bfe july 2013

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� Brake Job: Sprinter Van � Alignment Update: Chevy Camaro � TPMS: Sensor IDs

July 2013BrakeandFrontEnd.comMAGAZINE

Reader Service: Go to www.bfeRAPIDRESPONSE.com

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22Passive Wheel SpeedSensorsThe passive speed sensor creates itsown AC signal that changes frequen-cy with wheel speed.

28Sprinter Cargo Van Brake JobThe 2000-2006 Sprinter cargo vanmay seem unique for its small dis-placement diesel engine and largehauling capacity. But, at the wheels,the brakes are very conventional.

40Servicing Variable-Assist Power Steering SystemsVariable-assist power steering is a way of providing the best of bothworlds: finger-tip parking maneuverability at low speed and reduced assistat higher speeds for greater stability and road feel.

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

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

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

Technical Editor Larry Carley

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

Ad Services DirectorCindy Ott, ext. 209email: [email protected]

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

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DRUM BRAKE SERVICE

CONTENTS

A Publication

Sales Representatives:

Bobbie [email protected], ext. 238

Doug [email protected] 330-670-1234, ext. 255

Sean [email protected], ext. 206

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

Glenn [email protected] 330-670-1234, ext. 212

John Zick [email protected] 949-756-8835

List Sales Manager

Don [email protected], ext. 286

Classified Sales

Tom [email protected], ext. 224

HOME OFFICE

3550 Embassy Parkway Akron, Ohio 44333-8318330-670-1234FAX 330-670-0874www.babcox.com

PRESIDENT

Bill [email protected], ext. 217

VICE PRESIDENT

Jeff [email protected], ext. 282

BRAKE & FRONT END (ISSN 0193-726X)(July 2013, Volume 85, Number 7): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodicalpostage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE &FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 288, to speak to a subscription servicesrepresentative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year.Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to BRAKE& FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Brake and Front End is a member of and supports the following organizations:

DEPARTMENTSColumns

AUGMENTED REALITY CONTENT IN THIS ISSUE:

Passive Wheel Speed Sensors 22Servicing Variable-Assist Power Steering Systems 40Auto-Video Inc. 45, 61

4 July 2013 | BrakeandFrontEnd.com

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42

46

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6 Viewpoint

8 Suspension Tech Tip

12 ASE Test Prep

14 Industry Review

18 Infrared Thermometers

20 Gonzo’s Toolbox

42 Alignment Specs

46 TPMS Service

52 Selling Ride Control

56 Tech Tips

63 RAPID RESPONSE

64 Product Showcase

66 Classifieds

70 Brake Retro

72 Brake Lights


Irecently reviewed an article from a writer that called replacement TPMS sensors a “$150mechanical monstrosity.” I’m as cheap as the next guy, but a $150 problem for a consumeris a $150 opportunity for a shop. Furthermore, if you have checked replacement sensor

prices, it’s not $150 for most popular applications. It really got my blood boiling. Even if a sensor costs $150, it could prevent a slow leakfrom turning into a new tire and even save a life! $150 is 0.5% of a $30,000 price tag for theaverage new car. Even at that price, the TPMS sensor is a bargain. Also, if the vehicle isworth $3,000, the cost of one, or even four sensors, is insignificant when compared to thebenefits. This writer also had a persecution complex and thought the NHTSA TPMS mandate wasanother example of the government going too far and making life more complex for themotorist. In my opinion, TPMS is one of the greatest leaps forward in safety since NHTSAmandated airbags in the early 1990s. It’s one of those rare mandates that has not only madeour roads safer, but has also lessened our dependence on foreign oil.

OPPORTUNITY

TPMS is one of the greatest sales opportunities for shops since diagnostic fees for comput-erized vehicles. Even if your shop doesn’t sell tires, you can still make money on sensorrelearns and sensor replacement. Some shops have stopped free mounting, balancing or rotations for consumers due to thecost of sensor service kits and the time needed for relearn procedures. Also, after seven to10 years, the batteries in the sensor die and have to be replaced. This is a sales opportunitythat didn’t exist 15 years ago.

THE FUTURE IS BRIGHT

There are other new sales opportunities. Consider the alignment. For most vehicles youcan charge the customer for calibrating the steering angle sensor after the toe is adjusted.When flushing the brake system, not all of the fluid is flushed unless you use a scan tool toactuate the ABS module. These are required services to complete some repairs that werenot there a decade ago. The future is getting even brighter when you consider there are late-model vehicles on theroads that require a scan tool to replace the vehicle’s battery. If the car does’t know a newbattery is installed, it will overcharge the new battery, causing premature failure. I wouldlike to see a big box store try to explain this to a customer.The future is bright, you just have to charge for it. �

Service Opportunities Point To Bright Future

Viewpoint By Andrew Markel | Editor

Quick Tip

Aknocking noise from thefront of any vehicle can bea cause for concern. If the

vehicle is an old pickup truck with150,000 miles of hard off-road use,noises usually come with the terri-tory and are sometimes acceptable.But, if the vehicle is a 1996-98Acura RL, not only will the ownernotice it, they will probably wantit fixed right away.When an Acura RL owner visitsyour shop complaining about aknocking noise from the front sus-pension when driving overbumps, the noise may be causedby worn upper arm bearings. Thefollowing tech tip may help youquickly diagnose and repair theproblem.

DIAGNOSIS:On the vehicle side where thenoise is heard, hit the tire with alarge soft-faced mallet while plac-ing your hand over one of theupper arm bearings. Repeat thisaction with your hand placed overthe other bearing.• If you feel looseness or hearknocking from either bearing, goto the Repair Procedure.• If no knocking noise is heardand no looseness is felt, look forother possible causes.• If you heard the noise fromboth sides of the vehicle, repeat onthe other side.

