Import Car

A

February 2013

MAGAZINE

❯❯ Gonzo’s Toolbox ❯❯Ride Control Systems ❯❯CAN Bus Breakdowns

Reader Service: go to www.ICRapidResponse.com

CONTENTS

Publisher Jim Merle, ext. [email protected]

Editor Mary DellaValle, ext. [email protected]

Managing Editor Jennifer Clements, ext. [email protected]

Technical Editor Larry Carley [email protected]

Graphic Designer Kelly Gifford, ext. [email protected]

Advertising Director Cindy Ott, ext. [email protected]

Circulation Manager Pat Robinson, ext. [email protected]

Circulation AssistantMaryellen Smith, ext. [email protected]

2 February 2013 | Import-Car.com

Volume 35, No. 2

22Ride Control SystemsApplication-Specific Products

Import Specialist ContributorGary Goms recalls his days ofworking as a mechanic for an off-road desert racing team andnotes this lesson learned thatholds true to this day: matching ashock absorber to its application.

A Publication

34

4422

34Mercedes MisfiresTackling a P0301 DTC

Electronics Diagnostic SpecialistSergio Fernandez discusses how touse valuable oscilloscope freeze-frame information to diagnose amisfiring cylinder that produces aDTC P0301 on a M-B E320 sedan,saving valuable time in the shop.

44CAN Bus TopologyJumping on the CAN BusBefore you go riding the CAN buslines to a vehicle repair, you’ll needto understand the configurationsthe OEs developed for wiring harnesses and sensor connections.In this article, we take a look at thetopology of serial data networks.

ImportCar Staff

DEPARTMENTS6 Editor’s Notebook

8 News Update

12 Special Coverage:BFGoodrich New Tire Launch

18 Gonzo’s Tool Box

50 Import Tech Tips

52 Essentials (New Products)

54 Ad Index

55 Classifieds

60 NASCAR Performance

A Publication


Columns

6

12

18

50

IMPORTCAR (ISSN 1069-4714)(February 2013, Volume 35, Number 2): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscriptionservices representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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Follow us on TwitterBecome a fan on Facebook

Contributing WritersBob Dowie, Village Auto Works, Chester, NY

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

Bob Howlett, The Swedish Solution,Orange Village, OH

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

Bob Dowie, Village Auto Works, Chester, NY

Chris Klinger, Precision Incorporated, Tucson, AZ

Steve Louden, Louden Motorcar Services, Dallas, TX

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

Joe Stephens, Stephens Automotive, Palatine, IL

John Volz, Volz Bros., Grass Valley, CA

Babcox Media, Inc.

Editorial Advisory Board

3550 Embassy ParkwayAkron, OH 44333-8318

President Bill Babcox [email protected]

Vice President/ Greg CiraChief Financial Officer [email protected]

Vice President/ Jeff StankardGroup Publisher [email protected]

Controller Beth Scheetz [email protected]

In Memoriam

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

Chairman Tom B. Babcox (1919-1995)

By Mary DellaValle|EDITOR[Editor’sNotebook


Continuing last month’sdiscussion of ways tokick-start the new year,

we’ll again focus on shop imagebecause of its direct link to theoverall customer experience andyour shop’s bottom line. Satisfiedcustomers speak volumes aboutthe service they received, provid-ing you with repeat business anda direct conduit to referrals.

Senior Director of Marketingfor Cintas Corporation DaveMesko, says that the profes-sional image that a shop dis-plays often makes the crucialdifference between an ordinaryexperience and one that encour-ages repeat business.

He offers the following“image improvements” advice:

• Develop customer areacleaning programs. The waitingarea is the first opportunity to

create a positive impressionamong customers. Keep thisspace in pristine condition toproject the best possible image.Ensure that chairs, tables and re-freshment stations are kept cleanand free of debris and trash.

Keep a continuous supply ofcoffee, tea, soft drinks andsnacks to accommodate varyingcustomer preferences in refresh-ment areas and spot-check thisarea frequently to ensure itemsare stocked, and clean it onceevery few hours to removespills and trash.

• Ensure personnel looktheir best. As employees serveas a vital point-of-contact in theshop, they offer an ideal oppor-tunity to impress customers.Additionally, the image of youremployees sends a message tocustomers about the level ofservice and care their vehicleswill receive, and it helps techsfeel more confident when theylook their best.

Along those lines, hand-wash-ing stations located throughoutthe service areas help ensureemployees always greet cus-tomers with clean hands.

• Organize and clean serviceareas. As technicians sometimesbring customers into servicebays to discuss their vehicle,these areas should always re-main in top condition. Keeptools and parts organized byproviding appropriate shelvingand storage units.

In addition, the cleanliness offlooring throughout the servicearea is one of the most criticalfactors that can influence cus-tomer perception of the shop.Develop daily floor cleaningprotocols that can easily be per-formed during slow periods tomaintain flooring throughoutservice areas.

For the full article, go towww.ShopOwnerMag.comand search for “What ImageDoes Your Business Project?” IC

Extraordinary Customer ServiceBegins With A Great First Impression

Mary DellaValle, [email protected]

[NewsUpdate

Advance Auto Parts recently announced the addition of OE repairand diagnostic information for manufacturers Audi, Mazda, Mercedesand Volkswagen to its MotoLogic repair and diagnostic software tool.

Features include fast navigation, accurately rendered, original OEcontent, ease of use and depth of information. And included in therollout of additional manufacturer coverage is the addition of serviceinformation for older-model vehicles dating from the early 1990s tothe 1950s.

“We’re offering shops an easy, accessible solution for their repairand diagnostic needs. The continued expansion of our manufacturercoverage and support team dedicated to MotoLogic ensures thatwe’re delivering the information that shops need to fix vehicles fast,all with just a few clicks of the mouse,” said Walter Scott, vice presi-dent of eCommerce and eServices for Advance Auto Parts.

The fully searchable, OE diagnostic and repair resource features astate-of-the-art search engine that ensures faster results, based on vir-tually any criteria — sight, sound, smell, diagnostic code, componenttype and more. In addition to speed, MotoLogic’s detailed search engine lets technicians access OEM service information, clickable andcolor-coded OEM wiring diagrams, service bulletins, diagnostic flow-charts with sophisticated hyperlinks, component locators, labor times,owner’s manuals and more — all in the time it takes to click “Search.”

Should a customer not be able to locate the repair or diagnostic in-formation they need through MotoLogic directly, they may contact thesupport staff at Motologic.com or 855-222-1632 for direct assistance.

