ImportCar, February 2014

A

February 2014

MAGAZINE

Driveability Diagnostics Front Brake Rattle Clutch Pedal Issues

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Reader Service: go to www.ICRapidResponse.com

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CONTENTS

Publisher Jim Merle, ext. [email protected]

Editor Mary DellaValle, ext. [email protected]

Managing Editor Chris Crowell, ext. [email protected]

Technical Editor Larry Carley [email protected]

Graphic Designer Kelly Gifford, ext. [email protected]

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

Circulation Manager Pat Robinson, ext. [email protected]

Subscription ServicesMaryellen Smith, ext. [email protected]

2 February 2014 | Import-Car.com

Volume 36, No. 2

18Diagnostic Solutions:‘Toe’-ing The Mark

Import Specialist ContributorGary Goms advises that many independent front suspensionsoften require a “custom align-ment” to compensate for varia-tions in suspension height causedby uneven loading.

A Publication

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26Tech Update:Brake Copper Issue

New legislation is changing whatparts you can install to prevent debris from reaching watersheds.Brake & Front End Editor AndrewMarkel outlines regulations thatwill phase in over the next decadeto reduce copper levels in brakepads and shoes.

37Nissan Driveability& Check Engine Light Issues

Import Specialist Contributor BobDowie discusses some typical driveability issues that will bring aNissan into your bay with a checkengine lamp diagnosis. Those attention-seeking Nissans spellservice and repair opportunitiesfor your shop.

ImportCar Staff 330.670.1234

Nissan Driveability Diagnostics

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DEPARTMENTS6 Editor’s Notebook

8 News Update

14 Gonzo’s Toolbox

30 Tech Feature: Drivetrain Diagnostics

34 TPMS Update

42 Import Tech Tips

45 Essentials (New Products)

47 RAPID RESPONSE

48 Classifieds

52 NASCAR Performance

A Publication


Columns

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IMPORTCAR (ISSN 1069-4714)(February 2014, Volume 36, 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.

Member BPA International, Inc.Founded 1979. �2014 by Babcox Media, Inc.

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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)

AUGMENTED REALITY CONTENT IN THIS ISSUE:

APA Management Group....................................................23Auto-Video Inc. (AVI)...........................................................25

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By Mary DellaValle|EDITOR[Editor’sNotebook


The manner in which the majority of your customers prefer to com-

municate about vehicle serviceis changing, as their need forconvenient and easy informa-tion access accelerates. Youlikely have noticed that their attitudes and expectations arevastly different than what youwere used to encountering.

So, there are great opportuni-ties for every business owner toreach their customers andprospects more effectively byembracing e-communicationchannels like email, social media(Facebook/Twitter) and texting.

Not only do various electroniccommunication sources enableyou to interact with your cus-tomers more efficiently, theyalso allow you to market toyour customers more cost effec-tively than previous methods,

notes John Volz, Jr., co-owner ofVolz Bros. Automotive Repairin Grass Valley, CA, which hasbeen in business since his fatherstarted the shop in 1982.

Volz has found that email is apowerful tool in the shop’scommunication and marketingarsenal, not only by informingcustomers but alsobuilding theshop’s brand inthe process.*

While getting a customer’semail addresscan sometimesbe difficult, Volzfound that askingcustomers for theiremail address at the time ofpayment was the most effectiveapproach. “We found that if wetake the time to explain the ad-vantages of email correspon-dence, many of our customersembrace the approach.”Email correspondence advantages:

• Sending customer invoicesand service reminders electroni-cally, which cuts down onpaper usage and makes it easier

for customers to track theirservice history.

• Customers are able toread and respond toemails during non-busi-

ness hours, making communi-cation more efficient and morelikely to occur.

• Customers are able to makean appointment after hourswith a few simple keystrokes.

• Allows you to keep cus-tomers informed of upcomingcompany events, especially if

your shop is involved inthe local community.

Facebook is also agreat commun-ications tool, allowing con-stant, real-timedialog with your

customers, andit’s very visible

and powerful, continues Volz. “I’m

amazed at how much interac-tion we get on our Facebookpage on a daily basis. Customers love it. We use thischannel of communication totalk about what we’re doing inour community and what we’reworking on in the bays, and itgives our customers a fun wayto interact with us.”

Taking the time to proactivelyreach customers through a vari-ety of electronic communicationmethods will boost customerengagement and build yourbrand. Time well spent, wouldn’t you say? IC

Mary DellaValle, [email protected]

Age Of ConvenienceDictates Streamlined Communication Methods

*To learn more about John Volz Jr.’s perspective on this topic, go to oursister publication Shop Owner magazine’s website, www.shopowner-mag.com and search for his Embracing E-Communications article.

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[NewsUpdate

The Monroe Quick-Strut “Quick Rewards” promotion awards techni-cians a $30 Visa prepaid card for each pair of qualifying MonroeQuick-Strut replacement assemblies they install. The “Quick Rewards”scorecard promotion from the Monroe shocks and struts brand isavailable throughFeb. 28, 2014.

To learn moreabout the Monroe“Quick Rewards”scorecard promo-tion, contact yourMonroe supplier orrepresentative. For more information about Monroe ride controlproducts, visit www.monroe.com, or call (734) 384-7809.

Monroe Quick-Strut units include all of the OE-style components required for a comprehensive strut repair. The Quick-Strut assemblydesign reduces installation time by eliminating the need to disas-semble components and compress the coil spring and helps elimi-nate ride control comebacks commonly caused by failure to replaceworn parts.

Technicians Can Earn ‘QuickRewards’ Through MonroeQuick-Strut Promotion

Standard Motor Products, Inc. (SMP) was recently honored by the Aftermarket Auto Parts Alliance, Inc. (Alliance), receiving five awardsduring the annual shareholders’ winter meeting held Dec. 7-12, 2013at the Turnberry Isle Resort in Aventura, FL. SMP was recognized for itsoutstanding training support and outstanding shipping performance.

“Receiving five awards is an extraordinary accomplishment and weare very proud to share these prestigious honors with all of those whowork extremely hard every day to make sure our business and partner-ship with the Alliance continues to grow and flourish. I’d especially liketo acknowledge the fine work our training division has done in support of the Alliance group,” said Ken Wendling, vice presidentwarehouse distribution sales, SMP.”

SMP received the outstanding training support award for the12th time.