REPAIR PROCEDURE:1. Remove the ABS wheel sensorwire harness from the upper arm.

2. Remove and discard the twoupper arm 12 mm self-lockingnuts. The upper arm bearings are

built into the front anchor bolts.3. Lower the upper arm, and pullit toward you to access the twofront anchor bolts containing theupper arm bearings.

4. Remove and discard the frontanchor bolt 10 mm self-lockingnuts and the flange bolts, thenremove and discard the frontanchor bolts.

5. Install new front anchor bolts,making sure the large seal on thebolt faces outward. Secure theanchor bolts with new flangebolts and 10 mm self-lockingnuts. Torque the nuts to 22 lb-ft(30 N-m). �


Worn Upper Arm BearingsMay Cause Suspension Knock

ASE A5

In section C of the ASE A5 task list, it states “Machinerotor, using on-car or off-car method, according to manu-facturers’ procedures and specifications.” While you do not

have to know specific procedures for a certain model of on-carlathe, you do have to know the why, when and how of on-carlathes.In recent years, on-car brake lathes have become a popularalternative to traditional bench-style brake lathes. There areseveral benefits to using the on-car brake lathe. For one, itallows rotor machining on the vehicle spindle center line,which is the axis of rotation for the rotor. It also stops thestack-up tolerance of related parts from affecting rotor later-al runout. You will find that some bench-style brake lathesmay actually induce lateral runout and instead of machininga rotor to the vehicle spindle center line, it is machined tothe center line of the lathe. Keep in mind that the cuttingbits for the on-car lathe and the bench lathe may not beinterchangeable.Whenever using an on-car lathe, first consult the instruc-tion manual that pertains to that particular lathe to ensureproper setup and operation. You should also be aware of other products, such asshims/alignment plates, that fit between the rotor and hubthat can reduce lateral runout. �

On-Car Brake Lathes

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Industry Review


The National Institute forAutomotive Service Excellence(ASE) has launched a new certifi-cation test aimed at those techni-cians primarily involved withvehicle maintenance and lightrepair services. The Auto Maintenance andLight Repair (G1) test is nowavailable as part of the ASE certi-fication program. The new testwas developed in response torequests from the industry for acertification category aimed attechnicians performing scheduledmaintenance and commonbumper-to-bumper repairs.Registration for the new AutoMaintenance and Light Repaircertification test is now available,with testing in July and August.“Since about 70% of all workbeing performed in repair shopsacross the nation is maintenance-based, this new test category willfocus on the knowledge necessaryto successfully perform the mostcommon maintenance and lightrepair tasks,” said Tim Zilke, ASEpresident and CEO. “If you are atechnician performing mainte-nance and light repair services,the new ASE Maintenance andLight Repair (G1) certification isfor you.”Developed by industry expertsand the certification profession-als at ASE, Auto Maintenance &Light Repair is somewhat differ-ent from other ASE certifications.The new test will have a one-year requirement of hands-onwork experience in maintenanceand light repair to qualify, andhalf of that requirement may be

met by appropriate vocationaltraining. It will also have aunique, smaller shoulder patch.However, like all other ASE certi-fications, the credential will bevalid for five years and will beavailable through the more than400 ASE testing locations acrossthe country. Upon passing theG1 test, a technician will receivea shoulder insignia, display cer-tificate and wallet card.The new G1 certification pro-vides an assessment of an indi-vidual’s technical knowledge ofbumper-to-bumper maintenanceand light repairs in the criticalareas of engine systems, automat-ic transmission/transaxle, manualdrivetrain and axles, suspensionand steering, brakes, electrical,and heating and air conditioning.There are 55 scored questions onthe test, plus 10 unscored researchquestions, and those taking it willhave 90 minutes to complete it.The questions, written by serviceindustry experts familiar with allaspects of maintenance and lightrepair, are entirely job-related.Like any other ASE certification,G1 tests the things you need toknow to do the job. Theoreticalknowledge is not covered.You can download a free copy ofthe Maintenance and LightRepair (G1) Study Guide on theASE website at www.ase.com.The Study Guide contains the testspecifications and the task list toprovide you with a map of thetopics that will be covered on thetest. To register for the test andschedule an appointment, go towww.ase.com/register.

ASE Launches Maintenance andLight Repair Certification

Danny Fox of Lawrence Auto-motive Diagnostics in Lawrence,Kan. is the lucky grand prizewinner in the Mitchell 1 “ShiftInto High Gear” Facebooksweepstakes. Fox won a trip toattend the Mitchell 1 ShopManagement System TrainingWorkshop in Minneapolis,Minn., July 18-20. “We would like to thank

everyone who ‘Liked’ Mitchell 1on Facebook and entered our‘Shift Into High Gear’ sweep-stakes,” said Nick DiVerde, sen-ior marketing director forMitchell 1. “We are verypleased with the response toour Facebook promotion as itexceeded our expectations. Wecongratulate Danny Fox as thelucky grand prize winner andlook forward to seeing him atour next Shop ManagementSystem Training Workshop.” As the sweepstakes winner,

Fox will receive round-trip air-fare for two people to Min-neapolis and three nights (July18-20) in a double occupancyroom at the Hyatt RegencyMinneapolis hotel, workshop tu-ition for two people, plusbreakfast, lunch and refresh-ments each day. There is anevening cocktail reception onThursday, July 18 and trainingwill run all day on Friday, July19 and Saturday, July 20.