Advance Auto Parts ProfessionalRolls Out Coverage Increases for MotoLogic Repair and Diagnostics

Automotive Parts Associates GivesWinners ‘The Drive of a Lifetime’

“When a winning customer tells you they are going to have to havea smile surgically removed from their face, you know you have a sat-isfied customer!” said Caprice Caster, director of events & promo-tions with Automotive Parts Associates (APA), in reference to thegroup’s recent Exotic Driving Experience Weekend. In January, threewinners of the Professionals’ Choice Scratch & Win promotion andtheir guests had a memorable time driving Lamborghinis and Fer-raris at the Disney Speedway in Orlando, FL.

The winners were Craig Callahan from John’s Auto Repair in Hight-stown, NJ; Ron Vaughn from Vaughn’s Mr. Muffler in Dubuque, IA;

story continues on page 10

[NewsUpdate

Go to www.icRAPIDRESPONSE.com

Do you have a vehicle that won’tstart or is running poorly? Auto-motive techs can now quicklypinpoint any ofthe hundreds ofpotential causesthrough an in-dustry-first, free online diagnos-tic “assistant” created by Wells Vehicle Electronics.

Available 24/7 atwww.wellsVE.com, the com-pany’s new “Virtual Tech” diag-nostic assistant utilizes shortvideos and a series of “decisiontree” prompts to guide the userthrough each step in diagnosinga wide range of driveability chal-lenges. This resource is inte-grated with Wells’ interactiveDTC lookup tool to provide theuser with all of the informationneeded to identify and correcteach problem.

In many cases when the usermight need help in completing a diagnostic step, Virtual Tech of-

fers brief instruc-tional videos. Asone example, auser whose

engine will not start is askedwhether the engine cranksslowly. If yes, the Virtual Tech assistant recommends that theuser verify battery charge is atleast 12.6 volts and offers avideo demonstration of a properbattery test. Upon completion ofthe diagnostic process, users receive a list of recommendedcorrective actions. They are alsoinvited to contact the toll-freeWells technical support hotlinefor additional assistance.

Wells also offers a series of diagnostic case study videos, alsoavailable via www.wellsVE.com.

and Alfred Wilkins from Wonder Auto & Tire in Riverview, NB. APA shareholders conducted the Scratch & Win sweepstakes at

more than 200 locations across the U.S. and Canada. Each time aproduct was purchased from one of the sponsoring manufacturers,the installer received a scratch ticket. Thousands of dollars in instant-winning gift cards were distributed and several thousand completedscratch cards were returned for the grand-prize drawing — the Exotic Driving Experience Weekend.

Winners and their guests were flown into Orlando and put up atthe Grand Floridian Resort. On Friday night, they enjoyed a steakand seafood dinner followed by a cruise on the Grand One Yachtwith dessert and a fireworks show. On Saturday morning, the groupheaded to the track where they selected from a menu of exotic cars.Each participant chose two cars and took them out for 16 laps.

Afterward, guests were given spending cash and park passes toenjoy the rest of the weekend at their leisure. Dan Freeman, presi-dent and CEO of APA said, “This approach for the Scratch & Winpromotion has given six people once-in-a-lifetime experiences. It willlast a lot longer than giving them basic cash prizes.”

For more information, visit www.professionalschoice.com.

Wells Introduces ‘Virtual Tech’ Automotive Diagnostic Assistant

continued from page 8

In January, BFGoodrich invited the mediaand what they call “key influencers” tothe newly built NOLA Motorsports Parkin New Orleans to test and evaluate thecompany’s new DOT extreme perform-ance street/race tire, the g-Force Rival.

With a background in motorsports, Icould not wait to get behind the wheel totry these “race” tires. The company pulledout all the stops for those in attendancewith first-class amenities for our short stay,and everyone was thoroughly impressedwith the NOLA facility. Not only was therea full 2.75-mile 16-turn road course (with a5.5-mile course in the works), but also a world-class,multi-configuration kart-racing track adjacent to theskid pad and autocross courses. The facility is like Disneyland for a performance enthusiast.

We ran through four different tests on differenttypes of courses under close supervision from profes-sional driver coach Terry Earwood (a former colleague) and his crew of in-structors. The courses includedan autocross in a Subaru STI,skid pad in a Mazda Miata,long autocross course in anE46 BMW M3 and, finally, aroad course test in a FR500Mustang.

It had been a few yearssince I was behind the wheelof a real racecar, so therewere some butterflies whenI heard we got to test theMustangs on the road course. But, luckily for us,our group was scheduled to do that exercise last,which would give me enough time to shake offsome rust and get up to speed.

In the four exercises, we compared the g-ForceRival back to back against its closest competitors,and the differences were fairly obvious. Companyofficials claim that the Rivals give drivers a crisper


[NewsUpdate

BFGoodrich Launches G-Force Rival Tire in New Orleansby Brendan Baker, Senior Editor, Engine Builder Magazine

story continues on page 14

Road-course testing the FR500 Mustang in high-

speed cornering required two sets of eyes.

BFGoodrich’s g-Force tire launch at theNOLA Motorsports Park in New Orleans.

By the end of the day, the g-Force Rivals looked new, while the competitors’ tires were showing visible signs of wear. The tires’ crisp turn in, and consistence and predictable

grip, were most notable on the long autocross course.


[NewsUpdate

Brake Friction Material:1. What is your primary source for Brake Friction Material?

My primary source is a local jobber.

2. Why is that primary source your first call?Availability, along with fast delivery.

3. Do you buy different brands based on certain vehicle applications, or solelyon brand preference and brand trust? If we have the lead time, I do prefer picking the brand of friction and rotors forcertain applications, and generally the high-end or high-performance cars getthe special attention.

4. Do you stock brake friction at your shop? And, if so, how much?Currently we don’t stock brake parts; with the local coverage and deliveryservices available, it’s no longer necessary. As I said earlier, if the car is ascheduled service we will often source the parts from a WD to have morechoice in quality.

New for 2013 is this Reader Spotlight, where readers will discuss how theysource various aftermarket product lines and what criteria they use when mak-ing buying decisions.

This month, Bob Dowie, owner of Village Auto in Chester, NY, discusses hisbuying decisions when sourcing Brake Friction Material.

Reader Spotlight: Sourcing Brake Friction Material

Bob Dowie, owner, VillageAuto, Chester, NY, and long-time ImportCar contributorand Advisory Board member.

feel and allow for theconfidence of a racetire, but you can stilldrive it home from thetrack.

BFGoodrich says it’s tar-geting a growing marketof drivers seeking extremeperformance tires with itsnew Rivals. The tires have a200 UTQG Rating (UniformTire Quality Grade) that allows them to be used inracing where drivers must compete on 140+UTQG-rated tires.