Standard Motor Products ReceivesFive Alliance Awards

News continues on page 12

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[NewsUpdate

Sammy Guinn of Guinn’s Tire & Auto in Marietta, GA, is the 2013CARQUEST “Ten To Win” Sweepstakes Grand-prize winner. Guinn isthe winner of a fully restored 1965 Ford Mustang. He took delivery ofhis prize on Jan. 18 at the Barrett-Jackson Auction in Scottsdale, AZ.

The CARQUEST “Ten to Win” Sweepstakes was a 10-month con-test, held February 2013 to November 2013, exclusively for profes-sional customers of CARQUEST Auto Parts stores. Each monthfeatured a customer winning a trip to the 2014 Scottsdale Barrett-Jackson Auction and a chance to win the fully restored 1965 FordMustang.

Guinn is owner of Guinn’s Tire & Auto, a family-owned and oper-ated business in the Marietta, GA., area for more than 35 years. Hisbusiness is also a member of TECH-NET Professional Auto Service. IC

Go to www.ICRapidResponse.com

ALLDATA has launched its cloud-based shop management system,ALLDATA Manage Online as well as the Android version of its ALLDATA Mobile app.

ALLDATA collaborated with MAM Software to develop the onlineversion of its shop management system. The company says the on-line version of ALLDATA Manage retains all the program’s profitabilityfeatures, including fast and easy write-ups and invoices, integratedlabor and parts costs, online parts ordering from the leading cata-logs, real-time profit monitoring, “smart” shop jobs and more.

ALLDATA Mobile app, originally launched for the iPad, offersportable access to ALLDATA’s OEM diagnostic and repair informa-tion. The app is designed to increase productivity by eliminating theneed for a technician to leave the vehicle in order to refer to a laptop or desktop computer.

When paired with a Bluetooth connection adapter, ALLDATA Mobile for Android offers vehicle connectivity through the OBD port.A technician can read VIN information and pull standard P Codes,which are linked to specific manufacturers’ repair articles. P Codesalso can be stored by VIN, as well as cleared. The system is easy touse, allowing fast searches for procedures, diagrams, diagnostic dataand technical service bulletins, according to ALLDATA.

ALLDATA Launches ManageOnline, Android App

CARQUEST Auto Parts Announced‘Ten To Win’ Sweepstakes GrandPrize Winner

08,12 News_Feb 2/12/14 10:08 AM Page 12


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It’s the same routine Monday through Friday: My average day begins with theusual commute to work, the obligatory

coffee and the turn of the key to the frontdoor of the shop. I unlock the overheads, doany morning paperwork I have waiting andget the day started. Occasionally, I’ll comein early or stay later than normal, but, forthe most part, every working day has thesame basic routine.

Being under the dash or hood of the mod-ern car is my comfort zone, but it doesn’thurt to get out of my comfort zone from timeto time. Like a lot of people, that day-in, day-out grind can give me a snapping attitude. I coulduse a reminder now and then that what I do for aliving ain’t all that bad, and I owe my customers agreat deal of gratitude for their patronage and forputting up with this snarly old mechanic.

You can take those average days in your ownlittle comfort zone for granted and forget there ismore to what makes the world go around besidesthe next car you’re working on. Sometimes, itmight take a little nudge from an outside sourceto get you to realize it.

GOODBYE COMFORT ZONE

Recently, I took a few days off and ventured out ona road trip with my wife to one of her “comfortzones.” OK, I was “volun-told” by my wife, but Ididn’t complain too much. It was three days of littleold ladies, sewing machines and quilts. Yes, quilts.My wife was the guest speaker for a quilting retreat.

I didn’t have any tools, scanners or hoods tohide from the more than 100 women with scissors,

big fancy (expensive) sewing machines and color-ful fabric who were in attendance. There weren’tmany husbands at the retreat, and the hotel staffhad its hands full, so they kept me busy as theirbellboy (minus the quirky cap, of course), carry-ing their machines from the parking lot to theirclassrooms. If you ask my wife, she’ll tell you,“Oh, he fusses but he loves every minute of it.”

I wasn’t concerned about what she was tellingthem anyway. I just pulled my ball cap down abit tighter and asked thenext woman with asewing machine,“Where do ya’ wantthis one moved to,ma’am?”

Thiswhole

Lessons From A Day Being Out Of My ‘Comfort Zone’

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


[Gonzo’sToolbox

Scott “Gonzo” Weaver, gonzostoolbox.com

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experience made me think of what it’s like for a non-car person to enter an automotive repair shop. Theactual interaction with the service writer or mechanic can be intimidating. For me, a weekendwith the wife surrounded by thread and quilts was,believe it or not, intimidating, especially when oneof them asked me something about their sewing machine or quilting.

Look, I know what a PCM and a ball joint are, butI haven’t a clue about flying geese or half-squaretriangles. And these women loved to rub it in. Uncomfortable? Yes. Intimidating? Well, let’s put itthis way: When I was stuck in front of a sewingmachine and clued in on which buttons to push tomake it sew, they got quite a chuckle out of watch-ing some big, burly guy fumble around with asharp needle and try to hold a thin piece of fabricwith his big, nubby fingers.

I’d like to think I could learn how to operate anysort of machinery, even one of these ultra-expen-sive sewing machines, but these women are in aleague of their own. They made it look so easy, butI can’t even figure out how to sew a straight line.

I certainly can take some lessons from the quilt-ing retreat. The women did their best to make mefeel comfortable, even if I did have to endure a littleribbing.

I’ve got to keep this in mind when I’m back at theshop. I should try harder not to be so intimidating,work to keep things on common ground, and notmake it so overwhelming for customers, especiallythose who are uncomfortable with a stranger theyjust met work on their car. I got it ladies — thankyou. Now, the other question is, can I incorporatesome of the experience of being out of my comfortzone into my average day? I’m sure going to try. IC


[Gonzo’sToolbox


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How can a mysterious case of tire wearoccur in a perfectly aligned vehicle? It hap-pens and the answers aren’t always sim-

ple. To better explain, let’s go back a few decadeswhen I aligned a 1983 Mitsubishi rear-wheel drive(RWD) pickup, only to have it return a monthlater with a tire scuffing complaint. Although theoutside edge of the right front tire showed evidence of toe-related wear, the current toe anglewas 0.100 inches, which is within the Mitsubishi’s+0.080” to +0.350“ specification.