Mitchell 1 NamesWinner Of 'ShiftInto High Gear'FacebookSweepstakes

Industry Review


Popular Monroe ‘Real Rewards’ Program Back ThisSummer With $30 VISA Rewards For Monroe SalesThe popular Monroe “Real Rewards” promo-tion returns this July and August, Tennecoannounced, rewarding technicians with a $30Visa prepaid card for each pair of qualifyingMonroe Quick-Strut replacement assemblies soldduring the promotional period.“This program continues to be an exciting successfor our trade partners,” said Sheryl Bomia, NorthAmerica programs manager, Tenneco. “Consumersget all of the benefits of the premium, originalMonroe Quick-Strut assembly that’s designed tohelp restore each vehicle’s steering, stopping andstability, while our trade partners quickly gain sat-isfied, repeat customers through the use of thesepopular, all-in-one strut replacement solutions.”The Monroe Real Rewards quick-cash scorecardpromotion will be available from July 1 through

August 31, 2013 for sales of qualifying pairs of thefirst complete, ready-to-install strut replacementsolutions.For additional information about the “RealRewards” promotion, contact your Monroe sup-plier. To learn more about premium Monroe ridecontrol products, contact your Monroe supplier,call (734) 384-7809 or visit www.monroe.com.

v Industry Review


Advance Auto Parts announced a new partnershipwith AVI to provide shops with an expanded offering ofonline automotive training courses. Advance ShopeLearning powered by AVI features online video contentcovering topics from basic automotive concepts toadvanced technical diagnostic training. All content isavailable to shops 24/7 through the purchase of trainingbundles that can be tailored to meet a shop’s specificneeds.“AVI has long been recognized as a great solutions

provider for training to the automotive aftermarket,” saidWalter Scott, vice president of eCommerce and eServicesfor Advance Auto Parts. “The partnership throughAdvance Shop eLearning allows us to deliver the widerange of industry-leading online content that our shopsneed to stay on top of current technologies and betterserve their customers.”Online training bundles available from Advance Shop

eLearning powered by AVI include basic automotive sys-tems for new service technicians, management coursesgeared toward shop owners, ASE test preparation,advanced diagnostics, working with hybrid or dieselvehicles, and much more. Shops can select content mostrelevant to their businesses on an individual basis.Additionally, a Learning Management System allowsshop owners and managers to view and track their staff’sprogress through the eLearning courses, and includesaccess to pre- and post-training tests.“Training is a universal need in the aftermarket,” said

Paul Louwers, CEO at AVI. “We’re excited to partnerwith Advance to provide on-demand training solutionsthat help serve commercial garages on a shop-to-shopbasis.”In addition to Advance Shop eLearning powered by

AVI, Advance offers commercial customers MotoLogic, aweb-based repair and diagnostic tool; and DriverSide, anonline marketing suite that helps shops attract new cus-tomers, optimize their online reputation, and increasecustomer service frequency and retention.To learn more about Advance Shop eLearning powered

by AVI or other eServices available from Advance AutoParts Professional, visit eservices.advancecommercial.com or call 855-222-1632. �

Advance Auto Parts ProfessionalPartners With AVI To Offer CommercialGarages Flexible Online Training Solutions

Saab Automobile Parts NorthAmerica (www.saabparts.com)recently celebrated its one-yearanniversary by announcing theaddition of limited warrantycoverage on labor costs, for aterm of 24 months/24,000miles. This added coveragecomplements the existing 24-month/24,000 mile coveragethat is standard on all OE Saabgenuine parts and accessoriesthe company sells, according tothe company. “Our industry-leading limited

warranty coverage on partsand labor is an important addition to the products andservices offered to Saab own-ers and only available throughthe Saab Service Network,”said Tim Colbeck, presidentand CEO of SPNA. The company also continues

to expand its service network,adding Official Service Centerswhere needed to serve Saabowners; the network now totals181. A recent addition to thenetwork is a West Coast partsdistribution partner, which willimprove availability of Saabparts in the important Californiamarket. Availability of Saabparts is back to historic highlevels, and the warehouse facilities are stocked; ensuringOE Saab Genuine parts and accessories are available toSaab owners and the servicenetwork quickly and efficiently.

Saab AutomobileParts North America(SPNA) Marks FirstAnniversary WithEnhanced Warranty

Tool Tech

For around $200 you canbuy a top-of-the-line in-frared thermometer.

When diagnosing brake dragproblems, this tool can be in-dispensable. The thermometersgenerally have a maximum ac-curate distance so they can’t betoo far from the object beingmeasured or the accuracy ofthe reading will be affected.Most manufacturers will list“angle of accuracy.”

Make sure to read the oper-ating instructions for the unitbeing used. The biggest chal-lenge in using one of thesetools is what to do with theinformation. The informationprovided by these tools canbe even more vague or elu-sive than hydraulic andclamping pressure readings.Here are some of the reasonswhy:

• No specifications provided;

• No way of knowing howmuch front-to-rear tempera-tures should vary;

• On side-to-side differ-ences, it can be difficult todetermine which reading isthe problem; and

• Some side-to-side differ-ences can be expected undernormal brake operation.

HERE ARE SOME POINT-ERS TO FOLLOW WHENTAKING TEMPERATUREMEASUREMENTS:

• Take the measurementsclose to the object beingmeasured and as soon afterthe test drive as possible.

• Compare side-to-sidereadings. Look for symptomsof excessive heat such as blu-ing of the rotor. This willhelp determine if a wheel isrunning too hot or too cold.

• Excessive heat on onewheel can be caused by awheel being overworked, alack of release or an excessiveside-to-side difference inrotor thickness.

• Don’t always condemn thehigh-side reading; it is possi-ble that the low side isn’tworking enough.

• Remember that excessiveheat is a symptom of somethingelse wrong in the system. �


Infrared Thermometers


Occasionally, I’ll have anew customer approachthe service counter not

just to have their car repaired,but also to interrogateevery part of myprocess in finding thesolution. More oftenthan not, these cus-tomers are referralsfrom another repairshop or previous cus-tomer. I seldom get in-terrogated by someonewho has seen an adver-tisement or drove bythe shop and stoppedin for repair.

