a plug for electric power - the automotive technician...artarmon nsw 2064 [email protected] ph 1300 828...

October 2009 Issue No 11

• Good vibrations are great, but not in a wiring loom on this Ford Falcon

• The fact that one hose is hot and one cold doesn’t always point to a thermostat or fans problem on this VW Golf

www.tat.net.au

$115 gives you:• 12 months subscription to TaT• Six magazines mailed to your postal address• Access to illustrated solutions on line• Problem solving service APPLY ON PAGE 29

A Plug for Electric Power

HANATECH TECHNOLOGY

Call 02 9905 8055for your nearest national distributor

Hanatech - Australia’s number one selling scan tools are proud to announce the arrival of their

new 2009 P1 models

Internal multi gateway; all CAN protocols are accessed by simply using one connector.

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Two years included updates and updating via the Internet is a breeze. Just simply plug and click to access software updates.

Huge new memory allows for future expansion. Enhanced main board technology for super fast communication.

Why choose Hanatech; 5000 leading workshops, dealerships, franchise groups Australia wide can’t be wrong.

you into the automotive high-tech future.

There’s no smoke and mirrors with Hanatech - it just works!

New GenerationS c a n T o o l s

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I’m handing over the opening of this column to one of our subscribers, who has ever so

eloquently mouthed the words we’ve wanted to hear for so long.

Pray silence for Anthony Tydd of Briggs Auto in Bendigo. “I love the idea of what you guys are about. I also know some guys will join and keep all their secrets to themselves. You need to get some incentive for members to put up their fault finds and secret fixes.

“Every member should put at least one up per year or pay more (like a free loader’s tax). Your system will only work if we all work together.

“I know guys who have been in TaT for months and months and they have not put up stuff they know. I have had a dig at them as well.

“I wish you all the best and I will offer anything I find.”

Anthony, as it turns out, is far from alone. Emails are now coming in thick and fast, full of useful ideas and suggestions for vehicle fault fixes. Fellow director and head

trainer Jeff Smit is noticing an emerging culture of information sharing at his training sessions around the nation. What began as a few random ripples of cooperation from technicians is rapidly becoming a tidal wave of acceptance of the notion that the only way to future survival in this industry is to network and share information.

This notion is at the core of the TaT philosophy. TaT was established by a couple of technicians who realised, perhaps a little ahead of their time, that the march of vehicle technology had overtaken the ability of even the smartest technician to keep up.

As Jeff says, “Fifteen or even ten years ago, a smart mechanic or technician could fix almost anything by themselves with their accumulated knowledge. Now, it is impossible for any one technician to know it all. Sooner or later, every technician must tap into an outside source of information, be it a third party information system, training session or even a workshop manual.”

But even that has its limitations. You still need to know where to look, assuming that you’ve

managed to isolate the particular component or engine management system that might be at fault in the car you’re agonising over right that minute.

Our contention is that if you were able to harness all the experience in the heads and hands of every technician in the country, you would have the holy grail of workshop manuals.

In times past, it was perfectly natural for workshop mechanics to keep their secrets to themselves. Their special diagnostic tricks and fixes were their competitive edge.

But that competitive edge is now gone. That era is history, as glorious as it was.

What Anthony is saying is that since nobody can know it all, the turf you now need to protect is far bigger than your own workshop space.

Your new competitive edge will not be what’s in your head or on your workshop shelf, but in your ability to find an answer quickly and effortlessly through a professional network. The mechanical workshop in the next suburb who you used to regard as

your dreaded competition, could well have the answer you need.

By opening your minds to this new information revolution, you not only stay in business, but you save face with your customers, you will be regarded as a true professional and, if you follow the advice that Jeff Smit freely hands out at his training nights, you will be able to charge a respectable price for your services. You will have become a specialist – no longer a GP.

All TaT has done is to provide the framework for this new network of professionals. No other information network has gone to our lengths and kept it as simple and affordable for all technicians.

When you combine our magazine, the ever growing website with its Tats a Facts (solutions, tips and tricks) covering all makes and ages of vehicle, our online technical help service and live training programs, you have everything you will ever need in a network.

If you add your tips and tricks to that network of knowledge, you are helping to protect your own competitive edge. You know what they say, “what goes around, comes around”. KN

Electric vehicle pioneers…………… 4,5

Cheap oil filters = big repair bills……… 7

Spark plug solution……………………7

Rata-phooey…………………………8

SAAB tip………………………………8

Harness these tips……………………9

Craig was listening……………………9

Subaru Concept………………………11

Tat’s Interesting………………………12

Murphy’s Law - scan tools …………13

Top Tools - SmartWasher………………15

Tats a Fact ………………………16, 17

Coolant does some cool things………18

Suicide as a repair option……………20

Hayley Windsor in Africa……………21

Auto CPR with Gary Reid …………22

Braking Point ……………………24, 25

Letter from America…………………25

Tat Training…………………………26

Last Word - cool bananas……………30

The team Contents

The Automotive Technician 3

PublisherThe Automotive Technician Pty LtdABN 27 121 589 802

1 Cleg StreetARTARMON NSW 2064

[email protected] Ph 1300 828 000Fax 1300 828 100 Editor in chiefKen [email protected] 569 517Fax 07 5591 8172

Technical editorJeff [email protected] 828 000

Technical researchDeyan [email protected] 9476 6277

Technical advisersJack Stepanian

Nick [email protected]

Wayne Broadywww.broadyauto.com.au

Gil [email protected]

International correspondentsJulian Hentze - Georgia USA Hayley Windsor - Namibia Africa

ReaderBron Robinson

Advertising inquiriesJeff [email protected] 02 9966 8600

Graphic design Russell JonesRussell Jones Graphic [email protected]

Original TaT design standard Allan GreenCEO [email protected]

PrintingImmij NSW3/12 Mars Road,Lane CoveNSW 2066www.immij.com.au

Affiliated associationsVASA(Automotive Air Conditioning, Electrical & Cooling Technicians of Australasia)[email protected]

•TaT Assist •TaT Chat •TaT Train •TaT’s a Fact •Tips for TaT

- are all registered trade names of The Automotive Technician Pty Ltd.

The Automotive Technician Pty Ltdpublishes technical advice and actual case studies for the purpose of educating technicians.

These advices are given in good faith, and are based on actual workshop repairs. No guarantee is given, nor any liability accepted in respect to any published advice.

The Automotive Technician Pty Ltd is not responsible for the accuracy of any information contained in material submitted by third parties and published in this magazine and accepts no liability in relation to such materials or their content.

Newsworthy articles or comments are welcomed, and should be submitted to the Editor in chief.

All material appearing in The Automotive Technician is copyright. Reproduction in whole or in part is illegal without prior written consent from the Editor in chief.

All advertisers agree to indemnify the publisher for all damages or liabilities arising from their published or unpublished material.

The Automotive Technician is a member of the Circulations Audit Board. CAB Audited as at March

2009 - 7830 per issue. Average copies mailed by post office or mailing house, less returns - 5119 per issue.

HANATECH TECHNOLOGY

Call 02 9905 8055for your nearest national distributor

Hanatech - Australia’s number one selling scan tools are proud to announce the arrival of their

new 2009 P1 models

Internal multi gateway; all CAN protocols are accessed by simply using one connector.

New bright screen models read in direct sunlight or under dimly lit conditions.

Stylish, rugged with legendary reliability and warranty Hanatech is famous for.

Two years included updates and updating via the Internet is a breeze. Just simply plug and click to access software updates.

Huge new memory allows for future expansion. Enhanced main board technology for super fast communication.

Why choose Hanatech; 5000 leading workshops, dealerships, franchise groups Australia wide can’t be wrong.

you into the automotive high-tech future.

There’s no smoke and mirrors with Hanatech - it just works!

New GenerationS c a n T o o l s

www.hanatech.com.au

…thanks, from the TaT team


In scattered garages around Australia, there are cars, motorbikes,

tricyles and pushbikes plugged into 240 volt outlets, powering up for the next journey.

Some are experiments and hobby kits but many are ordinary looking vehicles, used every day by their owners and families to do the shopping, take kids to school or deliver goods.

You’ll find the enthusiastic electric vehicle enthusiasts at weekend rallies, from Perth to Brisbane, many of them representing the Australian Electric Vehicle Association (AEVA).

All 350 members of the Association are pioneers of sorts. Could these hobbyists have possibly predicted when they ‘came out’ and formalised

their interest in electric vehicles in the early 1970s that by 2010, electric vehicles would become the hottest topic on the world automotive agenda or that the first of the new generation electric cars would be on sale in the same year?

Sydney association member Claudio Natoli, proud owner

of a red Daihatsu sedan and an electric pushbike, believes that electric enthusiasts have always had a realisation that electric cars would one day be a viable transport option. Most members, he says, are driven by an environmental passion, rather than a desire to drive a ‘different vehicle’.

Claudio has an engineering background, but works in software development.He, and other members of the association, know the history of electric cars. How early last century, electric cars were bigger sellers in some American cities than the internal combustion powered vehicles. They also know that cheap petrol, the invention of the electric starter motor and need for longer haul travel over better roads effectively killed the first mass produced electric cars.

This time around it will be different. Fuel is no longer cheap. Environmental concerns will force the shut down of polluting exhaust pipes. The only thing really holding back electric vehicles would seem to

be their limited range on a single charge and the need to ramp up renewable and sustainable power sources.

While critics can argue that plugging an electric vehicle into a conventional coal fired electric power point is sort of defeating the purpose, electric cars are compensating by being cheaper to run, and they don’t belch harmful emissions. Others will argue that the world will never cope with the environmental strain of disposing of millions of electric batteries. But even that’s changing. Battery technology is in a constant state of improvement.

In the meantime, groups like Better Place are working on the infrastructures to suit electric cars. They will have their first electric service centre in Canberra by 2012, where charging or battery swaps will take over from petrol pumps and engine servicing.

Already there are shopping complexes around Sydney which have marked out dedicated electric vehicle parking bays, with powerpoints for topping up.