Perplexed, I decided to have my helper sit onthe open tailgate. The toe angle immediatelyjumped from its original 0.100 inches to 0.500inches. My conclusion was that many independ-ent front suspensions often require a “customalignment” to compensate for variations in rideheight caused by uneven loading.

TOE ANGLE DEFINED

While, in theory, a rear axle’s thrust angleshould align with the geometric centerline ofthe vehicle, it often doesn’t correctly align dueto manufacturing errors and minor collisiondamage. With that said, individual wheel toeangle should be measured from the rear axlethrust angle rather than the geometric center.

Zero toe angle is present when both tiresare parallel to the center thrustline. Positivetoe is present when the front of both tiresangle toward the thrust line, while nega-tive toe is present when the front of bothtires angle away from the thrust line. Totaltoe angle is the sum of the right- and left-hand toe angles. The toe angle on manyolder vehicles is displayed in fractions of

an inch, whereas toe angle on later-model vehicles is displayed in degrees.

‘BUMP’ STEERING

Since many 4WD trucks are equipped with solidfront axles, the toe angle won’t change with rideheight. What does change is the horizontal angleof the drag link (which connects the tie rod to thesteering gear) in relation to the front axle. When

‘Toe’-ing The MarkHow Ride Height Affects Toe Angle


By Gary Goms, Import Specialist Contributor

RIDE HEIGHT[DiagnosticSolutions

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the drag link angle becomes too severe in relation to the solidfront axle, a condition called“bump steer” exists, in which thefront wheels actually change direction as the suspension iscompressed or extended. In addi-tion, the steering gear is forcedoff-center, which can aggravatesteering wander.

TURNING RADIUS

When the vehicle is drivenaround a corner, the inner wheelturns through a shorter radiusthan the outer wheel. To reducetire scrub and improve steeringresponse, the steering geometryforces the inner wheel to turn oneor two degrees more than theouter wheel. This geometry forcestotal toe angle from a positive toa negative value. Turning radiusis most affected by bent steeringarms and knuckles. In any case, abent steering arm or knuckle can

cause tire scrub, even when thetoe angle is aligned to specifica-tion in a straight-ahead position.

INDEPENDENT FRONTSUSPENSION

A bump steer phenomenon canoccur with an independent frontsuspension. To illustrate, let’s lookat the next two photos to analyzethe effects of an increase in rideheight on a typical SLA andMacPherson strut suspension sys-tem. See Photo 1 below andPhoto 2 on page 22.

To analyze the effects of rideheight on independent suspen-sion geometry, increase the frontride height through one-inch increments when the vehicle isparked on your alignment machine. You should see a pronounced change, not only intoe angle, but in camber angle aswell. Use the examples to visual-ize how alignment angles might


RIDE HEIGHT

[DiagnosticSolutions


Photo 1: Due to the upper control arm swinging through a shorter arc than the lowercontrol arm on this SLA suspension, this tie rod might force the steering knuckle to atoe-out position as ride height increases.



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change on SLA orMacPherson strutsuspensions whenride height is increased or decreased. If the vehicle you’re align-ing has a trailer hitchmounted, ask yourcustomer how oftenhe uses his trailerand how heavily itmight be loaded.

Similarly, if the vehicle is a pickuptruck, check for an uneven load distri-bution of tools and materials inthe bed. If those tools or materi-als constitute a daily or averageload, re-distribute that load andalign the vehicle to specification.If the truck is carrying an unusu-ally heavy load, the truck shouldbe unloaded before aligning thefront wheels. Whatever the situa-tion, remember that you mighthave to increase or decrease thetoe angle to reduce tire wear.

ANALYZING TIRE WEAR

When analyzing tire wear, remember that modern tires havemuch more flexible sidewalls andmore rigid tread belts. Thismakes them more tolerant of deviations from the “ideal” cam-ber and toe angles. The most ef-fective method I’ve found foranalyzing tire wear is the simpleprocess of checking tread depthacross the tire tread. In manycases, a minor variation of 1/32”

in tread depth can indicate theneed for a slight change in toeangle. See Photo 3 on page 24.

ROAD CROWN CORRECTIONS

Remember that a driver steers toward the center of the road tocorrect for road crown. Excessivepositive toe angle forces the pas-senger-side tire to “push” the cartoward the center of the road. Excessive negative toe angleforces the driver’s-side tire to“drag” the car toward the centerof the road. Therefore, if the wearis present on the outside edge ofthe passenger-side tire, the vehi-cle might be experiencing exces-sive positive toe angle.

If the wear is evident at the inside edge of the driver’s-sidetire, the vehicle might be experi-encing excessive negative toe.The severity of these wear pat-terns depends on the severity of


[DiagnosticSolutions


RIDE HEIGHT

Photo 2: In contrast to the SLA suspension on page 20, the tie rodgeometry on this MacPherson strut suspension might force thesteering knuckle to a toe-in position as ride height increases.



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the road crown and the con-dition of the suspension andsteering linkage. Worn idlerarms and tie rod ends willtend to aggravate the abovewear patterns on vehicleswith a parallelogram-typesteering linkage.

To determine if a tire wearpattern is caused by positiveor negative toe, stroke yourfingertips across the tiretread. If the tread feelssmooth going toward thetire’s inner edge and rough coming back to theouter edge, the vehicle might be experiencing excessive positive toe. The opposite effect will indi-cate excessive negative toe.

It’s also important to differentiate between toeand camber wear by remembering that positive ornegative camber wear produces smooth tread wearin either direction. Remember that excessive wearin the upper or lower ball joints or pivot bushingswill generally create excessive positive toe, whereasimpact damage is more likely to cause excessivenegative toe angle.

BASIC ALIGNMENT TECHNIQUES

As always, the first step is to check for specified airpressure. Next, inspect the tires for uneven treadwear, sizing, tread pattern and circumference. Dueto the requirements for anti-lock braking (ABS), vehicle stability control (VSC), and all-wheel drive(AWD), all four tires should vary no more than 1/4”in circumference and be of the same casing andtread design. Ball joint, tie rod, idler arm and sus-pension wear should also be checked. And since asuspension system can’t maintain alignment withoutgood rebound control, don’t forget to also check thecondition of the shock absorbers and struts.

My own technique for checking idler arm wear isto lift the right front wheel by the lower control armand attempt to turn the wheel in and out by hand.

An excessive change in toeangle and excessive verticalmovement in the idler armindicates excessive wear.With the alignment heads inplace and wheel run-out corrected, record the currenttoe angle.

