled or slottedform, with or without a protective zinc coating, these new StopTech rotor upgrades expand Centric’s offerings for these models. Reader Service: Go to www.bfeRAPIDRESPONSE.com

AAM, formerly known as American Axle & Manufacturing before arebranding late last year, has announced the addition of new axleparts for 2010 and newer Chevy Camaro models. The new partsare available in three axle sizes: 195 mm rear axle 10 bolt, 218mm rear axle 10 bolt and 250 mm ZLI rear axle bolt. AAM ChevyCamaro axle parts include gear sets, bearing kits, output seal kits,pinion seal, installation kits and TracRite PC traction enhancingdifferentials. Reader Service: Go to www.bfeRAPIDRESPONSE.com

The Snap-on TPMS3 Tire Sen-sor System Tool just introduceda new Snap-on ProgrammableSensor Add-on Package(TPMS3PRG). With this new ca-pability, service technicians canprogram replacement or dupli-cate aftermarket tire pressuremonitoring sensors, saving timeand reducing sensor inventory.The new Snap-on TPMS3PRG isan optional activation that allows users to utilize their exist-ing or new Snap-on TPMS3 toolto program aftermarket TPMSprogrammable sensors. Reader Service: Go towww.bfeRAPIDRESPONSE.com

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NUCAP’s Step Cham-fer stamping processfor brake pad backingplates reduces weightand improves flatnesson backing plates,providing enhancedvalue. By rethinking the chamfer’s role on a backing plate, the com-pany has found a way to remove material at the backing plate’sleading edge. This has a positive impact on fuel economy by pro-ducing lighter-weight braking systems. NUCAP’s innovative processfor Step Chamfering improves on traditional angle chamfering byremoving more material, while eliminating the distortions generatedwhen angle chamfer is produced. 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.

Advertiser Page Advertiser Page

ACDelco 16, 17

Advance Auto Parts Professional 29

ADVICS Cover 2

Auto Value/Bumper to Bumper Cover 4

Bartec USA, LLC 37

CARQUEST Auto Parts 3

Eastern Catalytic 30

Federated Auto Parts 13

Hunter Engineering Co. 21

Jasper Engines & Transmissions 39

KYB Americas Corp. 35

Mighty Auto Parts Insert, 9

Motorcraft,Ford Motor Company 5

NAPA Cover Call Out, 23

Nucap Industries 18, 40, 42

O'Reilly Auto Parts 19

Packard Industries 36

Perfect Stop 32, 33

Pro-Cut Intl 14

Schaeffler Group USA 10, 11

Specialty Products Co 28

Wagner Brakes/Federal-Mogul 24, 25

WORLDPAC 15

>> VISIT www.bfeRapidResponse.com and click on the company from which you want information.

>> OR, go to www.BrakeandFrontEnd.comand click on the Brake and Front End Rapid Response logo.


Reader Service: Go towww.bfeRapidResponse.com

WANT DETAILS ON THE PRODUCTS & SERVICES YOU SEE IN

Post your job for just $50 a month!Visit AutoProJobs.com to get started today!

Contact: Karen Kaim p) 330.670.1234 ext. 295 f ) 330.670.7153 [email protected]

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


Advertising RepresentativesThe Tech Group

Bobbie [email protected], ext. 238

Jamie Lewis [email protected] 330-670-1234, ext. 266

Dean Martin [email protected] 330-670-1234, ext. 225

Sean [email protected], ext. 206

Glenn [email protected], ext. 212

John Zick [email protected] 949-756-8835

List Sales Manager Don [email protected], ext. 286

Classified Sales Tom [email protected], ext. 224

Call now to order or to receive a free 2012 catalog 1-800-434-5141www.autobodysuppl ies.com

Why switch to PDQ? PRICES. Low prices. High Quality. Always.1st time buyer? Order from this ad and receive these special prices.

46 January 2014 | BrakeandfrontEnd.com


BrakeLights

Using fear to sell safety

components like brakes is

nothing new. But Amco

broke new ground when it used

children in advertisements to enhance

its safety message. �

BRAKE & FRONT END 1937


Brake & Front End, January 2014

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