The AEVA might have begun life as a group of enthusiastic hobbyists, but it is using its knowledge and experience now as a lobbying force, to help prepare the world for the era of electric cars. It’s already lodged submissions to government on the Carbon Pollution Reduction Scheme and, among other activities, it is lobbying for amended building codes to ensure that parking centres, garages in residential complexes, shopping centres

A brief history of Electric Car development…1832-1839 - Scottish inventor Robert Anderson invents the first crude electric carriage powered by non-rechargeable primary cells.

1859 - French physicist Gaston Planté invents the rechargeable lead-acid storage battery.

1891 - American William Morrison builds the first successful electric automobile.

1897 - The first electric taxis appear in New York City.

1900 - Of the 4192 cars produced in the United States 28 percent are powered by electricity, and electric autos represent about one-third of all cars found on the roads of New York City, Boston and Chicago.

1908 - Henry Ford introduces the mass-produced and gasoline-powered Model T.

1912 - Charles Kettering’s invention of an electric starter paves the way for the electric car’s demise.

1920s - The death of the electric car.

1966 - Congress introduces the earliest bills recommending use of electric vehicles as a means of reducing air pollution.

1973 - The Australian Electric Vehicle Association Incorporated (AEVA) is founded as a non-profit association, comprising individuals and organisations

The electric vehicle pioneers…Were they hobbyists or soothsayers?

Claudio Natoli and his red Daihatsu

The electric car engine room

interested in the development, manufacture, sale or use of electric vehicles and their components.

1975 - The US Postal Service purchases 350 electric delivery jeeps from AM General, a division of AMC, to be used in a test program.

1976 - Congress passes the Electric and Hybrid Vehicle Research, Development and Demonstration Act. The law is intended to spur the development of new technologies.

1988 - G.M. teams up with California’s AeroVironment to design what would become the EV1.

1997 - 2000 - A few thousand all-electric cars are produced by big car manufacturers, but most of them are available for lease only. All of the major automakers’ advanced all-electric production programs will be discontinued by the early 2000s.

2006 - A few pure electric cars and plug-in hybrids are in limited production and new ones are on the horizon.

2009 - It is estimated that there are more than 100 electric vehicles of infinite variety being exhibited and used regularly in Australia as a result of the efforts of the Australian Electric Vehicle Association and private enthusiasts.

2010? - The first mass produced electric car expected to be on sale in Australia.

and the like are equipped with power outlets convenient for car charging.

Most AEVA members have, or are interested in, buying or converting petrol powered cars to high efficiency, zero emission electric cars.

Contrary to expectations, the electric vehicle brigade is not dominated by mechanics or auto technicians.

Sydney chairperson George Symons told TaT “Our members range from mechanics to philosophers”.

“So what are you?” we asked.

“I’m the philosopher – really,” he answered.

And so he is. He has an economics degree as well as an arts degree with honours in philosophy. He runs a niche distributorship which sources classic recordings for connoisseurs of fine music. In his spare time, you’ll find him in his Daihatsu Charade which he

bought as a new car in 1993.The dealership sold him the vehicle discounted without its engine and other unnecessary bits. Using the electric vehicle maker network, he converted the car to electric and tallies up about 10,000 kilometres a year on local errands. His car, like all electric cars, attracts great interest. He was tailed into a shopping centre recently by a motorist who wanted to know why his car didn’t have an exhaust pipe.

At rallies, public interest, he finds, is growing rapidly. It’s as if the motoring public is preparing itself for the future.

Mark Taylor, current secretary of the Sydney chapter, is a semi-retired motor mechanic, but he says when it comes to electrics, his group depends on different people who tend to specialise in the various components of the system. He acknowledges that the popular technology based on DC (direct current) has its limitations and that AC (alternating current) will be the way of the future electric vehicle.

But DC motors, components and batteries have been the most accessible and affordable for the enthusiast. AC components aren’t all that expensive either, but are hard to come by right now. Decent batteries are where the big dollars can be spent, but hopefully the price will drop as production increases. While a conversion using DC will cost upwards of $15,000 in parts alone, an AC power train could be double or triple the price.

But regardless of AC or DC, all of the vehicles are fundamentally electric cars and meet the expectations of their owners in having zero emissions, are faster, quieter, more efficient, more reliable, hold the road better, respond instantly and smoothly to the acceleration pedal, have a better safety

record, reduce power plant emissions, can be charged from renewable power, cost less to run and do not require a new fuel infrastructure.

All the owners of electric vehicles interviewed for this story are passionate about their machines and most of them are on the road every day. Mark Taylor delivers goods daily in his 1990 Suzuki Carry Van which, when he bought it on eBay, had a seized camshaft. His conversion cost was about $10,000.

Mark Fowler, owner of the PRB Clubman kit car featured on our cover, is an IT specialist working for Big W. “I was always a greenie at heart and wanted to do a project which would demonstrate my environmental leanings,” he says.

He started in 2002, did a lot of internet research and bought his Clubman kit to design his electric car, which carries the number plate ECLUB1 because it was the first electric Clubman built in Australia.

His wife Delle drives it to her teaching job at a nearby school every day. Mark sees his role in AEVA as being more serious than a hobbyist showing off to friends or peers. “As an organisation, we are taking our interests to a next level in which we use our influence to perhaps help the world prepare for the inevitability of a significant electric car fleet.”

The message for the technicians of today is clear. Electric vehicles are no longer confined to show-and-tell events for the hobbyist or the curious.

It seems inevitable that electric cars will appear on Australian roads in the next two years. This does not mark a foreseeable end to the internal combustion or hybrid technologies.

They will be around for a long time yet, but TaT’s advice to auto technicians is “become aware”. Start browsing the copious internet pages on electric vehicles, and go to a couple of courses on electric propulsion,just to get the basics.

Because, when the time comes and an electric car rolls up to your workbench with a problem, mechanical or electrical, the last thing the owner will want to see is a glazed look or a shrug of the shoulders. Adding even basic electric vehicle technologies to your current knowledge bank would seem to be the minimum requirement.

Cover picSydney members of the Australian Electric Vehicle Association, Mark Taylor (left) and Mark Fowler and his first electric Clubman car built in Australia.

EventElectric vehicle field day Sunday 1 November 2009 10am - 3pm NGINA Nursery 344 Annangrove Road, Rouse Hill Sydney website: aeva.asn.au

This Mazda ute and its battery pack, belongs to Michael Symons, George’s father.

George Symons andhis Daihatsu Charade

Mark Fowler Mark Taylor



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Volts ahead GM’s new extended-range electric car, the Volt, which was featured in our August issue, has released

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It came home at 1.2 litres per 100 kilometres – yes you read it right 1.2 litres per 100 kilometres. And we thought TaT’s own Toyota Prius was doing very well at 4.4 litres per 100 kilometres.

The Volt is a plug in electric vehicle with a ‘range extender’, which refers to the small, low emission flex fuel engine and is only used to recharge the batteries if and when they get low on charge.

Under normal driving conditions the small engine will not be required.

The Volt is expected in Australia in 2012 and will be wearing a Holden badge.

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The simple equation … cheap oil filters = big repair bills…


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Broadcaster John Laws became a household word, or should we say, a garage word with his sombre

intoning of ‘Oils ain’t oils’. Adopting the same rationale, ‘oil filters ain’t oil filters’.

Technicians should know that the modern engine needs the correct oils to ensure trouble free motoring, but just as important is the quality of the filters, whether for engine or transmissions.

There are plenty of oil filters on the market. The temptation is to help the customer save money and go for the cheaper filter option. The sentiment might be right but you could end up costing your customer a lot more than they bargained for and then lose yourself a customer.

Poor quality cheap filters can sometimes lead to exorbitant repair costs. Horror stories abound of major engine failure due to dodgy filters.A good starting point to examine the

workings of filters is the Bosch range. The filter elements filters are made of micro-fibre paper, impregnated with synthetic resin. To maximise the filter surface area, the filter paper is folded with even pleats, providing superior filtration and separating up to 99% of all impurities.

The cheaper oil filters use less paper, the gaps are wide, the pleats are uneven, excess glue reduces their working surface. This all adds up to higher engine damage risk.

Premium rubber seals, designed to resist aggressive engine oils are used in good quality oil filters, preventing leakage and ensuring 100% rigidity over the service life of the filter.

Bosch oil filters are made from a pressure, rust and corrosion resistant steel housing. Thinner housing and low grade steel parts found in other oil filters have a lower resistance to pressure and can lead to rust contamination and engine damage.

The importance of oil filters is often underestimated by drivers so it’s up to technicians to educate their customers about the damage that can be caused by going cheap and using poor quality oil filters. Most people understand technical issues when you can relate it to money.

Bosch Customer Service Centre 1300 307 040 www.bosch.com.au.

The simple equation … cheap oil filters = big repair bills…

It’s amazing what tips you can pick up at training nights.

TaT trainers have been assisting at AutoPartners nights around the country, and among the many trade speakers was one from Champion spark plugs who covered the very issue

raised by subscriber Chris Tofalakis of ABC Tyrepower at Rosebery NSW.

So TaT was able to direct Chris to the right person when he filed this request for help. He had a Ford ute BA in the shop and was replacing the platinum spark plugs which are a ‘long reach’ type. While removing

No.1 spark plug, the bottom piece of the plug, the earth and porcelain section, broke away from the plug and became stuck in the cylinder head.

“Is this a common problem?” Chris wanted to know.“How do I get the bottom broken section out of the head?” He spoke to Deyan

who put him through to Dave Allan at MotorSpecs. Dave gave Chris a step by step procedure and then called J&G Thread Repairs. John arrived at 1.35 pm Friday and was driving out at 2 pm having successfully removed the broken piece of spark plug.

Needless to say, Chris replaced the original ‘long-reach’ spark plugs with ‘single-piece’ Champion plugs. Problem solved.

Long reach spark plug solutionYOUSAID IT!


I have had a lot of Saab 9-5s come in with the check engine light on.

On investigating I get code P0116 which is Coolant Temp switch.