“The g-Force Rival helps BFGoodrich fill agrowing need in the extreme performance mar-ket,” said Andrew Koury, BFGoodrich brand man-ager. “From autocross to road course events, on

street or the track, wewant drivers to own it.”

The tire features anasymmetric tread withlarge, solid tread blockson the outside shoulderto optimize corneringgrip and also bringsthe tread compound

farther down the shoulder for increased grip in hard cornering and predictablefeedback.

The g-Force Rival will initially launch with 15sizes with rim dimensions from 15 to 20 in. and205-335 section width. It will be available exclu-sively through TireRack.com with pre-orders beginning this month. For more information, goto www.BFGoodrichTires.com.

continued from page 12

Comparing tires on the autocross course is hard work

as you can tell by my expression.

Iwas asked some time ago about why I writethese peculiar articles about the vehicle repairbusiness. Well, the only way I can explain it is

to put yourself in the position that I’m in on adaily basis. I spend a better part of my day tryingto understand what a customer is explaining tome, while using my training, background andbasic common sense to come up with a logical answer to their vehicle’s problem.

This is where these true-to-life stories begin.During an average day, a tech might work on ve-hicles spanning more than 20 different productionyears. Nothing is ever the same, from year to year,model to model, or manufacturer to manufacturer.These differences can be as varied as the peoplewe meet. Knowing these changes in vehicle sys-tems can be overcome with years of experience,but knowing how to deal with the attitudes andpersonalities of the consumer can take a lifetime.

The varied ways people will explain their carproblems to the tech can be baffling or even mis-leading. I try to never approach a situation withblinders on so I don’t get lead down the wrong repair path. Sometimes, their explanations leave alot of doubt as to what they really are trying tosay. For some people, explaining things isn’t easy,so their way of getting their point across is to usean extremely long version of the story, or a com-plete biographical saga from their childhood tothe present, just so I don’t miss any details.

It’s hard to remind myself that I’m not going tomake a customer out of every person who calls theshop, or patron who comes in the door, but I’mstill stubborn enough to try anyway. As one long-time shop owner once told me years ago, “Don’t

do business with people you can’t get along withor ones you feel uncomfortable around.” I tend tobelieve that’s true after seeing the variety of peo-ple I’ve encountered over the years.

But, those odd and different personalities and ex-planations about car problems are the best materialfor the next new story. You never know, the next onecoming through the door might be a real winner.

When it comes to educating the customer aboutwhat’s wrong with their vehicle, there’s only sofar I can go. I usually try several different anglesto bring the technical answer down to a level thatis acceptable to the customer, but, sometimes,their comprehension is aided only by me usingeverything from charts, to graphs, to hand pup-pets. Sometimes, even explaining things to thecustomer is a show in itself. It can certainly bejust as comical watching me try to explain some-thing, as it is listening to their stories.

After many years of standing behind thecounter, I tend to have a “sixth sense” about theupcoming repair, either from the reactions of thecustomer, or from the condition of the car. I tend togo back through my mem-ory files and find a situa-tion that is comparableto the latest one. Afterall of these years, there’sno doubt thereare some

Walk A Mile In My ShoesAnd You’ll Know Where I Get My Stories

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


[Gonzo’sToolbox

Scott “Gonzo” Weaver, gonzostoolbox.com

comparisons to a story I’ve al-ready put onto paper. Writingthese stories down also makes iteasier to think of a better way tohandle it in the future, or beaware of the potential outcome.

In some small way, I hope peo-ple who read my stories not onlysee the humor in these situations,but also take away from them abit of knowledge. I like to thinkof it as a life lesson that can’t be

taught out of the automotive re-pair manual. But, it’s somethingeveryone has or will experience.

You could call it a “realitycheck” for the automotive world.I write about the everyday eventsthat occur in an automotive re-pair shop, not some contrivedmanagement-improvement ideathat’s going to boost your bottomline. Techs from all over theworld e-mail me, and have notrouble relating to my stories,and you can tell they’re smilingwhile they write those e-mails. Ithelps everyone realize they arenot alone in this incredible andchallenging world of automotiverepair. And that’s what these sto-ries are really all about.

But, these stories not only applyto just automotive techs; they’resomething anyone who dealswith the general public will enjoyreading. I know doctors, lawyers,bank executives, roofers and awhole lot of other professionalswho read and relate to my stories.

You just never know where thenext interesting story will comefrom. When you take the time to really think about it, somewherein our family tree we all havethat crazy relative who has donesomething weird, or a co-workerwhose elevator has skipped afew floors. It might even besomething you’ve noticed on thenews or on the drive home.

No matter where we are,something out of the ordinary isgoing to happen, sooner or later.And, as long as that keeps hap-pening, I’ll keep writing. IC


[Gonzo’sToolbox


During the fall of 1989, when I was workingas a mechanic for an off-road desert racingteam, we raced the famous Mint 400 held

in Las Vegas. At that time, the 400-mile roadcourse consisted of bumps, jumps and basketball-sized rocks just waiting to break a suspension sys-tem. About 50% of all vehicles entered would failto finish the race.

Standard for that day, our desert truck wasequipped with three shock absorbers per wheel,which would theoretically reduce operating tem-peratures by distributing the load among threesoft-valved shocks. By mid-race, our truck cameinto its pit stops with the shock absorbers sooverheated that the polyurethane bushings wereliterally melting out of the shock mounts.

Worse still, as the shock absorbers began to fail,so would the leaves in the truck’s leaf-spring sus-pension. Despite the suspension problems we ex-perienced during the race, we were lucky enoughto win our class. But the lessons I learned about

the importance of matching the shock absorber toits application endure to this very day.

HYDRAULIC SHOCK ABSORBERS

A shock absorber is designed to dampen oscilla-tions in leaf or coil springs by enclosing a pistonand rod assembly inside a cylinder filled with oil.The shell or casing generally mounts on the axleor control arm while the piston rod assemblymounts to the frame.

The piston contains valved metering orifices designed to allow the oil to flow more easily toone side of the piston than the other, which allowsa shock absorber to compress more easily than itwill extend. This general ratio or rate is ideal forabsorbing bumps in the road and controlling therebound rate of the unsprung weight of the axleand wheel assemblies. See Photo 1 on page 24.

Each shock absorber valving system is de-signed to accommodate variations in vehicle

Matching the Componentsto the Application


By Gary Goms, Import Specialist ContributorRIDE CONTROL[DiagnosticSolutions

weight, speed and road surface.This allows engineers to create asmooth ride at low speeds while,at the same time, allowing themto control suspension rebound athigher vehicle speeds. Becauseshock absorber valving systemscan be quite a bit more complexthan I’ve described, we’ll leave itat that.