I know they don’tintend to come acrossas an interrogator fromthe German Gestapo,but the electric shocks,brass knuckles andbright spotlights are allthat seem to separatetheir questions and re-questioning from theinterrogation scenes inthose old WWIImovies.

My guess is the cus-tomer probably went to theirfriend for advice or the firstrepair shop with the intent ofthat particular shop being theirprimary car care facility.However, when the first shop

refers them to another shop,their suspicions as to the sec-ond shop’s abilities becometheir largest concern.

It’s as if they walk up to thecounter armed with large spot-lights, black jacks and anyother paraphernalia that couldbe used to badger me into sub-mission to their way of think-

ing. It’s even worse when theybring “friends” as material wit-nesses because that forces meinto the position of answering

not just to one person,but to several.

I thought I was gath-ering information on thesymptoms of a car prob-lem, but instead I findmyself explaining Ohm’slaw, defending my mechanical and electri-cal background, clarify-ing how I got started inthe business, recallingthe first wrench I everused, and answeringquestions such as, “Areyou planning to use ascanner to diagnose mycar?”

Even though thewording varies, eachquestion is ultimatelyasking the same thing: “Iwas referred over here,they said you could fixthis, can you? Are yousure? Have you donethis before?” Theseinquiries are usually fol-

lowed by a stack of paperwork,jotted down notes and Internetinformation dropped on thecounter for me to read. I brieflylook at the papers, then informthem they can take it home

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

Customers Who Ask Too Much

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because I have my own informa-tion and diagrams.

Unfortunately, that generallyleads to more interrogations. Thecustomer continues to ask allkinds of questions, ranging fromwhere my information comesfrom, to how much the repairwill cost and how long it willtake. To add insult to injury,before I even get the car in theshop they typically repeat every-thing they just asked, told and informed me about.

Because their buddies have allbeen under the hood intenselystudying this problem, the inter-rogation eventually turns into an explanation of how much they already know about the problemand how they can help me solveit. In fact, this isn’t a concern ofmine whatsoever, as I’m prettysure I can take care of the prob-lem myself. Furthermore, I amnot, nor have I ever been, amember of the “SAPI (Slap-A-Part-In) party.”

The customer and his “techie”friends may say, “Well, I justneed you to check it out and notspend a lot of money on findingthe problem because we’ve already spent so much time onit. If it gets too expensive to findout what’s wrong, I’m not goingto get it fixed.”

If given the symptoms, dia-grams and necessary tools, agood technician can solve any

problem on a car. The biggestconcerns are time, money andparts. A trained tech knows howto repair vehicles and, chancesare, it won’t take him or hervery long to sort it out. This is ahighly skilled trade, not just abunch of guys and gals thatlearned “lefty loosey-rightytighty.”

It just makes my job more dif-ficult when I have to deal with interrogators continually ques-tioning what I’m doing and

attempting to answer the prob-lems with their own brand oflogic. Someday, I’d like toreverse the interrogation and setup a small desk and a singlechair in the middle of the lobby,shine a bright light right at themand ask them a series of ques-tions.

Just as every job has potentialproblems, each facet of carrepair is unique and requiresspecific expertise. This is whymany repair shops refer certainrepairs to other shops. In thisbusiness, techs and shop ownersall know who is the best in townfor certain types of work. So, if acustomer trusted the first shop,there’s no reason to doubt theirability in referring another shopwith the same kind of integrity.We can interrogate the car, justleave the other interrogations tothe WWII movies. �

Gonzo’s Tool Box


“I was referred over here, they said

you could fix this, can you? Are you

sure? Have you done this before?”

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Speed Sensor

The passive wheel speedsensor has been around along time. It works quite

differently than the activespeed sensors that are foundon most cars today. The pas-sive speed sensor creates itsown AC signal that changesfrequency with wheel speed.This signal is only presentwhile the wheel is turning at arate fast enough to create theAC signal.

Vehicles equipped with pas-sive wheel speed sensorsgenerally do not read at orbelow 2 mph coming from adead stop. During a wheelspin condition, or under acondition where one wheel isturning slower than the otherthree wheels, the system willreduce the hydraulic brakepressure (under braking con-ditions) to allow that wheelto regain its traction with theroad surface.

The signal can be affectedby a number of differentproblems. From a weak sen-sor, damaged tone ring,debris, rust, wiring issues, orthe gap between the sensorand the tone wheel. (One ofthe most common problemsI’ve found is when someonereplaces the sensor, but doesnot push it in all the waycausing a fault code for thatsensor.) Any variation in thepreset values not reaching

the ABS control will set acode for that particular sen-sor (in most cases). Some ofthe draw backs of the pas-sive-type wheel speed sensorare its inability to operate atvery low speeds or inreverse. This is one of themany reasons why mostmanufactures have gone toactive wheel speed sensorsystems.

DISTINGUISHINGWHICH SENSOR TYPEDetermining which type of

speed sensor is on the caryou’re working on can bedone several different ways.Obviously, checking the man-ufacturer’s specs is a goodway, or with your scanner.Although, looking at the sen-sor itself won’t give you anyclues. They are both two-wire sensors and they bothlook basically the same. Themain difference would be theresistance readings. The typi-cal reading for a passive


Passive Wheel Speed Sensors

Speed Sensor

wheel speed sensor is between1,000 and 2,500 ohms, whilethe active speed sensor is 5 to6 Mega Ohms or more. (Iwouldn’t rely on this as theultimate answer, just in casethere is a problem with thesensor itself and what you’reseeing is a false reading.)