After doing two of these and still experiencing the same problem I asked more questions and found that the engine was not always getting to operating temperature.

This is due to the thermostat sticking open. With the cold weather the engine does not get to temperature and the fault is logged. I have now done seven of these in the last four months.It’s cheaper to do the thermostat as well.

Anthony TyddBriggs Auto, Bendigo

(Thanks Anthony. On behalf of all of us at TaT we really appreciate your input. It gives us strength and hope that our efforts are not in vain and the ideology of information sharing is the right way to go… Deyan.)

Anthony responded:

Cool. I love the idea of what you guys are about. I also know some guys will join and keep all their secrets to themselves.

You need to get some incentive for members to put up their fault finds and secret fixes.

Every member should put at least one up per year or pay more (like a free loader’s tax).

Your system will only work if we all work together.

I know guys who have been in TaT for months and months and they have not put up stuff they know. I have had a dig at them as well.

I am not sure of the solution for this but wish you all the best and I will offer anything I find.

(Love the way you think Anthony. Your idea is so crazy it might just work. We’ll take it on board. In the meantime, you continue to lead by example. Ed.)

A SAAB tip and an interesting notion…

Hi Nick, Jeff. Thought I’d give you an update on the Holden Commodore

right knock sensor code.

Firstly, the knock sensors do go into the water jacket in the block. We were able to see a knock signal in cylinders 1,3,5 (left bank). Although we were seeing signal in cylinders 2,4,6 (right bank) it was not as consistent as 1,3,5. The check engine light would only come on at full throttle.

We were just about to pull the injectors when we found that the right hand bank wiring loom, that runs along the cylinder head for the injectors 2,4,6, knock sensor, oil pressure switch and earth cable, was damaged.

The knock sensor wiring had two strands of copper wire attached and the oil pressure switch wiring was open circuit. Funny that the oil light comes on with the ignition and turns off when the engine is running.

This is the second time we’ve seen this problem. The first time the car was misfiring so it was easy to find number 2,4 injector wiring damaged.

The cause of these problems was rats, yes, rats. We found teeth marks all over the inside of the engine cover insulation and the earth cable, plus a lot of leftovers in the valley.

Since the earth cable is a thicker cable it was not chewed through but you could see the teeth marks on the outer casing of the cable. Those rodents must love the plastic on the wiring.

Bruce Yeung and Leeman LauAutomotive Car SolutionsArtarmon NSW

(Is there a scan tool code for ‘rodent’? Good sleuthing boys and thanks for the tip off. Ed.)

YOUSAID IT!

Rata-phooey!…

1 As a trained technician, you are expected to

follow a logical diagnostic sequence before you throw in the towel and email or call TaT. Everything TaT does is designed to help you develop sound diagnostic principles.

2 OK, so you’ve reached the end of your

patience and the solution is nowhere in sight. Time to make contact with TaT.

3 The first thing you should do is go on line,

log in to the subscribers pages, and go to the TaT’s a Facts. Select the car make you are working on and see if the problem you are facing has already been covered, and solutions already published. There are hundreds of TaT’s a Facts on line, and this list is growing.

4 Our preferred method of receiving your

problem is by email. This is for your benefit as well as ours. You will get a far better and quicker response if you just take a few minutes to spell out some details of the vehicle and the work you have done so far in an email. The TaT Assist form on the website will help you do this. Cold calls are time wasting and if the TaT technician is busy on another issue, you are not getting the full attention your problem deserves. If it’s a relatively simple answer, you will get a return email, usually pretty quickly, depending on the number of requests for help being handled that day.

5 If your request requires discussion, you will get

a call from a TaT technician, again usually pretty quickly

depending on the help traffic that day. Note that on the TaT Assist form, we ask you to respond to the question “Is this really urgent?” That helps our people prioritise the calls for help.

6 Try to use the TaT Assist phone line only for those

really stressful emergencies (1300 828 000). If the technicians are busy, one will call you back as soon as possible. But please have your details and diagnostic findings at the ready.

7 Please remember that TaT does not provide

data, such as wiring diagrams. All workshops are expected to have access to a data provider, such as Autodata. Wiring diagrams are part of your tools of trade.

8 Please remember that TaT Assist is available

only to subscribers to the service. We will talk only to the person whose name is listed as the TaT subscriber, and they are expected to be the technician who is on the tools and working on the problem vehicle.

9 And finally, be patient. Problem vehicles

can be frustrating and time consuming. If you must use the help phone, make a list of your test results and other basic findings before you pick up the phone.

When your problemis resolved, spend a

couple of minutes to share your success with us so that we can pass it on to your fellow technicians.

The ten commandments of TaT Assist…

The TaT assist service offered as a benefit of your subscription to this magazine is becoming very popular. Timely then, for

us to repeat the rules which we published several issues ago, and we recommend

before you make your next phone call you read these 10 commandments first.

YOUSAID IT!

assist

10


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A 1994 Mazda 121 just would not start. The

spark checked out OK. Fuel pressure check was zero. Power to the pump was 10.4 volts. It should be the vehicle’s charging voltage – for example, 14 volts.

Removed the sender unit and found the plug on the under side of the sender unit was partially melted. Fitted a new pump anyway – it was a high kilometres vehicle - cleaned the terminals and re-checked the pressure. It was OK and road tested OK.

Craig Killen, Kariong NSW

(Craig attended the TaT training in Gosford in which I went through all the problems which can occur with fuel pump circuits, including bad or melting connections. It’s nice to hear that technicians are being thorough in their diagnosis to ensure that there are no further problems for their customers. Well done, Craig…Jeff Smit)

Craig was listening…

I believe this will be a common problem. Mercedes E240, with a chassis number WDB211, compliance plated 10/2003.

The customer complained that the dash warning lights show an intermittent fault in the left rear brake light, right rear brake light or even the number plate lights and occasionally the indicators and sometimes all simultaneously.

The customer also noted that the boot will not open using the remote fob key and at times the dash lights don’t work. We scanned the vehicle and it revealed faults in the Sensotronic Brake Control (SBC) braking circuit, rear Signal Acquisition/Activation Module (SAM) and instrument lighting cluster.

The common denominator here is the wiring to the rear SAM. The rear SAM, located in the boot, has a wiring harness to the boot lid which runs along one of the boot lever arms, as shown in the pic.

We replaced all nine wires at the boot lever and also gave the harness more flexibility to prevent the problem occurring again.

Time spent on research was 30 minutes, diagnosis 45 minutes and repair and verify 90 minutes, a total of 2.75 hours. I hope this information will help fellow technicians because we will need to help each other.

Regards,

Gil and HaroldGil Auto, Sydney

(Gil is a regular contributor to TaT, and believes in our philosophy of sharing info with fellow technicians. He’s not half bad with hybrid technology either. Ed)

YOUSAID IT!

Harness this tip…

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Subaru has an enviable niche in the vehicle market. The current

series of cars are right up there in design and appeal. Do they need a concept vehicle?

Their dilemma seems to be how to modernise without rocking the boat.

Here’s Subaru’s answer. As concepts go, no one is likely to accuse Subaru of radicalism. They seem to be saying that Subaru is happy with the current car, and any changes are likely to be evolutionary.

Although it’s far from radical, the Subaru Concept’s front end does represent a distinct break from the tried and tested. It’s a little more aggressive, and the stacked LED headlamps lend a much more contemporary look to the design. The company says their concept exhibits a ‘rugged sportiness’ and a

‘powerful presence’ which may be a bit of oversell, but the pronounced fender flares suggest that there’s some muscle to go with the new sheet metal.

There’s some substance behind the showbiz. In addition to the naturally aspirated and turbocharged flat-fours, a new 3.6-litre flat-six was borrowed from the Tribeca Crossover.

In true concept tradition, the interior is tricked out in a color scheme that is unlikely for production, particularly the Pearl White leather upholstery. How long does white upholstery stay white in a family sedan? Nevertheless, this is a handsome interior, with an attractive instrument panel, featuring cool blue gauge and switch backlighting.

With its four-seat layout, it’s also an honest design. Mid-size sedans are invariably portrayed as five-passenger vehicles, but that rear center seat is usually habitable only by those whose dimensions are similar to medium-size ducks.

It’s unlikely that Subaru will be able to resist a five-passenger designation for the production Legacy.

Unlikely also applies to the side-view TV cameras, which relay their pictures onto an inside monitor mounted in the rear-view mirror position.

No traditional side-view mirrors? We can almost hear the product liability lawyers groaning in five-part harmony.

Officially, Subaru is saying this is strictly a concept, and not necessarily what will be rolling off the assembly lines. Unofficially, we’re hearing that the concept is an 85 percent preview of the next generation Subaru.

Thanks to caranddriver.com (concept cars) by Tony Swan

Concept…Does Subaru needa new concept?

Wheelnote:It was only in 1954 that Fuji Heavy Industries Ltd produced a prototype of its first passenger car, the P-1.

It was given a beautiful Japanese name – Subaru, being the name of a star cluster in the Taurus constellation. Six of its stars are visible to the

naked eye, and Subaru was created by the merger of six companies.

concept an abstract idea; a general notion; an idea or invention; (of a car or other vehicle) produced as an

experimental model to test the viability of new design features.

Green wall certificate.Auto workshops which have adopted good environmental practices with their liquid waste disposal, energy and water efficiency, waste reduction and recycling, spill management,

air and noise pollution management and wastewater management could be eligible for a ‘Green Stamp’ from the Motor Traders’ Association of NSW. Their new program will make workshops look good in the eyes of clients and

potential customers as more and more people worry about the future of the planet, not to mention their own neighbourhoods.www.greenstamp.mtansw.com.auwww.mtansw.com.au

Easy wheel alignment. The new Beissbarth Easy 3D is a fast and easy to operate wheel alignment system which is both mobile and space saving. It provides precise and instantaneous measurement, high repeatability of measurement results, easy runout compensation and real time displayed values. The entire measurement process, including runout compensation takes seven minutes from driving onto the lift, to printing out the results. The Easy 3D wheel aligner is suitable for all types of cars, vans and light commercial vehicles. Phone 1300 783 031 www.beissbarth.com.au

Stop messing with wiper refills. The days of replacing a wiper refill are gradually drawing to a close as more car makers opt for fully integrated wiper blades. Even on non-integrated wipers it makes more sense to change the entire blade than mess with a refill. The Bosch Eco and Microedge blades come with a patented Quick Clip system, allowing you to fit the complete blade in less time than it would take to fit a rubber refill. Bosch Aerotwin blades distribute the pressure applied by the wiper arm more evenly. For some vehicles, it is possible to upgrade to fully integrated blades.Bosch Customer Service Centre 1300 30 70 40 www.bosch.com.au

Timing kits with water pump.