Although the technology waspopularly introduced around2002, many high-end vehicles in-corporate computer-controlledmagnetic active shock absorbersinto their suspension systems.These shock absorbers use mag-neto rheological (MR) fluid,which means that the viscosity ofthe fluid increases when a mag-netic field is applied to the fluid.This feature allows manufactur-ers to instantly increase shockabsorber firmness to accommo-date a high-performance or

emergency-driving situation.Many high-end vehicles also

incorporate an air bag into theshock absorber assembly to com-pensate for additional loads onthe suspension system. Most ofthese systems use a height con-trol sensor that enables a chassismodule to sense a variation insuspension height. The modulethen adds or subtracts air pres-sure via an electrically operatedair compressor and valving sys-tem to correct suspension heightor compensate for body roll. Adistant cousin of the OE air sus-pension system is the stand-alone “air shock,” which is apopular aftermarket solution totemporarily increase the load-bearing capacity of a vehicle’ssuspension system.

As many older import vehiclesage, their air shock systems be-come more failure-prone andmore expensive to repair. In thesesituations, some companies sup-ply conversion shocks designedto convert air shock systems toconventional shock absorbers. Inaddition, some companies re-build the very expensive shock absorbers used in some high-endvehicles. In any case, economicalremedies are available for keep-ing some of the older, high-endvehicles in service.

SINGLE AND DUAL-TUBESHOCKS

Modern hydraulic shock absorbersare manufactured in single anddual-tube designs. In the single-

[DiagnosticSolutionsRIDE CONTROL


Photo 1: The top of a MacPherson strutassembly is mounted in a bearing platethat allows it to pivot.

tube design, the shell casing dou-bles as the cylinder in which theshock piston rides. The immediateadvantages of a single-tube designare that the piston area is general-ly larger and that the shock ab-sorber will dissipate heat muchfaster. The disadvantages are thatthe single-tube shock is easilydamaged and that they can bemore expensive to manufacture ingas-charged versions. See Photo 2.

Dual-tube shock absorbers aremost commonly used as originalequipment because they are lesssusceptible to damage and be-cause they have more oil capac-ity. The downsides are a smallerpiston area and a greater sensi-tivity to foaming the oil. On theother hand, both shock designscan be charged with nitrogen toreduce oil foaming. Neither thesingle- or dual-tube design is in-herently superior, with both hav-

ing their applications in modernvehicle ride control.

SUSPENSION TYPES

Shock absorbers are designed tofit short/long arm (SLA) or “dualwishbone” suspensions,MacPherson strut suspensions,coil-over shock suspensions andsolid-axle suspensions. Keep inmind that the difference betweenMacPherson and coil-over shocksuspensions is this: the coil-overdesign essentially is an SLA con-figuration using an upper controlarm to control wheel camberangle, while the MacPherson design is a single control armversion that uses the shock absorber itself to control wheelcamber. See Photo 3.



Photo 2: This coil-over-shock systemstill uses an upper control arm assembly to maintain correct camberangle at the wheel.

Photo 3: Servicing coil-over shock assemblies is similar to servicing conventional MacPherson struts.

SHOCK ABSORBER WEAR

Because shock absorbers wearvery gradually, and because mod-ern OE shocks are far moredurable, it’s tough for most serv-ice technicians to properly evalu-ate the need for new shockabsorbers.

The time-honored reboundtest, in which the technicianjounces the suspension by hand,is the simplest method. In thistest, good shock absorbers willdampen the rebound within oneextension cycle. But, let’s keep inmind that, when the operatingtemperature increases on a high-mileage shock, the shock’sdampening capacity is greatly reduced.

In many cases, test-driving thevehicle on a familiar road courseis the best indicator of shock ab-sorber performance. If the vehi-cle sways too much navigatingcorners, dives excessively duringbraking or bottoms the suspen-sion too easily on bumps, theshock absorbers obviously needto be replaced.

During a physical inspection,always measure vehicle suspen-sion height. If the vehicle leansor one corner of the suspensionrebounds differently than theothers, the fault is likely with theshock absorber. Any shocks leak-ing raw oil from the piston rodseal should be replaced, asshould badly dented shocks.

Evidence of frequent contactbetween the rubber reboundbumpers mounted on the frame

and the control arm or axle arealso subtle indicators of wornshock absorbers. Extreme combi-nations of worn shocks and out-of-balance tires will cause wearat the center of the tire tread.

Similarly, if a shock absorberhas lost its gas charge, the vehi-cle will exhibit an uneven sus-pension height and additionaltire wear on that wheel. And, ifan accurate wheel alignment stillproduces scrub-related tire wear,worn shock absorbers might beat fault because the shocks canno longer maintain correct sus-pension geometry. See Photo 4on page 32.

In any case, most shock absorber wear becomes evidentbetween 60,000 and 120,000miles. If the vehicle has morethan 100,000 miles on theodometer, it’s nearly a sure betthat new shock absorbers, eitherconventional, coil-over or struts,will restore like-new ride control.

When selling new MacPhersonstruts, it’s generally more time-and cost-effective to install newspring and strut assemblies thanto disassemble the old strut for acartridge replacement. Similarly,when selling conventional shockabsorbers for heavy-duty or off-road use, it’s more cost-effectiveto look at a performance shockabsorber that includes bellowsthat protect the piston rods fromabrasive damage and high-per-formance polyurethane bushingsdesigned for high-impact drivingconditions.



CHOOSING THE RIGHTSHOCK

As most veteran under-car techni-cians know, choosing the correctride control is often more subjec-tive than objective. To illustrate,the average “tuner” enthusiastmight like firm ride control forrally-type driving. In contrast,Grandma might want a shock ab-sorber that didn’t shake the icingoff of the cake she just deliveredto her church social. Farmers andranchers want a shock that won’tbuckle under a load of hay, whilerecreational vehicle owners wanta shock that will reduce vehiclebounce and sway when towing afifth-wheel camper trailer.

As I learned in our off-roadrace two decades ago, it’s impor-tant to match the shock ab-sorbers with the suspensionsystem. Stiffer springs require

different valving than do softersprings. Increased vehicle load-ing requires a firmer shock ab-sorber design. Off-road vehiclesequipped with lift kits requireshocks with greater travel thando standard suspensions. If amatch isn’t made with the appli-cation, expect a premature shockabsorber or spring failure.