BIAS VOLTAGE Some vehicles will send a

DC voltage to the sensorthrough the ground wire ofthe sensor. The signal willtravel up the leads just as thegenerated AC signal does.This allows the sensor to betested by the ABS systemwithout the vehicle moving.This can set a code shortlyafter the key is turned on ifthere is a problem with thewiring, connection or the sen-sor itself. This DC signal isnot generated by the sensor,

but by the controller and isonly used as a way to verifythe sensor is there, not theactual ability of the speed sen-sor to create the AC signal.That’s entirely up to the rota-tion of the wheel.High resistance or an open

circuit can be immediatelydetected by the BIAS voltage.Anytime the BIAS (DC) volt-age is not received back atthe ABS controller, the con-troller will assume the sensoris not functioning. To meas-ure this BIAS voltage, a labscope is going to be yourbest choice. Have theground lead of the scope ona good battery ground, andthe positive lead connectedto the signal wire at the sen-sor. Without the wheel spin-ning, you can observe the DCvoltage being supplied to thecircuit.


Speed Sensor

TESTING THE SENSORIf the signal is viewed on a

scope, the voltage will riseabove the zero volt line whenthe key is turned on. A typicalBIAS voltage is about 2.5 volts(some manufacturers use aslightly higher voltage). Youmight be able to read this withyour DVOM, but I prefer usinga scope myself. I like using a Tpin (one of my wife’s quiltingpins) tucked into the connectoras my test point. Never stabdirectly into the sealed wiringof the sensor leads as this cancause problems down the roadwhen water, salts and otherdebris start to seep into theopening you just created. On some vehicles, when the

sensor is unplugged, the BIASvoltage is turned off by theABS controller. So if you aretrying to read the voltage,you’ll have to do it withoutdisconnecting the sensor.Basically, any disturbance inthe two wires from the con-

troller to the sensor can bedetected by the controller as aproblem and can cause the lossof the BIAS voltage. The con-troller will “self-save” itselffrom any damage this way. Inthese cases, if you do not seethe BIAS voltage at the sensor,it’s a good time to start tracingfor a bad connection or brokenlead.

PRACTICE MAKESPERFECTWith a little practice, you can

diagnose these sensors quicklyand efficiently in no time at all.Understanding how they workand how to properly test thesesensors will make your job eas-ier and more efficient. A goodmethod of increasing yourskills is to practice hooking upthe scope or scanner to a speedsensor on those slow days atthe shop. That way when theneed arises, you’ll be thesharpest tool in the diagnostictool box. �


Brake Job

The 2000-2006 Sprinter cargovan may seem unique for itssmall displacement diesel en-

gine and large hauling capacity.But, at the wheels, the brakes arevery conventional. There are twobrake systems on the Sprinter thatcame with the 2500 and 3500 mod-els. Both systems have four-wheeldisc brakes, but the 3500, with adual rear wheel axle, has largerdiscs and calipers in the rear. The3500 version also has a dual wheelrear axle setup. Repair informationand parts catalogs call these sys-tems Single Rear Wheel (SRW) andDual Rear Wheel (DRW). Keep thisin mind when ordering parts. Always check to see that the ABSand Stability ControlSystems are functioning.Most Sprinters have ABSand some level of tractioncontrol standard, whilesome are equipped withoptional stability and roll-over mitigation systems.Not repair-ing the sys-tem canput thedriver injeopardydue to thevehicle’shigh centerof gravity. If the ABS light is on,ask for diagnostic time to resolvethe problem. In TSB 08-028-06, Chrysler statesthat a burned out or incorrect typebrake light bulb could result in

unrelated DTCs in the ECM orABS/ESP control module. Also, cor-rosion in the trailer tow connector,as well as on a taillight circuit

board, may causesimilar erro-neousand/orunrelatedDTCs.Whenconfrontedwith unex-

plained DTCsthat affect variousmodules a techni-cian should per-form some pre-liminary checksto diagnose thecondition. Check

all brake light bulbs and verifythat they are of the correct type(P21/5W - 12V 21/5W). The brakeand park light are part of the samebulb. An incorrect type bulb maybridge these two circuits. Ensure


2000-2006Dodge/MercedesBenz/Freightliner Sprinter

that there are no bro-ken filaments andthat the sockets arefree of any corro-sion. Verify thereare no bent connec-tors or conductors.

FRICTIONMany aftermarket brakepad manufacturers havecome up with their own applica-tion-specific brake pads for theSprinter. The majority of Sprintersare used in the city; noise andharshness are a major considera-tion for the engineering of thesepads. Ask your parts supplier ifthey stock a line of fleet brake padswith an application-specific padfor the Sprinter.The Sprinter has wear sensors onthe in-board pad. The sensor mustbe replaced if the light is on.Always apply a thin layer of di-electric grease to the connector toprevent wiring harness problems.If the circuit shorts out, the wearsensor light will not work and thedriver could wear down the padto the backing plate.

BLEEDINGThe Sprinter requires DOT 4brake fluid and Chrysler specifiesit should be changed every twoyears regardless of mileage.

ROTORSThe front rotor specifications arethe same for the SRW and DRW.On DRW models, adapter flangehas to be removed to service therotors. The flange bolts have atorque specification of 133 ft/lbs. While the Sprinter is a largevehicle, the specifications forrunout are closer to a small car. Inthe front, the lateral runout speci-

fication is .002”. In the rear, thespecification .0007”. This is to beexpected with a vehicle with fourfloating calipers. In the rear, the DRW has thickerrotors when compared to theSRW. But the service proceduresare the same.

FRONT BRAKESThe front caliper on both modelsare very similar. The caliper brack-et bolt has a torque specification of125 ft/lbs and 20 ft/lbs for thecaliper guide bolts. Lubricate allguide pins and bushings.