The best way to guarantee a perfect and safe timing belt system is to change all the timing belts and drive components at the same time. Many water pumps are driven by the timing belt. If the water pump fails, coolant will leak and contaminate the belt, leading to premature timing belt failure. Gates recommends checking the water pump driven by the timing belt while servicing the timing belt and other drive system components. Gates Timing Component Kits are now available complete with an application-specific Gates Water Pump. The range consists of seven part numbers covering 94 popular applications, including Holden Astra, Toyota Camry, Hyundai Getz, Toyota RAV4 and Subaru Liberty. Gates Customer Service 03 9797 9666. www.gatesaustralia.com.au

More idlers and tensioners in Gates range. Gates Australia has released 43 new part numbers in the DriveAlign® tensioner and idler range. They cover over more than 200 various applications, including Toyota Landcruiser, Peugeot 206, Ford Mondeo, Hyundai Sonata, Honda Civic, Holden Barina and Holden Astra.When it comes to noise under the bonnet, no part takes as much blame as the accessory belt drive. It is often incorrectly assumed that the serpentine belt is the problem, so a new belt is installed and the problem is considered fixed. But, this is only a temporary fix. In addition to replacing the belt the technician should investigate the root cause which may be the automatic tensioner or the idlers. Gates Customer Service 03 9797 9688www.gatesaustralia.com.au

ACA adds to coil range.ACA has extended its ignition coil range with 148 new part numbers, covering more than 650 vehicle applications. The ACA ignition coil line up now has 388 part numbers along with more than 2000 vehicle application listings. The new updated range has an additional 79 coil over plug coils, 16 rail coils, 28 coil packs and a wide range of transformer coils. ACA ignition coils are high performance, designed to deliver a stable voltage on every start. Ph: 02 9938 [email protected]

More radiator hoses.Gates has released 25 new radiator hose part numbers, for five popular applications. They are suitable for the Holden Astra, Holden Barina, Holden Vectra, Nissan X Trail and Toyota Landcruiser Prado. Their patented technology fights the primary cause of hose failure so

technicians are advised that the risk of customers being stranded is greatly reduced if a Gates radiator hose is fitted to the vehicle. A new on-line catalogue is at www.gatesaustralia.com.auCustomer Service 03 9797 9688

Wider thermostat range.Gates has added eight new Stant thermostat and gasket part numbers to its range which cover more than 170 applications including the popular Holden Commodore, Honda Civic, Toyota Camry, Toyota Hilux and Hyundai Excel. Gates has also identified more than 60 applications that are suitable for existing Stant part numbers. Advantages of using a reputable brand include efficient engine operation, longer engine life, reduced oil consumption, improved fuel economy and lower emissions. www.gatesaustralia.com.auCustomer service 03 9797 9688.

Switchmode battery chargers. A new range of battery chargers from Projecta includes three 12 volt models which deliver an advanced seven stage charge that maximises battery life and performance. At the press of a button Intelli-Charge battery chargers adjust their output to allow for precise charging on a range of battery types including Gel, AGM, Wet and Calcium which means just one charger is required for all battery charging needs. The chargers can also be used as a power supply when changing a vehicle battery so important radio and computer information can be protected.

RPM Performance clutch range expands.Refined and developed over 15 years, RPM kits now cover more than 3,600 applications. Each is a stronger and more capable clutch, upgraded from standard specifications. Each cover assembly is redesigned to provide increased torque capacity while maintaining drivability. Finding the right RPM clutch kit is easy using the CI part numbering system, by simply adding an ‘RPM’ prefix to the standard replacement kit number. Ph 03 9463 2200 www.clutchindustries com.au

TaT’s interesting…


Years ago we were happy to grab a split pin and bridge a couple of pins.

You only needed to be able to count.

Times have changed. Now more than 80 per cent of workshops have at least one scan tool. Scan tool technology is here to stay and is already an essential part of our daily routine.

Scanners are playing a bigger part in diagnostics and with the evolution of BUS communication and CAN it’s becoming easier to trace and fix those niggling problems, starting with engine trouble codes.

Currently we see over 1200 diagnostic trouble codes (DTC) throughout many components. DTCs are becoming more accurate, making our diagnostic decisions easier. Scan tools give vital information which can be used to track the problem.

Let me explain how a DTC works. A component may work within a voltage range - take the engine coolant temperature (ECT) sensor, for example. The ECT has a reference voltage normally about 5 volts. This voltage is supplied by the Engine Control Unit (ECU) and it travels down to the ECT, a heat variable resistor, back to the ECU as a reduced voltage depending on engine temperature.

Once the ECU receives this information it can calculate the temperature and adjust the fuel mixture. If at any time the circuit or ECT becomes open circuit the ECU will log a code. This means the voltage return has

moved out of a normal operating range. If, for example, the ECT doesn’t go out of range but returns an incorrect voltage due to an internal fault, there will be no DTC logged. If there is too

high or too low a signal received, indicating incorrect true engine temperature, the engine will run too rich or too lean.

An ability to read live data is very important. There’s not always a DTC available, so it is necessary to read the accrual data within the ECU. Some scanners have the advantage of recording or graphing the information. This function enables the operator to drive the car without looking at the scanner. The fault could also be intermittent, so graphing is the correct way to monitor the information - it’s much easier to see a graph signal change.

Actuation has been a recent addition to scanner functions. This allows a component to be

operated through the module you are testing. In other words, if the component has been coded as faulty it can be actuated, testing the circuit and the component. Some scanners will give you

live data at the same time as actuating. This function tests the ECU, circuit and component, making diagnosis quicker and more accurate. Actuation will force the control unit to operate the component without any switch or sensor signals.

Adaptation, coding, synchronising and security are all very common terms a competent scanner operator will know.

Adaptation is the process of allowing the change of learnt behaviors - late model cars can learn the driving conditions and adapt to them. The scanner can clear or change those learnt behaviors.

Coding is when a component

has to be linked to a module or another component by means of a serial number or pin. Synchronising is changing the characteristics of memory and shifting to another setting. For example, an electric window, which is controlled by a body control, has a position sensor or amperage control which has to be relearned.

Security is when a set of keys or an ECU has to be coded to the existing components, or if information has to be changed with one or more components.PC interface with scan tools allows more information to be stored or displayed. It can give a bigger and better display of the information at the time of testing. Interfacing the scan tool with a PC makes upgrades easer and enables you to keep up to date with the latest software.Scan tool technology has come a long way, from the simple early process of counting flashes in the instrument cluster, to cars that can park themselves at the touch of a button. Technology, however, continues to develop and improve, so it can’t be taken for granted. TaT runs courses on the use of scan tools in real problem solving situations and it is really worth making an effort to attend one of these.

It all comes down to confidence and experience. You can gain these by taking the scan tool with you when you’re driving home. Watch the data and get familiar with what the engine or other components are doing under different conditions. Happy diagnosingNick Murphy

Murphy’s Law A little homework builds scan tool confidence…


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There’s a natural perception (and I suffered from it), that cleaning machines which boast big

environmental credentials somehow can’t be as effective as the good, old fashioned type that threw buckets of toxic solvents at the job.

My scepticism was running in overdrive when I read that this latest SmartWasher from the Durst stable carried the rather grand reputation as the world’s leading bioremediation parts washer. What the hell does that mean anyway?

I had some filthy carburettors, coated with about 30 years of grime that I’d left soaking in our regular kero based cleaner. It was making very little headway. So I transferred the carbies to the SmartWasher, switched the pump on and let it run over the parts.

Twenty minutes later and much to my surprise, the carbies I pulled out looked like new – well, at least they were spotless.

I repeat, “What the hell is bioremediation?”

The Durst SmartWasher uses a thing called an OzzyMat to introduce microbes into the warm water based cleaning solution called OzzyJuice. Under a proprietary procedure, these microbes have been combined to form a colony that thrives and multiplies once activated in the SmartWasher. For the purposes of this story, these little microbes are all named Ozzy.

When the machine was delivered, I poured four tubs of OzzyJuice, added the filter mat and turned it on. The heating element warmed the solution to a comfortable 38 to 42 degrees C and I was ready to start cleaning. The microbes are introduced through the 50 microns filter mat which separates the inorganic materials such as wire and gaskets.

The OzzyJuice quickly breaks down the bond between the component and the oil or grease sticking to it. It then flows down into the tank and the oil floats on the surface like a contained oil spill. The microbes then break the hydrocarbons down into carbon dioxide and water.

Put simply, the microbes clean the cleaning solution, so you don’t have to dispose of the OzzyJuice which doesn’t absorb the oil and grease so it’s always cleaning the parts to a consistently high standard, leaving no dirty film.

The Ozzy clan is non-pathogenic, which means it is incapable of causing disease. Not only is it safe to use, it will clean your hands while you work – no more dermatitis and sore or cracked hands.

While the thought of a product being based on live microbes might seem a little strange, it is actually an environmentally sound concept. Microbes of all types are a common

occurrence in nature and are constantly around us. They are on your body right now, even though they cannot be seen with the naked eye. While some microbes are bad for human survival, most have no impact on humans or they affect us in positive ways. Microbes have been successfully used in a variety of industrial plants around the world, and are particularly useful in bioremediation applications. One of their claims to fame is their deployment to help clean up the horrid mess of the infamous Exxon Valdez oil spill. So, to answer my own question, bioremediation simply means turning bad stuff into good stuff.