Regardless of application, it’simportant to sell a quality shockabsorber, especially if the ownerintends to keep his vehicle. Un-like the cheaper lines, a qualityshock absorber has features thatwill maintain its dampening ca-pacity for another 60,000-100,000miles. And, because mis-matched shock absorbers canproduce quirky ride control andhandling qualities, it’s importantto always sell any type of shockabsorber in pairs and, preferably,in sets of four. IC

Gary Goms is a former educator and shop owner who remains active in the aftermarket service industry. Gary is an ASE-certified Master Automobile Technician (CMAT) and has earned the L1advanced engine performance certifica-tion. He also belongs to the AutomotiveService Association (ASA) and the Society of Automotive Engineers (SAE).



Photo 4: These shock absorbers werereplaced because the frame bumperpad to the right was frequently contacting the axle.

Since the advent of OBD II, every vehicleis equipped with a sophisticated systemthat measures each cylinder’s contribu-

tion to engine power, becoming one of the mostdifficult challenges we face. Each time a cylinderfires, the misfire monitor uses a highly accuratecrankshaft angle measurement to measure thecrankshaft position. This system needs to have anaccurate crankshaft position sensor that is able toread the crankshaft position, even at high RPM,sending a clear signal to the PCM. Then the PCMmonitors the crankshaft acceleration time for eachcylinder at the firing time.

A specific crankshaft acceleration time occursonly if a cylinder contributes with normal power.When a cylinder does not contribute to enginepower, then it’s misfiring and crankshaft acceler-ation for that particular cylinder is slowed. It’simportant to note that this monitor looks only atthe crankshaft’s speed of acceleration during acylinder’s firing stroke and, therefore, cannot

determine if the problem isfuel, ignition

or mechanical related. Misfires are categorized as Type A, B or C. Only

a Type A misfire will make the MIL flash whilepossibly causing immediate damage to the catalytic converter.

When you are diagnosing a misfire DTC, it’sgood to ask the customer if the MIL was flashing.Then, after reading the DTCs you will have valu-able freeze-frame information to reference, thatcaptures the engine operating conditions when-ever the MIL is illuminated. (Each time the ECMreports a misfire, the current engine operatingconditions are recorded in the failure recordsbuffer.) Because this is emissions-related informa-tion, we are able see and use this informationworking with a common generic OBD II scan tool.

There are only a few Parameter IDs (PIDs) inthe OBD II list, but the most important to dupli-cate in this failure are engine speed, engine tem-perature, engine load and vehicle speed. Thevehicle speed tells us if we can duplicate theproblem at the shop. An engine load higher than40% makes us think the secondary ignition isweak, and the engine temp tells us if we have towarm up the engine or let it cool down.

The car we areusing is a


By Sergio Fernandez, Contributing WriterMISFIRE DIAGNOSIS[MercedesFeature

2001 Mercedes-Benz E320 sedan (210.065) with a3.2L V6 engine (112.941), and it did not have anyproblem. We induced a misfire in order to producethe screen shots for this article. Let’s see what thescan tool suggests we do with a DTC P0301 misfire.

The troubleshooter function on the scan tool saysto check the power at terminal 2 on the ignition coiland ground at terminal 1. With the key-on, it shouldhave normal battery voltage. Ifthe voltage is too low, it couldindicate a problem with toomuch resistance in the wiring.

Then, the troubleshootersays to check the ignition coilprimary resistance betweenterminals 1 and 3, and com-pare it to factory specifications.

At this point, I assume thatthe troubleshooter wants thetechnician to make sure thathe’s not losing power or ground at the ignition coilconnector, then check the resistance at the ignitioncoil primary winding. These are good diagnosticchecks, but, in some cars, the ignition coils are noteasy to access and it takes time to get to them. Forsome V8 engines, removal of the upper intakeplenum is required to check the ignition coil pri-mary resistance. It’s possible to check the resistancevalues at the ignition coil output terminal relay ofthe wiring harness, from the relay (Pin 87) thatfeeds the coils or just from the fuse, if the fuse is

located after the relay. There is a dedicated fuse to power the ignition coils

in this vehicle. In other cars, the ignition module is ontop of the ignition coil(s) (not in the PCM), so we areunable to check this value because the transistor thatgrounds the ignition coil is on top of the same coil.

One of the best ways to check primary resistanceis to check the ignition coil current using a digital

storage oscilloscope with anamp probe. See Diagram 1.

Channel 1 (red), shows that Iclamped the current ampprobe at 5 amps per division,reading the current around thepower through the fuse (6)dedicated for the ignition coils,from the passenger’s-side fuseand relay module box locatedat the rear side of the enginecompartment.

In Channel 2 (blue), I took the primary signal tothe same ignition coil at the PCM connector. Thepattern starts at the left of the screen and moves tothe right, and the amperage builds up as the coilsaturates. At this moment, the coil is being charged.

When the coil saturates, the internal module re-leases the ground. Here is when the primary signalfires, that, in turn, causes the secondary signal tofire. Channel 2 (blue) shows us a clear ignition burntime that lasts almost three divisions considering agood length, and, after that, we have a good

Import-Car.com 35

Diagram 1

oscillation before the ignition coilenters in the cool-down time.

The advantages of using thismethod are:

• No unplugging of ignitioncoils;

• No removal of any upperplenum to get access to the coil;

• Connectors were not dis-turbed; and

• The test was performed withthe engine hot and under theconditions described by thedriver and the freeze-frame data.

Then, if we slow the time perdivision in the oscillo-scope until we see twopulses in Channel 2 (blue),we are reading two crank-shaft revolutions in thecomplete screen. Keep inmind this is a coil-on-plugsystem, so the ignitionsystem fires only on thecompression stroke (onespark every two crankrevolutions). The informa-tion in Diagram 2 is what you’llsee when you leave the ampprobe clamped around the fuse.

It’s possible to compare thewaveforms for all of the ignitioncoils, which should be the samein every coil. Remember, theyshare the power from the relay,but the ground is applied by thePCM. Once again, by moving thewires close to the ignition coilconnector, pulling or pushing theharness, moving the PCM con-nector or just gently tapping thePCM, it’s possible to see changesin the waveform, pointing to aninternal electrical failure.

Knowing the firing order willhelp determine which cylinder isproducing the problem. For ex-ample, if you see less current atthe second coil in the screen (al-ways reading the lab scope fromleft to right), you have to go to thesecond coil in the firing order (1-4-3-6-2-5). In this case, I focusedthe diagnostics in all ignition sys-tem parts related to the currentramp for cylinder 2 (for example,coil, wires and the PCM).

In Channel 2 (blue), you cansee that the voltage drops slightly

when the ignition coil, other thanthe one we’re using for synchro-nization (cylinder 1 in this case),works. This is a normal occur-rence when a coil pulls currentthat’s needed to be energized.

We can have a similar scenariowith the fuel injectors, and it’sgood to know how to check thecurrent on them while they’reworking. This is because when amisfire type A is present, the PCMwill cut the injector pulse out inthe same cylinder that misfires.