REAR BRAKES The rear brake caliper brackethas a torque specification of 66ft/lbs for M12X1.5 bolt and 125ft/lbs for M14X1.5 bolt. Caliperguide pin bolts have the follow-ing torque specs: the guide boltis 19 ft/lbs for the M8 bolt; and22 ft/lbs for the M10 bolt.When replacing the parkingbrake shoes, do not remove theparking brake cables. The shoeswill come off when the springsare removed. To adjust the park-ing brake, remove the rear wheels.Turn the adjusting wheel throughthe hole of the wheel lug boltuntil it is no longer possible torotate the rear wheels. Loosen theadjusting wheel 3 to 4 teeth divi-sions. Check for any drag. �


Brake Job

Rear Brakes

By Gary Goms

Although four-wheel discbrakes currently domi-nate the import brake

service market, millions ofdrum brakes are serviced eachday in independent shops.Thanks to their age, manydrum brakes present problems related not only to normal wear,but also to extended age andmileage. Because an incorrectlyserviced drum brake can causenoise, pulling, grabbing andpulsation complaints, we’ll lookat how drum brakes operateand how they can best be re-paired. We’ll limit our discus-sion to the single-anchor,floating shoe designs we cur-rently see on modern produc-tion vehicles, and leave designslike dual-anchor, dual-cylinderdrum brakes to the pages ofhistory.

SERVO ACTIONThe upside of single-anchordrum brakes is that they createa “servo action” that multipliesthe hydraulic force appliedagainst the brake lining. Whenapplied, the wheel cylinderpiston forces the primary shoeagainst the rotating brakedrum surface. The primaryshoe tends to rotate with thebrake drum, which forces thesecondary shoe against thebrake drum surface. The sec-ondary shoe is held in place bythe anchor pin located at thetop or bottom of the backing

plate. This creates an “internalexpanding” or self-activated“servo” braking action. The simplicity of the drumbrake allows it to act as a parkbrake by using a cable, leverand strut assembly to expandthe primary and secondaryshoes against the drum.Thanks to servo action, theparking brake feature in adrum brake works better goingforward than backward. Thedownside of drum brakes isthat, because the brake liningsaren’t exposed to moving air,they don’t easily dissipate heatduring extended braking orshed water after being driven

through a flooded intersection.

DRUM BRAKEHYDRAULICSDuring the 1970s when frontdisc brakes became universal-ly popular, engineers werefaced with making disc anddrum braking systems com-patible. Because a disc brakedevelops no servo action, itusually achieves brakingtorque by using a vacuumbooster to increase hydraulicpressure. But, thanks to servoaction, drum brakes requiremuch less hydraulic pressureto achieve the same amount ofbraking torque.


Drum Brake ServiceFocus on Single-Anchor, Floating Shoe Designs

Rear Brakes


Before anti-locking braking systems became pop-ular during the 1990s, brake engineers designed a“combination valve” that usually contains ametering, proportioning and pressure differentialvalve. To prevent front wheel skid on slick roads,a metering valve was integrated into the combi-nation valve that delays front disc applicationuntil a specific hydraulic pressure is reached inthe front hydraulic circuit. And, since servo actionwould cause the rear brakes to prematurely lockup well before the disc brakes, engineers integrat-ed a proportioning valve that limits the hydraulicpressure delivered to the rear wheel cylinders.Last, engineers integrated a pressure differentialwarning light feature into some combinationvalves indicating when a fluid leak is causing apressure differential to exist between the frontand rear brake hydraulic systems. A suspensionheight-sensing valve was also added to somelight trucks that reduces hydraulic pressure to therear drum brakes when the truck is driven empty.Most of this hydraulic hardware was eliminatedwhen anti-locking brake systems came into popu-lar use during the 1990s.While most disc/drum hydraulic systems aresplit between front and rear, the brake hydraulicsare split diagonally on some vehicles, meaningthat the left front is hydraulically connected to theright rear and the right front to the left rear. In the absence of manufacturers’ recommendations, thefront/rear split system-bleeding sequence is gen-erally right rear, left rear, right front and left front.Dual/diagonal is generally bled right rear, leftfront, left rear and right front.

DRUM BRAKE FRICTIONBecause the primary and secondary brake shoesserve two distinctly different purposes, their fric-tional compositions and frictional areas are, inmost cases, different. Since the primary purposeof the primary shoe is to apply pressure againstthe secondary shoe, its lining is generally shorterin length and develops less friction coefficient.The secondary lining, on the other hand, is gener-ally longer and develops a higher friction coeffi-cient. Unintentionally switching the two liningsfrom front to rear will consequently modify drumbrake performance and reduce lining life.As a point of awareness, the “arc” or curvatureof replacement linings is normally ground to a

(Above photo): Soak the axle hub with quality penetratingoil before removing the brake drum. A light coat of synthetic caliper grease applied to the hub will help prevent corrosion after the drum is re-installed.

(Below photo): Rapping the brake drum between the lugbolts with a two-pound or larger hammer will generallyloosen the drum. In some applications, the brake drumincorporates two threaded puller screw holes designed toexpedite drum removal.

When inspecting a drum brake, always inspect the wheelcylinder for leakage by prying away the rubber end cap.Because they can’t be successfully honed, aluminum wheelcylinders should be replaced.