Like all hi tech gadgets which rely on chemical reaction to perform, there are a few simple rules which must be followed if the SmartWasher is to do its job properly.As with all cleaners, excess grease and oils should be disposed of before washing.

The SmartWasher can handle large, tough and dirty jobs, but it was not designed to be a waste oil dump.

You’ve got to get your head around the fact that the Ozzy microbes are constantly at work and thrive on being fed with oils and grease. In fact, the microbe can only survive among greases, oils, mineral spirits and such.

The OzzyMat should be replaced once a month – a two minute job. This keeps trapped contaminants from reaching hazardous levels and a replacement mat introduces new Ozzy microbes into the colony.

Large solid particles become trapped in the OzzyMat and the rest will be rinsed through the Mat and into the fluid reservoir in the base. Even there, the Ozzies will keep gnawing away at the hydrocarbons, breaking them down into carbon dioxide which is dispersed into the atmosphere as a gas, and water which goes back into solution and eventually evaporates.

The old kerosene cleaner has been pushed into a back corner of the workshop by the SmartWasher and I won’t be giving it back any time soon. Because we can move it around the floor from job to job, we have freed up a lot of space in our already crowded workshop.

I liked using it for cleaning brakes. The brake dust hazard disappears and it’s great being able to work on a clean job. Phone 02 9660 1755 www.durst.com.au

op oolsOzzy Ozzy Ozzy…Oi Oi Oi! Nick Murphy’s washing up chant…



Customer complaintOwner had just purchased the vehicle in a private sale and it overheated on the way home.

Problem summaryIt overheated about 9 km into the trip home and stopped at a service centre. The thermostat was replaced and the vehicle went on its way.

Seven km on it overheated again and was towed to a TaT workshop.

The owner was asked about the traffic conditions in which the car was driven.

First time the problem occurred it was low traffic and high speed and the second time it was in evening medium traffic.

Diagnostic sequenceRan the vehicle and noticed the engine fans were not coming on. There was also no a/c operating when switched on.

Codes found were 17925 - MAIN RELAY J271 ELECTRICAL MALFUNCTION18070 - COOLANT FAN CONTROL 2 SHORT TO GROUND16514 - OXYGEN/LAMBDA SENSOR B1,S1 MALFUNCTION IN CIRCUIT.

Fault descriptionThe first problem was isolated to the main fan control relay situated under the battery area.

Bad internal contacts and circuit failure. New main control relay was fitted and then rechecked operation.

Both engine cooling fans worked with a/c on and switched to low when it got up to temperature. But that was not the cause of the overheating while driving.

As we were testing the system we noticed the bottom hose started getting colder but the temperature was rising. We had lost flow.

The problem was identified as water pump

Fault solutionThe water pump was replaced along with the timing belt. The pulleys and pretensioners were inspected.

Vehicle was then rechecked and the a/c system properly performance tested.

The new thermostat was also checked over.

NOTE: The water pump has a plastic impeller and it was cracked and damaged due to heat and as a result was no longer secured to the impeller shaft.

Recommended timeLabour time was 6 hours, taking into account research time, location of parts and actual time spent fixing the problem.

The fact that one hose is hot and one cold does not always mean that there is a thermostat problem or even a fan problem. In this instance it paid to be thorough and do a proper systems performance test.

This situation could have gone wrong in so many ways if all of the above had not been identified and attended to.

‘s a factproblem solving…

VVWGO03114VOLKSWAGEN GOLF20034 Cylinders

tips for ideas division


Customer complaintGear changing problems

Problem summaryChecked for gear change problems.

The ‘D’ and ‘N’ lights on the dash were scrambled.

Diagnostic sequenceExtracted fault codes.

P-0708 - TRANSMISSION RANGE SENSOR CIRCUIT HIGH INPUT

P0826 - UP DOWN SWITCH INPUT CIRCUIT

P1131 - HO2S II SENSOR INDICATES LEAN

P1132 - HO2S II SENSOR INDICATES RICH

P1507 - IAC UNDER SPEED ERROR

Cleared codes and test drove the vehicle and only P0708 came back.

Acquired information and some wiring diagrams related to this problem area.

Fault descriptionChecked wiring to inhibitor switch. Back probed ECU to check inputs and outputs.

Found two open circuits. Identified the wires. This was accomplished by pulling on the cables individually.

Two of the wires came away from the insulation and connector ends.

On further inspection we found another wire just about to do the same.

We suspect this problem is due to a combination of factors.

This engine loom is taped up tight right to the connector housing and puts tension on those wires, plus the moving engine harness creates vibration at that point while the other plug housing end is secured to a panel.

The vibration has caused the copper strands to fracture inside the insulation at the connector end creating an open circuit that would start off being intermittent.

Fault solutionRemoved the affected connectors and reused them.

Reconnected and refitted to housing making sure there was no tension on the wire ends when retaping the harness.

Resecured the loom to minimise movement and future fractures.

Recommended timeReassembled, reconnected and vehicle road tested with no more fault codes returning. Labour time was 4 hours, taking into account research time, location of parts and actual time spent fixing the problem.

We believe this is an area to inspect when looking for strange and intermittent problems.

‘s a factproblem solving…

FORBA03215FORD FALCONBA 20036 Cylinders

tips for ideas division

Coolant in an engine must do three things:

• carry heat throughout the cooling system

• prevent freezing

• protect against corrosion.

The glycol-based coolants on the market today can handle the first two tasks almost indefinitely, but corrosion protection relies on chemicals in the coolant that are eventually consumed as they do their job. Corrosion protection has always been a chemical balancing act and with so many different types of coolant to choose from, it’s just too easy to inadvertently tip the balance the wrong way during cooling system service.

With minor variations, there are three basic types of coolant:Inorganic Acid Technology (IAT)Organic Acid Technology (OAT)Hybrid Organic Acid Technology (HOAT).

To some extent, each will work in any cooling system, but each has been developed to meet the car maker’s specific needs for warranty or maintenance intervals. Filling a vehicle designed for one type of coolant with a different type can sometimes cause problems, and you shouldn’t expect the same corrosion protection as the factory fill.

So what can a technician expect? What happens when a different coolant is added? What happens when a system is drained and refilled with a different coolant? How do we decide which coolant to use?

The IAT coolants have been around

for years They contain silicates that form a protective barrier on everything in the cooling system, even rubber hoses. The newer OAT coolants work very differently. Aluminium and ferrous metals form a surface layer of corrosion in the presence of moisture, even the little bit of moisture in the air.

OAT coolants anneal this metal-oxide layer into a thin surface coating that protects against further corrosion. With either type of inhibitor, there must be

enough in the coolant solution to occasionally re-establish the barrier as needed.

Silicates plate out quickly on metal engine parts, therefore the silicates in a coolant solution can drop to less than 20 per cent of the starting level in less than 17,000 kilometres. Another problem with silicates is that, under certain conditions, they can drop out of solution and form minute deposits. If this occurs between a shaft and seal, the resulting abrasion will eventually cause a leak.

In a cooling system that turns off coolant flow to the heater core when the heater is not in use, silicates can form a gummy deposit that, over the course of a summer season, might clog the core tubes. So why even use silicates? Because they’re really good at what they do, especially in iron block/aluminum head engines.

That’s why some manufacturers still specify using coolants with silicate corrosion inhibitors. It took almost 20 years of OAT development to make a coolant that would effectively protect against corrosion without using any silicates at all.

Some of those intermediate products are still in use today. These are the hybrid coolants that use both silicate and organic acid corrosion inhibitors and one of them is currently the factory fill on a majority of vehicles with petrol engines.

Even in today’s IAT coolants, the silicate concentration has been reduced to only 250 parts per million (ppm), which still provides excellent protection when used as directed. Those last two words, ‘as directed’ are more important now than ever, because it’s difficult to

know which coolant technology belongs in which vehicle.

Valvoline G-05 Coolant uses a unique formulation, and is a simple solution to what may seem a complex problem. This is a HOAT coolant designed for petrol and diesel passenger cars and can be used in older as well as newer cars. The big benefit of this coolant is that it is compatible with all glycol based coolants and has a long service interval. This means that you need to carry only one coolant to cover the majority of vehicles serviced.

Look up the coolant specifications in a factory manual and you’re most likely to see a part number or proprietary name such as ‘Toyota Engine Coolant or equivalent’. Because few independent shops buy their coolant from auto dealers, most of us have come to rely on colour to identify the coolant.

This is a bad idea, because raw coolant has no colour at all. Every manufacturer adds colour to the coolant as a dye marker, and they can add any colour they want. In fact, when red (heavy-duty) and green (automotive) non-IAT coolants started selling well, some companies began to add similar colours to their coolants with conventional inhibitors and increased their prices.

There are green coolants from other countries that are more like OAT than IAT coolants. The IAT coolants intended for heavy-duty diesel engines range from blue to green to purple, and hybrids might be any colour at all.

Some companies are now dying their coolants yellow regardless of the technology and indicating that it can be ‘mixed’ with any other technology.

Cooling systems are designed to operate full of coolant. A system that’s constantly low on coolant can be an extremely corrosive environment due to the aggressive nature of the vapours of a glycol/water mix. The steam vapours are more aggressive than either fluid by itself.

After shutting off an engine, the coolant stops flowing and the engine temperature can increase dramatically in localised areas. Keeping the system full can help prevent localised boiling. Checking coolant level by looking at the overflow bottle is not always accurate.

Water quality is also an important factor. In almost every part of the world, tap water contains minerals like magnesium and calcium that can form deposits in a cooling system, especially on the engine’s hottest parts. These deposits can impede the flow of heat, and if they break loose, they can clog radiator and heater core tubes.

Other contaminants such as iron and chlorine are relatively common, and at high enough levels, they can be corrosive. Coolant replacement requirements and intervals vary with every car manufacturer, but it should be replaced periodically, not because old coolant won’t carry heat or protect against freezing, but because the corrosion inhibitors literally wear out.