If it’s an RWD vehicle, hand-press between the fronts of thewheels to simulate tire rollingresistance and record thatvalue. If it’s an AWD or FWD,hand-press at the rear of the

front wheels to simulate forward drive thrust. In mostcases, the toe angle should go to zero as the tires arehand-pressed. If the toe angle change exceeds specifi-cation, excessive cumulative wear is present in thesteering linkage.

Next, I compare the tread wear pattern with theexisting toe angle. If the tires are worn and the toeangle is correct, suspect an excessive change in rideheight caused by unusual loading patterns. Checkthe toe angle by increasing the vehicle height inone-inch increments. If the toe angle coincides withthe wear patterns mentioned above, you might bedealing with a loading problem rather than analignment or wear issue.

Installing suspension and ride control compo-nents that are designed to increase the load-bearing capacity of the vehicle can minimize alignmentproblems that are caused by extreme variations inride height. In addition, an incorrect camber or toeangle can often be remedied by adjusting torsionbar height.

Adjusting the toe angle to the maximum or mini-mum side of the specification can often reduce tirewear. In doing that, remember that too much nega-tive toe angle will aggravate steering wander andthat too much positive toe will reduce steering response. Within those windows of adjustment, adjusting a vehicle’s alignment specifications tomeet real-world driving conditions can often reduce uneven tire wear complaints. IC


RIDE HEIGHT[DiagnosticSolutions

Photo 3: Routinely measuring tire tread depth is aquick way of catching a faulty camber or toe angleadjustment before the tires are ruined.


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New legislation is changing what parts can beinstalled on your customers’ vehicles.

The goal of these mandates is to reduce emis-sions and prevent harmful chemicals from reach-ing waterways. The spirit of the new regulationsis to preserve public assets like parks and streamsthat improve the quality of life for state citizens.

But the question always has to be: How willthis affect the safety and economics of our indus-try? There could be an unintended cost to societyif people can’t afford to have their cars serviced,or it becomes too cost prohibitive to develop environmentally friendly products.

WHEEL WEIGHT EXAMPLE

The EPA reported that about 1.6 million lbs. oflead falls off vehicles each year. Like copper, leadcan be toxic for watersheds. While 11 states havelegislation concerning lead wheel weights on thebooks or waiting approval, manufacturers ofwheel weights have moved toward products thatare lead-free to avoid costly regulation.

The solution was alternative materials like zincand tungsten. Manufacturers complied with thelaw and today it’s hard to find a lead wheelweight.

BRAKE FRICTION MATERIAL

Brake pads and shoes pose a more difficult challenge to manufacturers. Copper and othertoxic substances used in friction material are end-ing up in rivers and streams. This is a result ofbrake dust migrating from the friction material tothe road. The brake dust is then washed intostorm drains or the watershed next to roadways.

Copper is used in brake pads and shoes as anabrasive to create friction. But to some fish, cop-per can inhibit their sense of smell and preventtheir ability to find their spawning grounds. Ifcopper concentration hits critical levels, it can kill microorganisms that are the critical link in theaquatic food chain.

Because of this issue, California is phasing inregulations over the next decade to reduce levelsof copper. The January 2014 deadline necessitatedthat cadmium, chromium and other heavy metallevels in friction materials are to be no more than0.1% by weight. By 2021, copper must be reducedto 5% or less of total material content by weight,and brake pads and shoes must contain no morethan 0.5% copper by 2025.

Beginning in January 2013, brake manufacturersthat were selling in Washington State had to reportthe use of copper, nickel, zinc and antimony inbrake friction materials. In order to comply with

To Change The Parts You Sell And Install


By Andrew Markel, Editor, Brake & Front End Magazine

BRAKE COPPER ISSUE[TechUpdate

New EnvironmentalNew EnvironmentalLegislationLegislation

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the Better Brakes Law, brake padsmay contain only trace amountsof asbestos, cadmium, chromium,lead and mercury in 2014. But by2015, all new brake pad inventoryin Washington State must be cer-tified and labeled to indicate theabsence of these same materialsto comply with the law.

Oregon, New York, Rhode Island and Hawaii also are in theprocess of drafting legislation tolimit copper in brake pads.

There is no direct replacementfor copper in non-asbestos organic friction materials. Manu-facturers instead have to tune theformulations so copper content isbelow mandated levels, whilekeeping performance and noiselevels the same as before.

For some brake pad manufac-turers that specialize in semi-metallic pads, the ban does notchange how their pads are for-mulated. For manufacturers thatspecialize 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 is more than 10years out, but many componentsof the laws are being phased inright now, as mentioned earlier.Manufacturers, distributors and“installers” have 10 years to selloff existing, unapproved inven-tory.

The laws put new technicaland financial burdens on frictionmaterial manufacturers. Underthe Washington State law, for example, friction material formu-

lations have to be tested by anapproved laboratory and the applications that use this mate-rial must be submitted so theright label can appear on the box.Every step in the process costsmoney and time. These burdensmay become so great that somemanufacturers could get out ofthese markets completely.

WHAT’S NEXT?

As states try to improve air andwater quality, any product thatcontains harmful chemicals willcome under scrutiny. Plus, moreand more states are looking at annual emissions testing to ensure that older vehicles areserviced properly over theirlonger lifespans. So, the copperissue could just be the tip of the iceberg. IC

28 February 2014 | Import-Car.com Go to www.ICRapidResponse.com

[TechUpdate BRAKE COPPER ISSUE

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T roubleshooting an automatic transmissioncan be one of the most intimidating diag-nostic procedures at a shop. The first reac-

tion is typically, “We don’t do that type of work.”But there is profit in performing drivetrain diag-nostics and “in-the-car” repairs.

The modern automatic transmission and attached drivetrain has many “mechatronic” partsthat control and protect traditional clutches andplanetary gears. These devices shift the gears, lockthe clutches and regulate the fluid pressures. Mostof these items can be diagnosed and replacedwhile the transmission is still in the vehicle.

TOOLING UP

Special tools are often needed when diagnosingtransmission problems and when overhaulingunits. In days gone by, when transmissionswere purely mechanical and hydraulic, allyou needed was a set of high-pressuregauges to check line pressures. You alsoneeded a vacuum gauge to check the engine’s intake vacuum and the integrityof the vacuum modulator. But withtoday’s electronic controls, you need ascan tool, scope and a multimeter.