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Rear Brakes


slightly smaller diameter than the brake drum.As a rule of thumb, about 0.020” of clearancewill exist at the ends of the secondary liningwhen the shoe’s center is pressed against thedrum. This shorter arc allows the brake lining togradually seat into the drum and reduces brakesqueal and chatter. In most cases, a lining is considered safe if1/16” of the lining remains above the rivets, orif the remaining bonded lining thickness meetsmanufacturers’ specifications. As with discbrakes, different grades and brands of drumbrake linings should never be mixed from car-ton-to-carton or from side-to-side in any appli-cation because each brand of lining usuallydevelops different friction coefficients at differ-ent operating temperatures.As a cautionary note, small amounts of axle oiland brake fluid on the brake linings will magnifythe servo effect, thus causing a premature wheellockup or grabbing complaint. Since drum brakelinings absorb fluids, the oil or brake fluid leakmust be repaired, all parts cleaned, and the con-taminated linings replaced to restore normaldrum brake operation. Before installing the brakedrum, always remove greasy fingerprints fromthe new brake linings with shop towels soaked inaerosol brake parts cleaner.

BRAKE DRUMSRemember that carelessly dropping drums onthe floor or tossing them into the bed of a pick-up truck can cause an out-of-round condition.Similarly, the drums on a vehicle driven withthe parking brake applied can develop a severeout-of-round condition when the brake cools.Either condition can cause a brake pulsation orgrabbing complaint.While most imports utilize one-piece, cast-ironbrake drums, many domestic or re-badged domes-tic vehicles utilize a two-piece drum consisting of astamped metal hub mated to a cast-iron drum. Insome cases, a two-piece drum can fit loosely on theaxle hub, which allows the drum to rotate off-cen-ter. If the drum surface isn’t concentric with theaxle hub, the shoes can’t be accurately adjusted. Adrum concentricity problem can be detected whenthe shoes are adjusted to drag against the drum. Ifthe drum isn’t concentric, the drum will bind andrelease when rotated.

Brake return springs not only retract the wheel cylinderpistons, they also allow the brake shoe’s self-adjusters towork correctly. Drum brakes usually require special toolsto remove and install hold-down and return springs.

The presence of a chamfer usually indicates if a brakedrum can be resurfaced. At the minimum, I recommend ashallow cut to true the surface and remove the inner andouter wear ridges.

While most imports utilizeone-piece, cast-iron brakedrums, many domestic orre-badged domestic vehi-cles utilize a two-piecedrum consisting of a

stamped metal hub matedto a cast-iron drum.

Rear BrakesMost brake drums are manufactured with a cham-fer cut into the edge of the drum surface indicating ageneral discard specification of 0.060” oversize formost cars and light trucks. But, in any case, it’s near-ly impossible to estimate drum taper wear or out-of-round without using a brake drum micrometer and,in most cases, a brake drum will notbe as good as it looks. So investingin a good brake drum micrometerwill pay for itself in terms ofreduced comebacks and brake safety.

DRUM BRAKE HYDRAULICSMoisture absorbed by the brakefluid will quickly corrode the wheelcylinders and eventually cause anintermittent brake pulling complaintwhen the wheel cylinder pistonsbegin to stick in their bores. While awheel cylinder can be repaired byhoning the cylinder and installing awheel cylinder repair kit, replacingwith new reduces potential liabilityand is more cost-effective. And,while you’re replacing the wheelcylinders, remember that weakbrake springs will aggravate anytendency of the brake shoes to pullor drag.As standard procedure, the brakehoses, steel lines and master cylindershould also be inspected. If the vehi-cle comes through the door withbrake application complaints likerear wheel lockup or premature discbrake application on slick road sur-faces, it’s possible that the combina-tion valve is inoperative. If you’reservicing an ’80s or earlier vehicle,be aware that most drum brake mas-ter cylinders contain a residual checkvalve that increases pedal responseby maintaining a small amount ofhydraulic pressure in the system. Totest for residual pressure, firmlyapply the brake pedal and thencheck for a small spurt of fluid whenthe wheel cylinder bleeder screw isopened. Although it’s old technolo-gy, be aware that installing a drum

brake master cylinder equipped with residual checkvalves on a disc brake system will cause the discbrakes to drag and wear prematurely. Rememberalso that residual check valves were designed out oflater drum brake designs because they were nolonger required. �


BrakeandFrontEnd.com 39

Steering Rack

Servicing Variable-AssistPower Steering Systems

Variable-assist, variable-rate or variable-effortpower steering is used

on a growing number of vehi-cles. Variable assist is a way ofproviding the best of bothworlds: finger-tip parking ma-neuverability at low speedand reduced assist at higherspeeds for greater stabilityand road feel.As a vehicle’s speed increases,

less effort and assist areneeded to steer thewheels. Variable-rate steering, bycomparison,applies more assistat low speed when itis needed most andreduces assist at higherspeeds when it is needed least.

DIAGNOSISProblems with elec-

tronic variable-assistsystems include all ofthe same things thatcan go wrong with aconventional powersteering system (leaks,center wear in thesteering gears, pump& hose failures, etc.),plus problems withthe control electronicsincluding the vehiclespeed sensor circuit,the solenoid valve andcontrol module.Accurate diagnosis,

therefore, is essential to mini-mize warranty returns. Most ofthese systemsprovidediagnosticfaultcodesthat

canbe accessed with a

voltmeter, test light orscan tool to pinpoint the

nature of the fault (if the faultis electronic rather than

mechanical or hydraulic).If power to the solenoid or

control valve actuator is lost,the valve keeps the bypasscircuit closed so fullpower assist is provided

under all driving condi-tions. The only indication

of trouble, therefore,might be a loss of roadfeel and/or increasedsteering sensitivity at

highway speeds.It’s important to remember

that variable-rate power steer-ing only reduces the amount ofpressure that reaches the steer-ing gear at higher road speeds.The only way it could reducepower assist at low speedwould be in the unlikely eventthe actuator or solenoid valvefailed in the open position.