More information at www.valvoline.com.au/products.php

Happy diagnosing

Nick Murphy


Coolant acts as a protective coating on alloy and steel radiators. These corroded radiators are the result of using poor coolant.

Coolant does some cool thingsCoolant does some cool things


Automotive Components & Accessories Pty LtdPh: (02) 9938 8700 Fax: (02) 9907 1860 Email: [email protected] Web: www.aca-auto.com.au

The new and extended range of ignition coils from ACA (Automotive Components & Accessories) is now released in a

new technical catalogue. As with all ACA catalogue extensions, the range has been carefully researched and the

applications are extensive. When you supply your customer with an ACA product you can be confident it is an exact

replacement product.

Contact ACA for a copy of the new Master Ignition Catalogue.

ACA Master Ignition CatalogueA new and extended

range of ignition coils


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This is the horror story of a 2003 BA XR6 Falcon sedan with a manual

transmission and a cruise control which would not work.

I had actually contacted TaT about this so it will sound familiar.

There were no fault codes in any department.

The word ‘cruise’ appeared in odometer display but ‘set’ would not appear. On the scan tool, I noticed in current data under PCM a line named ‘trans actual gear’ (TRANS GEAR with the Ford tool) with the letter R after it.

Another helpful technician validated that this line does pertain to what gear the PCM thought the transmission was in – in this case reverse.

I checked the reverse light feed to the PCM and it was correct (12 volts while in reverse and zero volts when in any other gear or neutral) but the PCM current data still believed that the transmission was in reverse (remember, this is a manual tranny). I had the PCM tested with Injectronics and it was returned with a perfect operation report. No faults found.

Then took it to the local Ford dealership but was soon returned with “We can’t fix it. Don`t know what’s wrong with it, but it’s not the PCM.”

Against everyone’s advice, I bought a new PCM and installed it. The ‘trans actual gear’ then changed from R to N when in any other position than reverse. Excellent. I was right and everyone else was wrong…but… The cruise control would then engage for roughly one second and then promptly drop out. Again, after what seemed to be half my working career, we were able to track down the previous owner. The vehicle had been sold via an auction room, so that wasn’t easy. I asked if the cruise control was working for him.

The reply was no, but that was after he had changed the diff ratio from 3.45-1 to 4.11-1 for towing purposes.

So we obtained a 2nd hand 3.45 ratio diff and installed it. Now the cruise control works fine. (I was gunna kill myself if it didn’t.)

I believe the faulty PCM couldn’t be related to the diff change so that had to be a separate problem. Since the manual tranny has no speed sensor and gear selector position sensor, the PCM has no way of knowing what gear the car is in. Speed information is passed on to various systems via the ABS circuit.

The PCM must have certain engine rev parameters for given road speeds for a particular diff ratio. I’m assuming that the PCM must have thought it had a slipping clutch and disengaged the cruise after one second.

Obviously the wheel speed sensors at each wheel are giving the same frequencies (wheels and tyres are all same size) so it must come back to PCM engine rev parameters - even though it doesn’t know if you are doing, for example, 60km/h in 1st, 2nd, 3rd, 4th or 5th gear.

That’s where I can’t 100% say why it dropped out after one second. All I can say is the correct diff ratio and PCM finally fixed this gigantic thorn in my side.

Surely everyone’s job isn`t as bloody hard as ours. What happened to the days when everything was black and white? Now it’s all grey!

Happy days fellasMark Donovan Donovan`s Auto ElectricsYamba NSW

(What a saga. The best part of this story Mark, is that, in the final analysis, you fixed the damn thing yourself. Tell me, did you make any money on this job? If you were a brain surgeon, you’d be retired and fishing in your luxury yacht off Yamba by now. Ed)

YOUSAID IT!

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Greetings from the land of lions, sand dunes and culture shock.

Not a day goes by without banter about Australia losing the Tri Nations, Arsenal winning the soccer, Akon playing on the radio and the brilliance of the latest Toyota pick-ups (ute in Oz language).

How ignorant I was to think that in a country with a history of apartheid, 50 per cent of the population below the poverty line and 15 per cent suffering the effects of HIV, the interests and topics of conversation might be any different.

The fact remains that wherever we live and regardless of our circumstances, we follow a natural urge to define ourselves - and perhaps connect with others – through symbols which might be our marital status, nationality, sporting heroes or material possessions.

In Namibia’s capital city, Windhoek, I’m told that car possession defines quite precisely who you are and your station in life. Cars here seem to have more to do with making statements than making road trips.

New, burly Toyotas are in plague proportions and are the ultimate status symbol for the up-and-coming entrepreneur. And while they could be perceived as an unwise sacrifice for a higher standard of living, I discovered that this depends on individual priorities. To be fair, they’re also handy for carting around family, friends and small blond Australian journalists.

On a ute-tray tour through Katutura, a township on the outskirts of Windhoek created subsequent to the forced removal of the black population in the late 1950s, clearer evidence of this ‘car culture’ is found.

This urban sprawl, consisting in large part of corrugated iron shacks, has a surprisingly and apparently disproportionately large number of modern vehicles.

Prevailing dust-storms didn’t make it any easier to fathom what seemed to be a flourishing car-wash business in a region lacking clean, running water and marred by poverty.

Almost all makes of car can be found in Windhoek’s very civilised city centre, though many are still at odds with the notion of living within one’s means. On the other hand, four-wheelers often provide a reliable source of income in a land where the taxi business is under-regulated and drivers can collect any number of extra passengers along their journey.

As someone who has always chosen practicality and international travel over luxury car ownership and the extras that go with it, I am oh-so-intrigued by this car culture that is in no way limited to Namibia, but perhaps slightly more noticeable in developing nations.

I’m not a snob though. I’ll navigate my way through Namibia’s game parks in my friend’s shiny ute, bouncing around to a rapper’s ‘cars-women-money’ lyrics. I don’t quite understand the phenomenon, but I’m thankful for it and will carry my new perceptions with me to the next destination.

From Namibia, AfricaHayley

Hayley Windsor in Namibia,Africa

The car culture of Africa

The vehicle:Range Rover, June 2006 model

The complaint:The customer complained that some electrical systems were not operating.

C Collect information relevant to the client’s

complaint.

P Print or record relevant evidence.

R Review and discard any contaminated evidence

with the intent of finding the correct direction for a diagnosis.

C While compiling a Vehicle Event Form which is necessary to complete an Auto CPR, we need to gather as much relevant information as possible.

Ask some basic questions about the vehicle’s history and if there have been any other problems in the lead-up to the complaint.

In this case, the vehicle was purchased at auction and was delivered to the workshop by tow truck. All the customer could say was, “I would like it fixed as cheaply as possible”.

In this case the vehicle history was grey with no solid revelations.

It’s a really good move to begin the diagnostic process by checking the battery, main power and earth points. To do this I have developed a mobile tool centre with built-in jumper pack which I refer to as my crash cart, with built-in paddles.

Checking the mechanical basics is also a good idea.

The next step may be to access the vehicle’s electronics systems with a scan tool.

I was perplexed when reviewing the retrieved DTCs, as there were more than 130 stored fault codes. At last count on this model Range

Rover there are approximately 36 ECUs, three main fuse boards and 104 fuses (pics 1,2,3).

It’s hard to believe that so much technology is packed into one innocent looking vehicle. It must get pretty busy on the CAN lines.

Before I whipped out the database laptop, I checked to see if anyone was looking. You are assumed to be the expert.

Apparently I am expected to know what’s wrong with this vehicle and everything about this technology.

I rely heavily on good reliable data for referencing information that usually helps me form an overview of the faults.

There were so many diverse faults ranging from trailer lights to right front terrain following headlight alignment failure.

Where do I start? I know!

P Following the guidelines from auto CPR, lets print, record, review, then remove contaminated evidence (clear the DTCs and see what’s left).

R Excellent! Now I only have 92 DTCs present. That’s a start. The DTCs that were removed related to corrupted high/low CAN and low battery voltages.

This vehicle smelt good and looked immaculate (pic 4).

I decided to start from the rear end, as this is where the majority of easily accessible components reside.

All components were in pristine condition with no evidence of water, fire or rodent damage.

Working forward I pulled up the front carpet. Note the size of the wiring harness (pic 5) and (oh-my-god!) I looked for the bilge pump switch, as this was obviously a boat at one stage. I wondered why the carpet was so heavy.

If you drew a line to mark the water level it would run from the top of the bow to about midship. This explains the pristine components in the stern.

The rear must float. With the client’s surprisingly blasé permission I was able to repair some of the ECUs (pics 6,7). When it came to the headlights (approximately 3 KVs of stray voltage high energy discharge lights) I declined to repair these units for safety reasons.

Before you accept this type of vehicle diagnostic you should obtain a wide latitude of permission to investigate the potential cost of replacement parts first.

These front lamp units are over $5000 each. The Autologic is my preferred test unit for these vehicles but even this tool couldn’t make sense of the water-logged systems (pics 8,9).

I had to revert to time consuming, good old-fashioned high-speed scopes, wiring and CAN BUS diagrams.

A few days later everything except the headlights were operational or ship shape (so to speak).

In conclusion, please use your version of auto CPR. It will save you lots of unpaid and frustrating diagnostic time.

Happy diagnosing Arrrrrgghhh! Gazzau

Auto CPR… well shiver me timbers!By Gary Reid



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Stopping a one and a half tonne vehicle hurtling down the road at 100

kilometres per hour is a big call. When you slam your foot on the pedal, a miracle of modern engineering takes place elsewhere.

At each wheel, brake fluid pressure applies pressure to pistons which then push against linings which in turn push against a rotating disc.

The brake pads are converting the kinetic energy (http://en.wikipedia.org/wiki/Kinetic_energy) of the car to thermal energy (http://en.wikipedia.org/wiki/Thermal_energy) by friction.(http://en.wikipedia.org/wiki/friction)

The secret ingredient is of course the lining, or the brake pad. Brake pads of varying qualities and performance characteristics flood the market. For technicians to fit the right pads to a customer’s car, questions have to be asked.