In order to see this, I decidedto clamp the current amp probein the red/blue wire, Pin 3 at

MISFIRE DIAGNOSIS

[MercedesFeature


Diagram 2

Connector A1 in Channel 1(red), then in Channel 2 (blue)for synchronization, and thenI took pulses from the injec-tor/cylinder 1. I adjusted thespeed until there were two in-jector pulses in the screen, sothere were two crankshaft rev-olutions. The injector sprayingorder follows the same igni-tion firing order, so when wehave cylinder 1 misfiring as a type A misfire, wehave to lose at least one injector pulse from thewaveform. See Diagram 3.

If we lose the fourth injector amp ramp in thescreen and the firing order is 1-4-3-6-2-5, we can besure that something will happen in cylinder 6. Every

time we cycle the ignition key,the misfire count resets itself.So we are supposed to have in-jector pulses again in cylinder 6during the first few secondsuntil the PCM takes the action.

In that case, we can add athird channel in the injectorpulse signal wire of cylinder 6,which is always next to thePCM connector, and watch for

the voltage when the PCM kills the injector. If wehave battery voltage, the harness and injector 6 coilare fine. If the voltage goes to 0 volts, we can as-sume something is open in the harness or in the injector coil itself.

Be careful with the use of noid lights at this

MISFIRE DIAGNOSIS[MercedesFeature

Age, contamination and extreme heat can affect the oxy-gen sensor’s response characteristics. Degradation of thesignal can be in the form of an extended response timeor a shift in the sensor voltage curve. Both conditions re-duce the oxygen performance, thereby reducing the cata-lyst’s capacity for exhaust gas conversion.

Zirconia Sensor MisfireOne of the most obvious failures to showup on the oxygen sensor signal is a mis-fire in the engine. However, few techni-cians realize just how clearly a misfirewill appear on the oxygen sensor signal.The graphic shows what a misfire willlook like on the oxygen sensor signal —a high frequency variation, bouncinghigh and low, much faster than a normaloxygen sensor signal.

The misfire forces a pulse of air past the oxygen sen-sor, which is detected by the oxygen sensor. The rapidchange from high oxygen to low oxygen, and back again,causes the sensor to read a rapid change in the exhaust

oxygen, and the sensor develops a high-frequency signal,such as the one shown.

Therefore, the oxygen sensor can be useful for findingan engine misfire. By connecting an oscilloscope androad-testing the vehicle, you can instantly determinewhether the vibration you are feeling is a misfire or a dif-ferent problem, such as clutch chatter or an imbalance inthe drivetrain. Even the slightest misfire will show up on

the oxygen sensor signal.Of course, this depends on the rest of

the system being in proper control of theair/fuel mixture. A misfire may not showup at all on a system with the oxygen sen-sor signal fixed rich or lean. However, ifthe sensor is switching properly, a misfirewill show up on the oxygen sensor signal.

Now, to find out which cylinder is mis-firing, you will still have to do more in-

vestigation. The oxygen sensor will not help you pinpointthe misfiring cylinder; it’s just a great way to see that theengine has a misfire.

— Courtesy Delphi Product & Service Solutions.

O2 Sensor Tech TipO2 Sensor Tech Tip


Diagram 3

moment. When the enginestarts, the PCM feeds the noidlight, but the injector is off(mechanically). Therefore, thatcylinder is misfiring so thePCM will immediately turnoff the noid light. Don’t as-sume the PCM, transistor ordrivers at the PCM are bad.It’s good to use the noid lightwhen the engine cranks andwill not start, but as soon as the engine runs the injector must be plugged in.

Now back to working with the current amp probe.As shown in Diagram 4, I clamped both powerwires (the injector power and the ignition coil powerwire). Remember the advantage of taking this typeof measurement is when you are checking the cur-

rent in a circuit. It doesn’t mat-ter if you are clamping the positive or the negative side;the current is the same alongthe whole circuit. The only dif-ference is the direction of the current, so when you see thewaveform in the lab scope upside down, just flip the current amp probe over toavoid misunderstood readings.

Once again, Channel 2 (blue) is for synchroniza-tion and in Channel 1 (red) both positive wires areclamped with an amp probe. I numbered the igni-tion coil signal (on top) and the injector pulses in thelower part of the screen. As there is a big difference(with internal resistance) between the ignition coils(1 ohm) and the injectors (16 ohms), the amp/div in




Diagram 4

Channel 1 was adjusted to 2amps/div, to be able to fit both signals in the screen.

The first tall wave in Channel 1is the ignition coil cylinder 1 sig-

nal, then the first short wave isfrom the fuel injector/cylinder 6signal (as cylinders 1 and 6 arecompanion cylinders). This cylin-der is in intake stroke, while

cylinder 1 is still in power stroke.The next tall wave (according to

the firing order) is the ignitioncoil cylinder 4 signal, and the nextshort wave is from the fuel injec-tor cylinder 2 signal, and so on.

As you can see, we are able tocheck the current in all the ignitioncoils and all the fuel injectors atthe same time. We are also able tomove, push or pull the wiring har-ness during the test. We can iden-tify a wrong ignition or injectorcoil without removing any part.

The oscilloscope is a powerfultool with which we have to be patient and dedicate hours andhours to understand it, but it givesus resourceful information toavoid guesswork during diagnos-tics, saving valuable time in theshop and allowing us to convertthat valuable time into money. IC




Sergio Fernandez has more than 20years of automotive experience and spe-cializes in automotive electronic diagnos-tics, including J2534 Flash reprogram-ming, OBD II, TPMS, advanced lab scope, voltage and current testing, and hybridrepair. Sergio is an ASE-certified L1 andL2 Master Technician. Since 2002, he hasbeen a mobile technical consultant formore than 100 shops located in SouthFlorida and the West Coast.

A t the typical repair shop, six-year-old vehicles (and there are 184 million ofthem on the road today) are some of the

most common vehicles driving into the bays. And,since these vehicles are out of warranty, they willfuel service opportunities for the aftermarket andrequire more attention from independent repairshops like yours. In particular, one growing serv-ice area is diagnostics, especially as it relates to theexpanding electronic content in today’s vehicles.

As vehicle makers add more electronic gadgetsand emissions/safety requirements become morestringent, the OEMs quickly realized with currentwiring harness and sensor layout methods, itwould become nearly impossible to manage andmanufacture the next generation of vehicles.

Vehicle “data bus” units helped to solve thisdilemma by eliminating additional wiring andthe need for multiple sensors.

In the auto repair world, the term used to de-scribe the design, layout and behavior of a serialdata bus configuration is “topology.”