Transmission codes and sensor data onlate-model vehicles are accessed throughthe OBD II diagnostic connector and thePowertrain Control Module (PCM) diag-nostic gateway module. On some vehicles,the information is often found in a sepa-rate Transmission Control Module (TCM)or Body Control Module (BCM). Either way,

you’ll need a scan tool to access fault codes andoperating data.

A scan tool can also help you check for commu-nication faults between the PCM and transmis-sion controller if the vehicle has separatecomputers. Problems here will typically cause thetransmission to go into a “limp in” mode thatmay lock it in second gear.

Some transmission problems may set a faultcode and turn on the MIL lamp, so it’s importantto always scan the PCM or transmission modulefor codes if there’s a transmission- related com-plaint or driveability code. Some engine sensorfailures (for example, the throttle position sensor,MAP sensor or vehicle speed sensor) can also af-fect the operation of the transmission. So, it maybe necessary to also check these sensors.

If you find a transmission fault code, you mayhave to check the resistance of a solenoid in thevalve body, its operating voltage, or the

frequency of its control signal from the computer. This will require a digital

multimeter (DMM) that canread voltage, resist-

ance

Solving Transmission ElectronicControl ProblemsWith In-The-Car Diagnostics


By Andrew Markel, Editor, Brake & Front End Magazine

DRIVETRAIN DIAGNOSTICS[TechFeature

30-32 Tech Feature_Drivetrain Diagnostics 2/12/14 10:04 AM Page 30


31 Bosch IC 2/11/14 2:57 PM Page 31

and frequency or dwell.You’ll also need the applicable service information that

includes wiring schematics and OEM diagnostic chartswith test specifications for all components that need to bechecked. This kind of information can be found in OEMservice manuals, on OEM websites (daily one-time accessfees are typically $15 to $25), or through online technicalinformation service providers.

You should also check for any TSBs that may be relatedto the transmission problem. In some cases, it may benecessary to reflash (reprogram) the PCM or transmis-sion module to cure a particular fault.

DIAGNOSTIC STRATEGIES

When using a scan tool to diagnose a drivetrain problem,often what is not displayed will lead you to your final diagnosis. If a PCM or TCM can’t see inputs like enginespeed, load or throttle position, it will assume the worstand put the transmission into a safe or limp mode.

The transmission does not have discreet sensors connected to the throttle body, crankshaft or intake mani-fold. Instead, the transmission shares information with the engine control and other modules in the vehicle using aserial data bus. Most vehicles manufactured after 2004 putthe TCM or PCM module on the high-speed, two-wireCAN network along with the BCM and ABS modules.

The topology for these networks is typically a loop. If amodule is not operating, the existing modules can stillcommunicate on the bus. When using your scan tool tosolve a transmission problem, you may have to look atthe PIDs or Datastream from the ECM or BCM to seewhat modules are “talking” on the bus.

If you can’t communicate with a transmission controlmodule using your scan tool, look for transmission informa-tion in the connected modules. The BCM will monitor infor-mation from the TCM regarding gear position so it can tellthe instrument cluster which gear to display for the driver.

It can work the other way, too. If a TCM is not able to communicate with the ECM, looking at the transmission- related PIDs for calculated engine load, throttle positionand manifold air pressure may show that the ECM is notcommunicating on the network or has other issues. IC


[TechFeature DRIVETRAIN DIAGNOSTICS

Non-Transmission Sensors Causing Transmission Problems. Most transmission control modules use inputs from other sensors onthe vehicle. If a vehicle can’t accurately calculatethe load on the engine, it will adjust the line pres-sure and slippage to the inaccurate calculation,which can damage the transmission.

Sensors used to calculate the load could includethe Mass Airflow Sensor (MAF), Throttle PositionSensor (TPS) and Manifold Air Pressure (MAP). Ifunmetered air is entering the cylinder through aleak, the engine load will be below the actual percentage. This can cause the module to use dif-ferent shift points and line pressures, which couldthen cause the transmission to delay shifts, overheat and possibly burn the fluid.

Maintenance-related items like a restricted airfilter, dirty airflow meter or blocked crankcase ventilation system can change the calculated engine load to the point were it can influence shiftpoints and shift quality.

Wiring Harness Problems. The wiring harnessand connectors on most transmissions operate in aunique environment. Normal automatic transmis-sion fluid conductivity is very low. Hybrids usuallyhave a specification for a fluid that is non-conduc-tive. In most cases, the fluid will not damage orshort the connections, but the detergents andchemicals will cause degradation of the materialsin the wiring harness that might be outside of thecase.

Also, check for any damaged wires and connec-tions that could have been damaged by impact withroad debris, weak or shifting motor mounts and hotexhaust systems.

Grounds. Since the mid-1990s, the grounds for solenoids and sensors have changed dramatically.Never assume the chassis ground is coming throughthe case or valve body. Study the wiring diagramsbefore trying to diagnosis a dead or open solenoid.Some transmissions can have multiple ground pointsfor the solenoids, module and sensors.

THINKING OUTSIDE THE CASEThree Items That Can Cause

Transmission Complaints

30-32 Tech Feature_Drivetrain Diagnostics 2/12/14 10:04 AM Page 32


33 NAPA Oil Filter IC 2/11/14 2:56 PM Page 33

Indirect Tire Pressure Monitoring Systems(TPMS) are the systems that do not haveair pressure sensors inside the tires. Rather,

they detect a low tire by comparing relativewheel speeds via the Anti-lock Brake System(ABS) wheel speed sensors. When a tire losesair, its diameter decreases slightly.

Older indirect TPMS are not as sensitiveto changes in tire pressure as direct systemsthat actually monitor the air pressure insidethe tire, but they are not as expensive either. An indirect TPMS is a relatively affordable add-on to a vehicle if it’s alreadyequipped with ABS. Even so, the vast majority of vehicles that have TPMS use direct systems rather than indirect.

Federal law requires the TPMS to alert the driverif the pressure inside a tire has dropped more than25% below the recommended inflation pressure.The same rules apply to direct and indirect TPMS.Many vehicles abandoned indirect systems for direct systems to meet the federal mandate.

One of the weaknesses of older indirect systems is that they may not turn on the warninglight if all the tires are underinflated by a similaramount. If the recommended pressure is 32 psi,but all the tires are 24 psi (down 25%), the systemwon’t know there’s a problem because all thetires will be rotating at the same speed when thevehicle is being driven.