Some modern vehicles operate best on soft pads, those which leave a residue of black powder which is the curse of aluminium rims. Different driving terrain and weather can influence the decision on ‘which pads’.

TaT asked two of its main supporters, Ferodo and RDA Brakes, for a crash course (pun unintended) on this most understated of vehicle consumable components.

FerodoThe old problem of noisy brakes may be finally coming to an end, Ferodo told TaT.

The Ferodo ThermoQuiet brake pad range, new to the Australian aftermarket, introduces an advanced technology in pads.

Integrally Moulded Insulators (IMI) and Laser-Shaped Friction are the two key technologies which were combined for the ThermoQuiet range.

Although new to Australia, ThermoQuiets have been incredibly popular in the USA.IMI and Laser-Shaped Friction explained

IMI is advanced brake shim technology, which eliminates the need for a conventional shim. The IMI, or one piece brake pad, incorporates a thermal underlayer between the friction material and backing plate that is extruded through the backing plate to form a noise insulator on the back of the pad.

Instead of having a separate shim or noise insulator, the

insulator is built into the pad as a one piece design. This absorbs and dissipates the heat and vibration inherent in the braking system more efficiently.

It reduces heat transfer from the brake pad into the brake components, extending the life of these components, and acts as a noise insulator.

Laser-Shaped Friction technology is a process of assessing the force applied by the caliper during braking and its impact on the mating surface of the brake pad and disc. The tool used is called a Laser Vibrometer. It’s basically an analysis of the whole braking

system of a vehicle to identify the likely origin of noise. Once analysed, a complex computer

model re-designs the face of the brake pad to the optimal shape to eliminate noise and vibration at the source. The unique shaping better focuses the force created by the caliper, making the brake pad and system more efficient.

The adoption of these two proven technologies, along with the use of the next generation in ceramic friction technology in the majority of references, has produced a brake pad that is not only quiet, but extremely clean.These pads are available in a wide range to suit most popular vehicles on Australian roads.

www.justquietly.com.au Ph. 1300 FERODO (337636).

RDA BrakesBrake pad choice will depend on what type of driving your customer does, RDA Brakes advise.

For everyday driving most customers want a pad that is effective, quiet and doesn’t produce dust. Track drivers will want a brake pad that can operate at higher temperatures and will slow the vehicle down as quickly as possible, but noise is not an issue.

The EBC Brakes pads which RDA distribute have a range of brake pad compounds.

The compound of the Ultimax range that suits most cars, light trucks and 4WDs, has remained unchanged for more than ten years. The powder coat finish to pad and back plate gives lifetime

resistance to corrosion. All pads feature a centre line slot which prevents heat expansion cracks and reduces brake noise.

The unique Brake-In surface coating conditions the brake rotor, removing glaze and black spotting from the disc surface.

Greenstuff is an upgrade pad, that causes less dust and is suitable for road sport upgrades, on-road cars, or race cars lighter than 750kg.

The 2000 series for sport compact and hot hatches has a softer compound to improve pedal feel on lighter cars at lower speeds. Tests have shown Greenstuff stops a car almost 6.5 metres sooner than original parts on a popular hot hatch braking from 96 Km/h. This is a huge 15 per cent brake improvement.

6000 Series - for entry level truck and 4WD upgradeThe Greenstuff 6000 series for entry level truck and 4WD upgrade can deliver up to 15 per cent improvement in stopping power. However Greenstuff 6000 is not a hard, long lasting pad.

Redstuff is for heavier and faster cars and is at its best on slightly heavier cars, trucks and 4WDs. However it is also

Braking Point ...A pad for every occasion

If you’re in a hot V8 hurtling around a race circuit, the last thing you

need is standard street pads...

Laser Shaped Friction technology is used to assess the force applied by the caliper during braking.


resistance to corrosion. All pads feature a centre line slot which prevents heat expansion cracks and reduces brake noise.

The unique Brake-In surface coating conditions the brake rotor, removing glaze and black spotting from the disc surface.

Greenstuff is an upgrade pad, that causes less dust and is suitable for road sport upgrades, on-road cars, or race cars lighter than 750kg.

The 2000 series for sport compact and hot hatches has a softer compound to improve pedal feel on lighter cars at lower speeds. Tests have shown Greenstuff stops a car almost 6.5 metres sooner than original parts on a popular hot hatch braking from 96 Km/h. This is a huge 15 per cent brake improvement.

6000 Series - for entry level truck and 4WD upgradeThe Greenstuff 6000 series for entry level truck and 4WD upgrade can deliver up to 15 per cent improvement in stopping power. However Greenstuff 6000 is not a hard, long lasting pad.

Redstuff is for heavier and faster cars and is at its best on slightly heavier cars, trucks and 4WDs. However it is also

Braking Point ...A pad for every occasionsuited to highly tuned sedans or performance cars and is appropriate for fast road use and occasional track use. In tests, Redstuff reduced car stopping distance by almost 16 metres from 160 Km/h, a staggering 30 per cent brake improvement.

Because it is made from a harder material, Redstuff can take longer to fully bed in during which time the odd ‘chirp’ of brake noise may be heard when starting from cold in damp and cold conditions at walking pace speed. One press of the pedal clears the rotor of any dampness.

Yellowstuff is suitable for the fastest street and track use, track day, time trials and drifting in any size or weight of car, on or off road. There are two compound versions - DM1846 and DM1793, both of which have

been used with some success in racing.

However, for standard OEM brakes, as fitted to your car, there is no doubt that the DM1793 is getting better feedback, as it is slightly harder, slightly longer lasting and more appropriate for track day driving. DM1793 has also been a strong favourite for full race use.

Bluestuff is an endurance grade pad suitable for closed circuit race use only. It has a longer lifespan and is effective to more than 800°C.

www.rdabrakes.com.auPh: 1800 88 01 55

with Jeff Smit One of Australia’s market leaders in EFI products, diagnostic

equipment, training and ECU remanufacturing, Petro-Ject Victoria, has re-invented itself as Logicar and now operates out of a purpose built facility in Vermont, Victoria.

The company has been active for 25 years and is a leading Capricorn supplier to the trade as well as a key distributor for Bosch, VDO, NTK, Pierberg, Walbro, Hanatech and CarbonClean.

As Richard Moody, managing director of Logicar explains, “Moving into our state-of-the-art facility will not just allow Logicar to better service customer needs, but also improve logistical support to our Dingley and Tullamarine branches, our fleet of service vans and our country distributors. This will allow us to build upon our reputation by further expanding our team while adding to our extensive range of products and services.”

National toll free: 1300 EFI EFI www.logicar.com.au

Summer is winding down in the USA. If you have seen the weather reports, Georgia has been getting

more than its fair share of rain, good on one hand, as there was a drought here, but bad on the other as seven lives were lost.

The Obama administration has been in office now for nine months and the new President has not wasted any of his time. He’s introduced massive spending initiatives and now there’s the prospect of a Nationalised Healthcare System that’s causing all sorts of debate.

The aftermarket here is feeling a little left out, the main focus being on keeping the new car industry afloat. The latest initiative is ‘Cash for Clunkers’. It was designed to help boost new car sales that were at an all time low and at the same time remove some bad polluting vehicles from the roads.

Vehicles averaging 15 miles per gallon were eligible, but they had to be traded for a new car that averaged 25 miles per gallon or more and were built in the USA. When the vehicle was traded, the owner

instantly got between $3500 and $4500 credit from the government towards the purchase of a new car. On top of this came the discounts from the vehicle manufactures so you could be looking at anywhere up to $7500 in credits and discounts for a new car. Pretty good for Joe Public.

Once the vehicle was traded, the rules state that it had to be undriveable, the engine had to be drained of oil, or have sand added and run till it stopped, then the vehicle was crushed.

I heard stories of mechanics drag racing vehicles in the back lot with no oil to see which one would last the longest and, as they were being crushed anyway, some where used as ‘training’ vehicles to see how air bags deploy on impact. I’m sure, given the opportunity, that Australian mechanics would never do such a thing.

The scheme ran for two months and a total of 690,114 vehicles were traded with a cost of $2.9

billion to the tax payers. It seemed to work, with quite a few manufacturers running out of cars and production of replacements being ramped up.

As for me, I’m on cloud nine. A Kiwi mate of mine has introduced me to a local supply of VB and I just got my first delivery, so it’s happy days ahead!

Letter from AmericaCa$h for clunkers helping car sales JulianHentze

traininghits the spot…

TRAINING SESSIONS

• VICTORIA: HORSHAM - Tue 13 Oct, MILDURA - Wed 14 Oct • NEW SOUTH WALES: LISMORE - Thu 22 Oct

Please book me in for _________ technician(s) from my workshop at the following training session

Select training session below, and insert the location here:

___________________________________________________________

Business name: _________________________________________

Contact name: __________________________________________

Contact number: ________________________________________

Email: _________________________________________________

Postal address: __________________________________________

_______________________________________________________

______________________________________PC______________

Method of payment

CHEQUE: Payable to The Automotive Technician

CAPRICORN ACCOUNT

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Account name:____________________________

Signature________________________________

CREDIT CARD: Mastercard Visa

Name on Card:____________________________________________

Card Number

Expiry Date:______/______ Amount: $________ Signature: ____________________________ Date: _______________

1st technician $85Additional technicians from the same workshop $75

7 pm to 10 pm - Includes light supper at 8.30 pm

CALCULATORThis calculator applies only where all technicians

are employed at the same workshop 1 Technician $85 5 Technicians $385 2 Technicians $160 6 Technicians $460 3 Technicians $235 7 Technicians $535 4 Technicians $310 8 Technicians $610

First name and surname of all technicians attending (print)

____________________________________________________

____________________________________________________

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Scan tool trainingUnderstanding the modern vehicle’s electrical systems

Workshop case studies featuring key re-coding, SRS systems, engine management and system activation and adaptation

PLEASE FAX OR COPY AND SEND WITH YOUR REMITTANCE TO: The Automotive Technician 1 Cleg Street, ARTARMON NSW 2064 or FAX TO 1300 828 100

For more information, call 1300 828 000

REGISTRATION FORM

Booking forms, outlining full details, costs and locations,are downloadable from www.tat.net.au


TaT encourages workshop managers to nominate their 3rd and 4th year apprentices in the 2010 National

Automotive Apprentice of the Year Program. Nominations close January 2010.