Modern vehicles typically have more than oneserial data network and even more modules thanbefore, which all must obey and conform to thetopology the engineers have specified. And two-wire buses have a topology that dictates they arewired electrically in parallel.

A module on a serial data bus is called a“node.” A scan tool also becomes a node on thatbus. And even some sensors and switches can benodes.

The network starts in pins six and 14 of the DataLink Connector (DLC). The CAN bus lines pass

throughseveral mod-ules includingthe PCM, BCMand fuel pumpmodule. The CAN buslines exit the node for the 4WD system and termi-nate in a 120-ohm resistor.

READING THE WIRING DIAGRAM

As a technician in the modern vehicle era, you’regoing to need to understand these “bus lines.” Thedotted line at the edge of the component, node ormodule indicates where the CAN bus enters andexits. Some schematics may include other informa-tion in the boxes with two arrows pointing in opposite directions.

All two-wire CAN bus lines terminate in a resistor(s) of a known value. This is what produces the correct amount of voltage drop.

BUS CONFIGURATIONS

There are three types of bus configurations thatyou will come in contact with — loop, star and ahybrid of both.

In a loop system, the topology of the nodes ormodules is connected electrically in parallel.

Each node has two wires that connect it to thebus. This system multiplexes the nodes togetherso information can be shared along one circuit.With this system, all of the nodes can turn on acheck engine light in the instrument cluster


Courtesy of Automotive Video, Inc. (AVI)

CAN COMMUNICATIONS[TechFeature

CAN Bus TopologyUnderstanding ‘Bus Line’ Communications To Aid Vehicle Diagnostics

through the use of information within the circuit.Each of these modules can communicate some-

thing to another module. For example, the HVACwould want to communicate with the BCM to askpermission of the PCM to turn on the compressorclutch by energizing the relay.

If you had an open circuit between the BCM andPCM, the PCM could still communicate to the BCM,although it would have to go through the other mod-ules. Communication still takes place if you have oneopen circuit.

But, if you had two open circuits between theBCM and PCM, and an open circuit between theIPC and Radio modules, the PCM would be iso-lated and would not be able to talk to the BCM orthe ABS module.

SHORTS IN A LOOP

The problem with a loop during diagnostics is if ashort circuit occurs. The loop configuration can beeasy to diagnose because, even with two open cir-cuits, nodes are isolated off the bus. But in a shortcircuit, with the modules in parallel, the whole cir-

cuit goes down.When a bus shorts, it can be a difficult process to

isolate the offending module or section of wiring.In case a module itself shorts out the bus, youwould literally have to unplug them one at a timeto see which module eliminates the short circuit.That would not be a good scenario in the repairworld because it would take up a lot of time to gainaccess to those modules.

Shorts are one disadvantage of the loop configu-ration. The advantage is, however, you have redun-dancy of wires. Therefore, we’re more imperviousto an open circuit issue.

STAR BUS CONFIGURATION

The star configuration’s topology uses a comb, buttconnector or shorting bar. It plugs into a femaleconnector.

All of the modules have a single wire coming outof them on the serial data bus to that one commonconnector that would tie them all together in paral-lel. See Figure 1.

The star configuration got its name from the com-


[TechFeature CAN COMMUNICATIONS

Figure 1: Here is a J1850 VPWClass 2 bus on a typical vehi-cle. All of the modules arewired to one common spot onthis star configuration. It’s notnecessarily one splice, but abar with a bunch of tines,called a shorting bar. In thisschematic, all of the bus wiresgo to two shorting bars with asplice between the two short-ing bars, or two bus bar con-nectors. But, on dual barsystems like this where thereare a lot of modules, theremight be one on the passengerside, and one star connector onthe driver side. Oftentimes, removing the bar of splines willallow the nodes to communi-cate independently. Furthertests can be carried out to determine if the problem stemsfrom a node or is in the wiring.

puter industry. For example, anEthernet connection is a star con-figuration with computers, print-ers and servers all connected toan Ethernet hub.

Star connectors are often located near the DLC, but notethere are exceptions. And, somemanufacturers solder them inplace, while others don’t, allow-ing for the connector to be removed a lot easier. On some vehicles, the star connector canbe removed and a meter can beconnected to each circuit to testfor shorts to power or shorts toground.

Being able to recognize whetherthe topology is a loop, star or hy-brid configuration will make test-ing and diagnosing shorts,

grounds and communication er-rors faster and more effectivethan steps and flow charts.

Knowing how both shorts toopens and normal shorts (powerand ground) behave on a loop orstar can help you formulate amore effective plan of action soyou can do more in less time.

LOOP/STAR HYBRID VERSIONSAutomakers may also combineboth loop and star topologies in asingle-bus system.

They may wire them in a com-bination of both the star and theloop configuration. Both systemshave a number of nodes on themthat talk on the loop and star.See Figure 2.

If you know the theory on howthis type of bus works and thereis a short to ground or power, thenext step is to remove the splicepacks and check the nodes.

If the short goes away, the nextstep is to unplug modules one ata time to see if that short comesback.

If the short is still present withthe splice packs removed, itcould be the nodes in the loopconfiguration. In this case, theABS and instrument clustermodules might be a source of theshort to ground or power and areconnected to the splice pack.

To eliminate them as problems,you’ll need to unplug and checkthese modules one by one. IC


[TechFeature CAN COMMUNICATIONS

Figure 2: Here we see that the star connector or splice pack (red circles) includes theABS, Theft Control and Instrument Cluster modules. However, the ABS module (bluecircles) has two bus wires and is in the loop configuration with the cluster and the #2pin of the DLC.

Kicking the ‘CAN’This article is adapted from Automotive Video Inc.’s (AVI’s)“F.R.E.D. Kicks the CAN” video series. This video will show youhow you can use your voltmeter, ohmmeter, lab scope and scantool to diagnose network problems on the vehicles in your shop.Both the latest CAN buses, as well as earlier networks, are ex-plained in an easy-to-follow video format that shows you exactlyhow to get to a diagnostic decision quickly using the latest real-world training. Go to www.auto-video.com.

TOYOTATACOMA MAKES RATTLINGNOISES ON ROUGH ROADS

Some 2005-’12 model year 4WDTacoma and 2WD Tacoma Pre-Runner vehicles may exhibit asteering rattle noise when driv-en over rough road surfaces. Anewly designed steering inter-mediate shaft (P/N 45220-04020)has been made available to address this condition.

Repair Procedure:Note: Prior to removing the

steering intermediate shaft,make sure the steering wheeland front wheels are straightand remain stationary. Once theintermediate shaft is removed,do not allow the steering wheelto spin freely. Use a steeringwheel holder to keep the steer-ing wheel from turning.