New systems are taking advantage of betterwheel speed sensors and modules to make indi-rect systems work. Indirect TPMS began making acomeback in 2011 on all Audi models. The highlypopular Honda Accord switched to indirect TPMSfor the 2013 model year. The 2013 Mazda CX-5 isnow also using an indirect TPMS. Some of theVW Golf platform vehicles have switched to an

indirect TPMS. Most of these models have the optional ABS and stability control system.

But even the newer systems suffer from the inability to read the tire pressure when the vehicle is sitting still.

Indirect TPMS applications include:• Audi 2011-’14• BMW X5 2002-‘05• Honda Accord 2013-’14• Lexus LS430 2004-‘06• Lexus RX330 2004-‘06• Mazda CX-5 2013-’14• Mercedes C-Class 2007• Mercedes SLK 2005-‘07• MINI Cooper 2004-‘07• Toyota Corolla 2005-‘07• Toyota Matrix 2005-‘06• Toyota Solara 2004-’06• Toyota Highlander 2004-‘06• Toyota RAV4 2004-‘05• Volkswagen GTI 2007 and 2010• Volkswagen Jetta 2005-‘07

Indirect Tire Pressure Monitoring SystemsMaking A Comeback On Some Imports


By Larry Carley, Technical Editor

INDIRECT TPMS[TechUpdate

34-36 TPMS Update 2/12/14 10:04 AM Page 34


35 Advics IC 2/11/14 3:05 PM Page 35

WHERE TO FIND RESET PROCEDURES

All of these applications use a similar technologyand strategy to detect a low tire, but there is nocommon reset procedure. Toyota is probably thebest, with only one simple reset procedure for all ofits indirect TPMS (though a slightly different proce-dure is used on the Lexus models).

With so many different reset procedures, it’s important to make sure you’re using the right procedure for the vehicle you’re servicing.

TPMS reset procedures may also be found in thevehicle owner’s manual (if it hasn’t been lost).Open the glove box and check the index in theowner’s manual for any TPMS information.

INDIRECT TPMS RESET PROCEDURES

As a rule, most indirect TPMS have a RESET buttonfor recalibrating the system. A reset is typically required after adding air to a low tire, after changingor servicing a tire, or after rotating the tires on a vehicle.

AUDI RESET PROCEDURES

1. Find the factory tire pressure specifications onthe vehicle placard located on the doorsill on thedriver’s side.

2. Identify the tire that’s low on pressure and fillit up according to factory specifications.

3. Put the key in the ignition and start the car, butdon’t turn on the engine.

4. Push the “Car” button located on the vehiclecontrol panel.

5. A menu will pop up on the screen, then scrolldown and select “tire pressure monitoring.”

6. Select “Store Curr. Tire Pressure.”7. The screen will then read, “tire pressures are

being stored.”8. The tire pressure light should now be reset.

TOYOTA RESET PROCEDURES

On Toyota applications, the reset procedure is fairlystraightforward, though it actually takes muchlonger to complete. Turn the key on (engine off),then press and hold the RESET button until theflashing TPMS warning light goes off. Or, if it’s notflashing, hold the RESET button until the light flash-es three times. Then, turn the key off.

Hold on, though: The relearn procedure is not com-plete until the vehicle is driven at 19 mph or faster forat least an hour. You don’t have to do this, obviously,but your customer should be made aware of the factthat the TPMS reset procedure won’t be completeuntil the car has been driven awhile. During this time,the TPMS system may not be able to detect a low tire,so make sure all the tires have been inflated to the cor-rect pressure before the vehicle leaves your shop. IC


INDIRECT TPMS[TechUpdate


34-36 TPMS Update 2/12/14 10:04 AM Page 36

The late-model Nissans have proven to bequite reliable when it comes to serial-typeproblems that would get them to your bay

with check engine lamp issues. Nissan has done agood job of addressing some of the problemswe’ve looked at in the past. But that doesn’t meanyou won’t be seeing Nissans looking for attention,and that spells service opportunities for you.

So, let’s take a look at some of the common driveability and check engine light issues on theNissan vehicle lineup.

One of the more common problems we see onthe late-model Nissans involves the keyless startsystem. We’ve been faced with a couple of no-crank issues that were related to bad brake pedalswitches, but don’t be fooled by simply lookingat the brake lights and assuming the switchis good. These cars are equippedwith a secondary switch that thekeyless start system is monitoring.

CAM AND CRANK SENSORS

A common problem you’ll see on theever-popular Altima is a P0335 codethat represents a problem in thecrankshaft position sensor circuitand is sometimes accompanied witha P0755 engine speed code. Nissanidentified the problem early on, issuing a TSB that involved replac-ing both the cam and crank sensor.

We were changing both sensorswhenever the code was encoun-tered, but we’ve since changed ourstrategy to replacing only the crank sensor

when that code is evident. We found that the camsensors weren’t a problem on the older cars.

The crank sensor is located on the firewall sideof the engine and, while not easy to reach, pres-ents a bit of a challenge when installing. There isone important thing to keep in mind: Be sure toplug the harness onto the sensor before installa-tion because it can’t be done afterward withoutmodifying the connector.

Also, as with any code issue, keep in mind thatthe code is not part-specific, so be sure to look at theconnector and wiring while you’re there. Cranksensor issues have resulted in intermit-tent stalling, no-starts andlong-crank

Driveability Diagnostics: Check Engine Light & Misfire Issues

NissanFeature]By Bob Dowie, Contributing Writer

DTC DIAGNOSTICS

Import-Car.com 37

37-40 Nissan Driveability 2/12/14 10:03 AM Page 37

complaints. If you’re faced withany of these complaints, and aP0335 code is stored, the sensorshould be replaced.

While the majority of these com-plaints end up being sensor issues,remember that these sensors arealso looking at the relationship between the crank and cam posi-tion. There have been some reports of loose timing chains andfaulty variable timing camshaftsprockets prompting this code.These issues are more prevalent inhigh-mileage cars, or if there isany noise from the timing chainarea. Another giveaway is when avehicle has had both sensorschanged and the problem persists.

Another area that seems moreprone to problems on the Altimais the electronically controlledthrottle body and the resultingP0507 code. After years of includ-ing a good throttle body cleaningin a service, we’re now very care-ful not to flood the unit withcleaner. Instead, we spray thecleaner on a shop rag and thencarefully clean the throttle plateand bore. If you should end upwith a high or erratic idle whenyou’re done, a throttle relearnwill have to be performed. Yourservice info or scanner will walkyou through the process —which can be quite tedious.