The winners receive a limited edition Darren Morgan Tool Kit, a day with Darren Morgan and his team, a $1000 gift voucher from BOSCH, Trades Plus Cards and many other benefits.

The National Automotive Apprentice of the Year Program is an initiative of the Auto Parts & Accessories Journal. The nomination form can be downloaded at: www.apajournal.com

TaT backs apprentice award…


210x297 TAT FSA Adv.indd 1 30/9/09 2:07:39 PM


This magazine is justthe tip of the iceberg!

www.tat.net.auThis is where you find the database of repair solutions, stories from all TaT

issues, training programs and much more.This is where you reap the real benefits of

your subscription to TaT.

TaT brings real liferepair dramas to training…

TaT trainer Jeff Smit continues to add value to the AutoPartners training nights being conducted across the country.The popular events, which are free to technicians, feature presentations by a range of manufacturers and suppliers, augmented by TaT’s hands-on problem solving experiences from its own workshops.

To register, phone: 1300 650 048 or email: [email protected] go to the training link at: www.autopartners.com.au

® traintraining division

YES! Please sign me up for my $115 magazine subscription and access to your technical solutions!

Mr Ms Mrs Miss (circle) First name: __________________________________Surname: ______________________________

Postal address: _____________________________________________________ State: _____________PC:______________

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Expiry Date:______/______ Amount: $115 AUD / $130 NZD Signature: ________________________ Date: ___________

Want more information?In Australia, call 1300 828 000

In New Zealand, call +61 2 9966 8600

The Automotive Technician$115 covers 12 months access to technical solutions and six issues of this magazine

PLEASE FAX OR COPY AND SEND WITH YOUR REMITTANCE TO: The Automotive Technician 1 Cleg Street, ARTARMON NSW 2064 or FAX TO 1300 828 100

From New Zealand, please fax your form to +61 2 9438 3213

Sponsored by:Program:Tues 20 Oct - Newcastle NSW

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Hi Jeff, just a quick note to say how much we enjoyed

your training night at Liverpool (9 September 2009).

The information you gave us came in handy today.

An auto electrician who does a bit of work for us had a Nissan Xtrail with no acceleration. We showed him your fix that you shared with us from the TaT website.

Problem solved and it saved him a lot of time. We also gave him the subscription page. Maybe another member on their way.

Regards, Norm And BrettPro Tune Automotive (Like we always say…if TaT can help a technician resolve a tricky issue that saves him two hours work, there’s the annual subscription to TaT covered. What a deal. Thanks for your support Norm and Brett. Ed.)

YOUSAID IT! That’s what we’re here for!…

The port of Rotterdam, on the North Sea is the gateway to the European

market of more than 500 million consumers. It is the biggest seaport in Europe and it ranks among the biggest in the world. The largest ocean going ship can enter the port 24/7 on any tide. The port smothers 10,000 hectares along a 40 kilometre foreshore of the Nieuwe Waterweg canal.

A ship loaded with green-picked fruit from South America can dock in the morning and a ripe tropical mango can be on a restaurant table in Great Britain next evening. It will have been on the ship maybe up to two months, held at a constant four to six degrees Celsius and gently ripened in a series of well orchestrated temperature changes in the final stages of its journey on refrigerated trucks and trailers.

Imagine Shiraz when he was working at the port, organising the logistics of a new cargo of fruit from his office in a four-kilometre long cold store building. He has up to 100 refrigerated trucks waiting to load, bananas or melons in

some, chicken and meat in others. All cargoes have their individual temperature requirements. When Europe is partly covered in snow, refrigerated cargo ships, loaded with fruit and vegetables from sun-drenched South America cross the Atlantic in convoys, arriving in Rotterdam at the rate of three or more a week, after an ocean voyage of one to two months, depending on where they last loaded.

Shiraz calculates that the truckload of bananas, picked green and held in suspended animation on board ship, must be ready and turning ripe for the markets in Germany the following day. The ripening process is set in motion on the road transport, with the temperature rising in strictly calibrated stages from four degrees to 15 degrees Celsius.

Another day, a ship limps into Rotterdam with a suspect cargo of melons and other fruit, brought about by faulty refrigeration on board. Shiraz can’t take the risk. He does a deal with the local zoo, so the monkeys feast on bananas and melons which were not quite safe enough for mass human

consumption, but not rotten enough to send to landfill.

Shiraz soon learnt the critical relationship

between temperatureand shelf life

Take chicken, the commodity which, while being one of the most popular mass foods in the world, can be so prone to bacteria that some restaurants won’t put it on the menu for fear that, in the restaurant cold room, a rogue bacteria from a chicken that was partly thawed in transit might set off a devastating chain reaction.

Chicken stored at minus 20 degrees will have its shelf life reduced by many months if the temperature rises more than a few degrees.

No wonder Shiraz takes his job with Euroscan so seriously. Euroscan refrigeration monitors maintain vigil over 60% of all McDonald’s food despatched through Europe. Market leader Carrier depends on Euroscan monitors and so does Lummikko, a leading transport refrigeration company in Finland.

In the mass movement of fruit, vegetables and meat, a huge loss which would follow a bad truckload has made wholesalers and retailers wary. With technology like Euroscan, the risk can be virtually eliminated. With thousands of refrigerated trucks whizzing around Europe, it was really too much to expect that all loads would arrive on time and at the right temperature when such matters were in the hands of the drivers.A massive outbreak of food poisoning in the UK in the late 1980s sent the British government into a frenzy of regulation, adopting

standards in 1990 which would set the pattern of food transport monitoring for the rest of the world.In 1994, Europe followed with a set of complementary standards. The fact that Shiraz is working on educating the markets in Asia and Australia is a clear indication that he expects these standards will become a worldwide norm in the not too distant future. He delights in telling stories of the reaction of companies which, sometimes with some scepticism, agreed to trial the top line Euroscan monitors.

They not only track the refrigerated temperature of every compartment in a transport, but will reveal if and when any door was opened, how the temperature fluctuated and, at any given time, through a GPS tracking antenna on the truck cabin, will reveal its position, direction of travel and speed to a transport manager who may be sitting back at head office hundreds of kilometres away, in another country.

In the early days, a transport manager was so concerned about where his fleet of trucks were at any moment in time, that he insisted every driver phone in to his office at 4pm daily to report their whereabouts and future deliveries or pickups.He installed a GPS assisted monitoring system to one of the trucks as a trial, not letting on to the driver. At four o’clock on the dot, the driver phoned in. “Hi boss. I’m on the autobahn heading for a delivery in Brussels in the morning.

“That’s strange,” said his boss as he plotted his truck on the Google map on his desktop computer, “according to me, your truck is parked outside a brothel in Amsterdam and the refrigerated cargo is ten degrees out.”

www.euroscan-group.com

At last count, there were around 17,000 refrigerated trucks on

Australian highways. Most of them carried food of some kind. Some were loaded with pharmaceuticals and human blood, others contained animals, alive and dead.

The average consumer takes it for granted that the food they pick up at the supermarket is fresh, no matter how many food miles it took to get it from where it was grown, bred or made, to the plate.

But there’s an incredibly fine line between healthy food and contaminated food - in most cases only a few degrees in temperature separates a good meal and a week in bed with food poisoning.

Technicians, both auto and transport refrigeration, are responsible for keeping the ‘cold chain’ vehicles running, but government authorities around the world are becoming more concerned about the safety of mass movement of foodstuffs and little by little, stringent standards are being mandated.

With the help of refrigeration and monitoring technologies, it is now possible to keep all goods at a critical temperature. If that’s not enough, a responsible food transport operator will be able to give a print-out guarantee to the end customer that the temperature was maintained at a constant

level, that the doors of the truck were not left open, and that the refrigeration cycles which are critical to some fruit and vegetable ripening have been carried out with the utmost precision.

Compared with well advanced food handling regimes in Europe and the USA, Australia is just beginning to enforce the monitoring standards on which food manufacturers, the health industry and consumers can depend.

The logistics of refrigerated transport management is a science in its own right. Recently, one of Europe’s most experienced people in this industry visited Australia to help launch Europe’s market leading transport refrigeration monitoring and tracking system called Euroscan.

The company’s export development manager is Shiraz Gulamali, London-born now living permanently in the Netherlands.

What began as a fill-in holiday job for a teenage Shiraz at Europe’s biggest seaport, Rotterdam, has grown into a fascinating career – and one in which there are few real specialists.

His intimate understanding of the international scope of the Euroscan technology stems from his extraordinary logistics experience on the ‘fruit piers’ of Rotterdam.


THE LAST WORDTHE LAST WORD The science of thecold banana…



The Equipment SpecialistsThe Equipment SpecialistsAll enquiries: VICTORIA / TASMANIA

SCAN TOOLS, GAS ANALYSERS, EFI CLEANING AND AIR CONDITIONING

ROB CAMERON 0412 959 348 IAN BATEMAN 0412 517 673

HOISTSJOHN WILKINS 0412 925 587

WHEEL SERVICE(Incl. ALIGNERS, BALANCERS, TYRE CHANGERS, BRAKE LATHES)

BRIAN BUCK 0447 391 819

NEW SOUTH WALESALL EQUIPMENT

BEN CROCKETT 0409 540 808

QUEENSLANDALL EQUIPMENT

ERNIE LINNING 0429 020 781

7742 Burson Adv A4 21/11/08 3:12 PM Page 1

We know cars inside outLogicar electronics division embrace the challenges faced

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17a Carrick Dve. Tullamarine VIC 3043 PH: (03) 9338 7666Fax: (03) 9338 4400

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a plug for electric power - the automotive technician...artarmon nsw 2064 [email protected] ph 1300 828...

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