1. Confirm the noise com-plaint and confirm that theintermediate shaft is the sourceof the noise.

2. Install a steering wheelholder.

3. Remove the steering col-umn hole cover by disengagingthe four clips.

4. Put matchmarks on theintermediate shaft. See Fig. 1.

5. Remove the bolt thatattaches the intermediate shaftto the steering column and dis-card the bolt. See Fig. 2.

6. Access the intermediateshaft from the driver’s sideengine cover and remove thetwo engine cover clips.

7. Put matchmarks on theintermediate shaft as shown

in Fig. 3.8. Remove the upper bolt that

attaches the intermediate shaftNo. 1 to the intermediate shaftNo. 2 and discard the bolt. (SeeFig. 4.) Loosen the lower bolt,then slide the shaft up and out.

9. Place matchmarks on thenew intermediate shaft. SeeFig. 5.

a. Place the new steeringintermediate shaft next to theoriginal intermediate shaft.

b. Transfer the matchmarks onthe original intermediate shaftto the same locations on thenew steering intermediate shaft.

10. Install the new steeringintermediate shaft.

a. Align the matchmarks andinstall the intermediate shaft tothe steering column first.

b. Align the matchmarks andinstall the intermediate shaft tothe lower intermediate shaft.

Note: Ensure that the splinedportion of the shaft is complete-ly seated into the U-joint femaleend. When installing the bolt,make sure the groove in theshaft is aligned properly so thatthe bolt will prevent the shaftfrom sliding out of the U-joint.

11. Install the new bolt.Torque: 35 Nm (26 ft.-lbf.)

12. Install the new upper boltand reuse the lower bolt.

13. Tighten the two intermdi-


[ImportTechTips

Fig. 1

1 – New Upper Bolt2 – Reuse Lower Bolt

Fig. 2

Fig. 3

Fig. 4

ate shaft bolts. (See Fig. 4.) Torque: 35 Nm (26 ft.-lbf.)

14. Install the engine cover with the two clipsand the column hole cover with the four clips.

15. Remove the steering wheel holder.16. Road-test the vehicle to verify the repair.

Confirm that the steering wheel is centered andno warning lights illuminate during the test drive.

17. If the steering wheel is not centered, followthe repair manual steering wheel centering procedure.

18. Perform calibration of the yaw rate sensorand steering angle sensor. Note: Any time align-ment is performed, calibration of the yaw rateand steering angle sensor is necessary.

19. Test-drive the vehicle to confirm that thenoise is gone.

Courtesy of ALLDATA. IC

ImportTechTips]

Import-Car.com 51


1 – Original No. 2 Steering Intermediate Shaft2 – New No. 2 Steering Intermediate Shaft

Fig. 5

Fig. 6: Left, Incorrect: Splines are showing; they are not installedcompletely; Right, Correct: Splines are not showing.


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Track Talk

Excitement is building forNASCAR fans and competitorsalike for the start of the 2013NASCAR Sprint Cup Series sea-son — and, in particular, thedebut of the new Sixth-Generation Car.

“The car has really awesomepotential,” commented DaleEarnhardt Jr. during a test ses-sion last month.

Indeed the developmentand design of the latestNASCAR Sprint Cup Seriesracecar continues a robust tra-dition of styling that dates backto the earliest days of the sport.Fans will instantaneouslynotice the differences in thebrand individuality of eachGen-6 car.

“You’ll stand there and seeFords and Toyotas andChevrolets driving by,” contin-ued Earnhardt Jr. “It’s greatbecause everything looks differ-ent, everything is instantly rec-ognizable.”

Optimism is high in theNASCAR garage surround-ing the new racecar’s look,innovative technology andon-track performance.

“This car is the perfectexample of technologyhelping our sport,” saidEarnhardt Jr.’s crew chiefSteve Letarte. “I think wenow have three makes outhere that my little boy at 9years old can tell the differ-ence between. If you’re intoracing, you want to watchcool cars go around thetrack. I think the simple factis in 2013 we have cooler

cars.”While NASCAR’s Car of

Tomorrow served its purpose ofproviding a safer car for driversover the last several years, fanscalled for more exciting, side-by-side racing. Manufacturersneeded to return to a stockoption with deeper characterlines and brand identity. Andcompetitors desired a modelthat would not only even theplaying field, but produce agood show.

Over the last two years,NASCAR and its partners haveworked diligently to satisfythose needs.

“The car is a really good-looking car,” said veteran driverJeff Burton. “A lot of effort hasgone into making these cars sothat we will have better races.I’m really excited about thatbecause I think at the end of theday that is the cornerstone ofthis sport. It’s an exciting day atthe race track whether you arewatching it on TV or watching it

at the track.”F r o m

brand iden-tity to whereto see drivern a m e s ,here’s thel o w d o w non the fivethings everyrace fans h o u l dknow aboutthe Gen-6car:

1. Brand Identity: Gen-6cars more closely resemblethose found on the showroomfloor, with eye-catching body-lines and stylish features givingeach model its distinctiveappearance.

2. Safety Enhancements:Additions of a forward roof barand center roof support bar tothe roll cage reinforce integrityand increase the crush structureof the roof. Larger roof flapsimprove liftoff numbers anddecrease the likelihood of thecar becoming airborne.

3. Slim and Trim: Total

weight of the car has beenreduced by 160 lbs. (100 lesson right side; 60 lbs. on left).Minimum weight of the driv-er has also decreased from200 to 180 lbs.

4. Stamp of Approval: Withexception of carbon fiber reardeck lid, all body panels arenow produced by the manufac-turer and individually stampedfor verification.

5. Your Name Here: Drivernames will be featured on theupper portion of the wind-shield; sponsor decals and carnumbers have been removed

from headlight and tail-light areas and now appearon front and rear bumpers;also, a single sponsor logowill be permitted on theroof of the cars.

The Gen-6 car will debutat The Sprint Unlimited(Feb. 16 at 8 p.m. on FOX,MRN Radio and SiriusXM)followed by the 55th run-ning of the Daytona 500(Feb. 24 at 1 p.m. on FOX,MRN Radio, SiriusXM). Visitwww.daytonainternational-speedway.com for tickets.

All Eyes On New Gen-6 Car ForNASCAR Sprint Cup In Daytona

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

www.facebook.com/NASCARPerformance

The next generation of NASCAR racecars continues a robust tradition of styling

that dates back to the earliest days of the sport. Fans will instantaneously notice

the differences in the brand individuality of each Gen-6 car.

The new Sprint Cup cars look more like their road-going

counterparts, yet retain the safety features NASCAR has

developed over the past few years.

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