MAF & MISFIRE CODES

I learned a tip, regarding massairflow codes, to keep the enginerunning while your scanner ishooked up. I’ve followed this tip


DTC DIAGNOSTICS[NissanFeature

OBD II Misfire and DiagnosisWhen diagnosing misfires, it’s impor-tant to use tools that allow you to gobeyond a simple code reader that displays a P03XX. Even an OEM-levelscan tool can’t tell you what the firingvoltage is or what the ignition patternlooks like. Nor can it tell you if the serial data is accurate or correct.

For that kind of information you needa DVOM or a graphing multimeter/oscil-loscope that can look at sensor volt-ages directly and display primary andsecondary ignition patterns. If the vehi-cle has a distributorless (DIS) or coil-over-plug (COP) ignition system, you’llalso need the appropriate inductivepickups to get a good ignition patternsignal from the coils. Mode $06 datavia a scan tool is also helpful on somevehicles for determining which cylin-ders are misfiring, as well as the severity of any misfires.

Misfire causes can be categorizedinto four possible areas:

• Ignition System- Fouled/worn spark plugs- Shorts, leaks or open

circuits in secondary igni-tion wiring/components

- Defective ignition coil(s)(COP or DIS)

- Intermittent ignition module/coil driver

- Low system voltage

• Mechanical- Carbon deposits- Worn valve train/burnt valves- Loose timing belt or

chain/valve timing- Head gasket failure- Worn rings, piston mechanical

damage

• Air/Fuel System- Low fuel level/poor fuel quality- False air/vacuum leaks- Clogged fuel filter- Low fuel pressure/volume- Open or shorted injector coil- Damaged injector driver- Injector ground/power supply

circuit problems- Clogged injectors- Stuck (open) EGR valve- Low system voltage

• False Misfires- Rough road- Heavy acceleration when cold- Loose motor or transmission mounts- Transmission/torque converter

mechanical faults~Courtesy Delphi Product & Service Solutions

This scope pattern of a normal secondary ignitionevent indicates the condition of the spark plug, plugwire, ignition coil, air/fuel mixture and even theamount of air turbulence in the cylinder.



39 Intermotor IC 2/11/14 3:05 PM Page 39

with good results, even though I doubted it at first.With the engine idling, unplug the air mass meter

and plug it back in, then clear the mass air code (withthe engine still running) and see if the idle doesn’t return to normal. I don’t have the technical explana-tion for why it works, but it has gotten me out ofjams when I otherwise couldn’t get the relearn done.

Another problem that’s most prevalent on the V6cars are ignition coil failures. If you’re lucky, you’llget a solid misfire and code but, more often thannot, you’ll be faced with aP1320 “Ignition Control Signal Circuit Malfunction”code that isn’t cylinder spe-cific but indicates a coil fail-ure. At this point, you andthe customer have a deci-sion to make. Many times,the customer doesn’t have adriveability complaint and itcan be a “hard sell” to replace six coils. Often, our customers choose to continue to drive the car untilthe cylinder in question throws a misfire code,rather than replace all six coils as recommended byNissan.

On the four-cylinder Altima, you may find a misfire code that may or may not be accompaniedwith a system lean code. These cars may not exhibita solid miss but may have a poor idle quality. Besure to look at the long-term fuel trim as part of the diagnostic process. If you’re seeing numbers in thedouble digits, take the time to check for vacuumleaks, especially at the intake gasket feeding themisfiring cylinder in particular. While not a verycommon issue, we’ve seen more than a few intakegaskets failing. The diagnosis can be a bit of a chal-lenge because it’s a hard area to reach, but it isworth the effort to prevent chasing your tale.

The same applies to head gasket failures on theSentra; many times a mysterious misfire code maystart making more sense as you notice that thecoolant level is low or you pick up that slight“miss” when you start the car cold. We’ve covered

head gasket diagnosis and replacement in the past,and it’s available on the ImportCar website,www.import-car.com.

Most importantly, don’t forget the basics. Noamount of electronics or computer control can makean engine run well when it’s not in sound mechani-cal condition or if basic maintenance has been neg-lected. Our first step when looking at a cylinder thatsets a misfire code is to pull the plug and test com-pression, confirming engine condition and getting

an idea on where we standwith maintenance.

If the engine is sound, wediagnose and repair the mis-fire and then contact thecustomer, pointing out theneed for service. We neverhesitate to point out and recommend additional services, but never do sowithout first addressing thecustomer’s initial complaint.

It’s obvious that technology is moving forwardand we have to be equipped to handle whatevercomes our way. That means we have to considermaking the investment in the proper equipment,plus we have to be in a position to handle this typeof work. With solid parts availability and a wealth ofinformation just a couple of mouse clicks away onweb-based resources, like www.import-car.com,iATN and other technician community forums, thereis no reason not to capitalize on the service opportu-nities presented by this popular vehicle lineup. IC


DTC DIAGNOSTICS[NissanFeature

Bob Dowie has been in theautomotive service businessfor 43 years, and his shop,Village Auto Works inChester, NY, specializes inHonda, Toyota, Mazda andNissan repair. Dowie ownsand runs a Honda Civic andNissan Sentra SER in SCCAGT Lite Class racing, andgets his technicians involved in various aspectsof the sport.



41 NGK IC 2/11/14 3:04 PM Page 41

TOYOTAFRONT BRAKE RATTLE NOISE

Models: Corolla, MatrixYears: 2003-‘08

Some customers may experiencea front brake rattle type of noisewhen the car is traveling overbumps. Updated front discbrake cylinder (caliper) mount-ings and disc brake pad supportplates are available to eliminatethis condition.

Repair Procedure:1. Conduct a road test to verify

the noise condition. Front brakerattle noise will occur when thefront tire runs over a depressionin the road.

2. Remove and replace thefront disc brake pad supportplates (two per each caliper).

Note: The procedures listedbelow are for one side andshould be used for both the rightand left side. Refer to Fig. 1 forfull diagram of front disc brakecomponents.

a. Remove the front wheel.b. Remove the caliper by hold-

ing the front disc brake slide pinand removing the two bolts.

c. Remove the two front brakepads from the front disc brakecylinder mounting.

d. Remove the anti-squealshims and the pad wear indica-tor plates from each pad.

e. Remove the two front disc


[ImportTechTips


Fig. 1: Front Disc Brake Components

1. Front Disc Brake Cylinder Slide Pin2. Front Disc Brake Cylinder Mounting LH3. Bush Dust Boot4. Anti-Squeal Shim No. 25. Anti-Squeal Shim No. 1

6. Disc Brake Pad7. Pad Wear Indicator Plate8. Front Disc Brake Pad Support Plate No. 19. Front Disc Brake Pad Support Plate No. 2

42-44 Feb tech tips 2/12/14 10:02 AM Page 42


43 Perfect Stop IC 2/11/14 3:04 PM Page 43

brake pad support plates fromthe cylinder mounting.

f. Remove the front discbrake cylinder mounting byremoving the two bolts.

g. Install the new disc brakecylinder mounting with thetwo bolts. Torque: 107 N.m(1089 kg.cm, 79 ft.-lb).

h. Install the 2 new disc brakepad support plates. Apply discbrake grease to the back of thebrake pad support plate.

i. Install the front anti-squealshims. Apply disc brake greaseto the anti-squeal shims.

Notes regarding the anti-squeal shims:

• When replacing worn pads,the anti-squeal shims must bereplaced along with the pads.

• Make sure to install theshims in the correct positionsand directions.

• Apply a thin layer of discbrake grease to the area thatcontacts the anti-squeal shim.

• Disc brake grease can comeout slightly from the areawhere the anti-squeal shim isinstalled. Be sure to wipe off

any excessive grease to avoidpad contamination. Make surethat disc brake grease is notapplied onto the lining surface.

j. Install the anti-squeal shimsand the pad wear indicators toeach pad. Make sure to installthe pad wear indicators in thecorrect positions and directions.

k. Install the two front brakepads with anti-squeal shims tothe disc brake cylinder mount-ing. Apply a small amount ofthe disc brake grease (1 to 2 mm[0.04 - 0.08 in.] thick) to theareas shown in Fig. 2.

Note: Do not apply grease tothe friction surfaces of thebrake pads or the disc rotor.

l. Install the caliper with the 2bolts. Torque: 34 N.m (350kg.cm, 25 ft.-lb)

m. Install the front wheel.Torque: 103 N.m (1050 kg.cm, 76ft.-lb)

3. Road-test the vehicle toconfirm the front brake rattlenoise is no longer present.

This information supersedesTSB No. BROO4-07 and wasoriginally titled “Front Brake

Squeak” to “Front Brake RattleNoise.”

Parts Information:OP Code: 473301 | Front Disc

Brake Pad and/or Disc BrakePad Shim | OFP: 47721-02140

Courtesy of ALLDATA.

VOLKSWAGEN JETTASEDANMANUAL TRANSMISSIONVEHICLES, CLUTCH PEDALNOT RETURNING TO POSITION

Some things to consider beforeunnecessarily replacing hydraulic components when diagnosing a customer reportthat the clutch pedal won’t return to its position.

- Does it occur when movingor stationary?

- Does it happen when thevehicle is turning?

- Are the engine/transmis-sion locating dowel pins inplace?

- Are the engine/transmis-sion supports aligned andsecure?

- Is there anything under thedash interfering with the pedalassembly?

- Does the ambient tempera-ture have any influence onwhen it occurs?

- Is there any complaint ofnoise when it occurs?

- Most important of all, canyou duplicate the complaint?

Courtesy of MotoLOGIC®Repair & Diagnostics: www.moto-shop.com/motologic IC


[ImportTechTipsFig. 2: Front Disc Brake Grease Application

1. Area For Disc Brake Grease Application2. Also Apply Disc Brake Grease Here (1-2 mm [0.04-0.08 in.])

42-44 Feb tech tips 2/12/14 10:02 AM Page 44

Import-Car.com 45

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Bobbie [email protected], ext. 238

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Track Talk

So long single-car qualifying. In 2014, NASCAR is

ramping up the preraceexcitement level with a newknockout Coors Light PoleAward qualifying format forits three national series — amove designed to makequalifying more compellingand more closely like actualon-track competition.

“We believe the timing isright for a new qualifying for-mat across our three nationalseries,” said Robin Pemberton,

vice president for competitionand racing development. “Thisstyle of group qualifying hasall the makings of being high-ly competitive and moreengaging to our fans in thestands and those watching ontelevision and online.”

The new qualifying formatwill not apply to the firstNASCAR Sprint Cup Seriespoints race of the season —theFebruary 23 Daytona 500 —which features single-car runsand two qualifying races to set

the lineup for TheGreat AmericanRace. Heat racesto determine thelineup for the July23 NASCARCamping WorldTruck SeriesMudsummerClassic race atEldora Speedwaywill still be usedas well.

At racetracksless than 1.25miles, the Coors Light PoleAward new qualifying proce-dure will be as follows:

The first qualifyingsession will be 30 min-utes long and include allcars entered in the race.The 12 cars that post thefastest single lap time inthis session will advanceto the second and finalround. The remainingcars will be sorted basedon their times posted inthe first round of qualify-ing in descending order.

There will be a 10-minute break between thetwo qualifying rounds.

The second and finalqualifying round will last10 minutes, with thefastest single lap time post-ed by each car setting thetop 12 spots on the grid.

At racetracks longerthan 1.25 miles, there willbe three Coors Light PoleAward qualifying rounds.

Before the start ofqualifying, cars or truckswill be lined up on pitroad based on a random

draw and may exit pit road atany time while the green flagis displayed. Each driver maycomplete as few or as manylaps as he or she choosesduring the allotted time peri-od for each segment. Pit roadspeeds will be enforced during each session.

Drivers will be allottedjust a single set of tires dur-ing qualifying, which meansfans will see a lot of differentstrategies.

“For the drivers and teams,we believe this new qualify-ing will fuel even greatercompetition leading into theevents,” said Pemberton.“Additionally, it provides ourtracks, broadcasters and otherkey partners with a greateropportunity to develop moreentertaining content for ourrace weekends.”

NASCAR previewed theconcept of group qualifyingwith its national series teamslate last fall and expects thenew format will be a well-received improvement by itsfans, competitors, tracks, spon-sors and media partners.

NASCAR Adopts KnockoutQualifying for 2014 Season

Overhaulin’ the Coors Light Pole Award quali-fying format, NASCAR says, underlines thesport's on-going commitment to innovation.

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ImportCar, February 2014

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