Steering Rack


This could cause a noticeable reduction or loss ofpower assist.If the control solenoid fails on a Ford EVO system,

or the control circuit for the solenoid is lost, the valveis designed to keep the bypass circuit closed so fullpower assist is provided under all driving condi-tions. The only indication of trouble would be a lossof road feel and/or increased steering sensitivity athighway speeds. However, if the EVO solenoid valvejams in the open position, there would be little or nopower assist at any speed.On GM’s Magnasteer racks, loss of current to the

magnetic coils would cause a loss of power assist atlow speed. Coil resistance can be checked with anohmmeter, and should read about two ohms. An infi-nite (open) reading indicates a bad coil (requiresreplacing the rack since the coils are not serviceable).Checking for shorts between both sides of the coilassembly and rack housing is also recommended. The system does have self-diagnostic capability, but

there is only one fault code: C1241(Magnasteer circuit malfunction).The code is set if the module detectsan open or a short in the coil circuit.If this code is present, theMagnasteer system is disabled andwill not vary the steering effort asvehicle speed changes. The C1241body code can be read with a Tech 2or equivalent scan tool. The Tech 2tool can also be used to perform aMagnasteer function test. The testvaries the current to the coil so youcan check for a change in steeringeffort when turning the steeringwheel. Replacement racks for variable-

assist power steering applicationsare available with or without anEVO control solenoid. As long as theoriginal EVO control solenoid isworking OK, it can be removed andinstalled on the replacement rack tosave your customer a few bucks.There’s no need to replace the wholerack if only the EVO solenoid valveis defective.On GM Magnasteer applications,

the whole rack must be replaced ifthe rack or control unit is defective

because the Magnasteer unit is part of the rack.Handle with care because the permanent magnetsinside the Magnasteer valve assembly and connectorare fragile and can be easily damaged. �


Alignment Spec

The 2010 Camaro was GM’s re-entry into the pony-car warswith Ford and Chrysler. Like

the Dodge Challenger, the Camaroborrows its platform from an existingrear-wheel-drive platform. The Ca-maro is based on the Zeta platformthat includes the Chevrolet Police Pa-trol Vehicle and Pontiac G8.

The front suspension uses strut anddual lower control arms. Always checkthe front lower control arm’s inboardbushing for damage in the form ofrubber separating from the metal com-ponents. When this bushing goes bad,it will change the SIA and caster.

Many of the bolts, nuts and studsholding the suspension together aretorque-to-yield and use threadlockercompounds. Make sure you look at theservice information before replacing asuspension or steering component.

FRONT SUSPENSIONCAMBER: The camber is

adjustable by moving the strut andknuckle. This should give ±1.0º ofcamber. These bolts are torque-to-yield bolts. They only have a fewadjustments in them before theyshould be replaced. Tighten the bolt to60 ft/lbs and turn the nut 180º.

CASTER: This angle cannot be adjusted. If it is out of specification, check the control arm, bushingsor strut rod for damage.

ToE: The toe angle should be adjusted last or after the camber is adjusted. The jam nut should betightened to 50 ft/lbs.


Sponsored by:

2010 Camaro

REAR SUSPENSIONCAMBER: The lower control arm to the sub-

frame retaining bolt and nut eccentric washersare used to adjust rear suspension camber. Nutsand bolts with micro-encapsulated threadsealant (GM’s new threadlocker compound)

must be discarded after removal. This compoundis very difficult to remove.

ToE: To adjust the rear suspension toe, turnadjustment cam on the inboard-side of the toe link.

STEERING ANGLEThe steering angle sensor centering

procedure requires a scan tool orHunter’s CodeLink tool which isprogrammed to address GM’srequirements relative to the steeringsensor’s calibration. 1. Using the steering wheel, align

the front wheels forward.2. Apply the parking brake, or set

the transmission in the P position.3. Install the scan tool to the data

link connector.4. Ignition oN, engine oFF.5. Select Steering Wheel Angle

Sensor Reset in the Steering WheelAngle Sensor ModuleConfiguration/Reset Functions list.6. Follow the scan tool directions

to complete the learn procedure.7. Select Steering Wheel Angle

Sensor Learn in the Steering WheelAngle Sensor ModuleConfiguration/Reset Functions list.8. Follow the scan tool directions

to complete the learn procedure.9. Select Steering Wheel Angle

Sensor Learn in the EBCMConfiguration/Reset Functions list.10. Follow the scan tool directions

to complete the learn procedure.11. Clear any DTCs that may be

set. �



Alignment Spec

TPMS Sensor IDs By Andrew Markel, Editor


Why, Where and When

To understand any TPMSrelearn procedure, youhave to understand this:

SENSORS ONLY TRANSMIT,THEY DO NOT RECEIVE.

No vehicle asks a sensor forinformation on how it is doing.I know you’re thinking a sensordoes receive signals when thevehicle is in relearn mode andthe technician holds a TPMStool to the sidewall of a tire. Thetool excites the transmittingantenna with either a magnet ora radio signal at a preset fre-quency. This is more like a“poke” or “nudge” that triggersthe device. Some early sensorsdo not have this feature andrequire the technician to deflateby 10 psi in 20 seconds duringthe relearn procedure. When the sensor is poked, itwill transmit its sensor ID and

other required information. This must be done ina pre-determined sequence so the vehicle moduleknows where each sensor is positioned.

NORMAL OPERATIONIn normal operation, sensors transmit informationat programed intervals when the accelerometer isactivated by movement or if the pressure sensordetects sudden deflation of the tire. When it ismoving, it is transmitting information in 15, 30 or60 second intervals depending on the application.The sensor will also stay active approximately10-20 minutes after the car is park. Knowing theexact amount of time required for the sensor togo to sleep can be helpful for some relearn proce-dures. If a relearn procedure is attempted on



TPMS Sensor IDs


some vehicles with the sensorsactive, it can make the relearnprocedure impossible becausethe system might hear morethan one sensor talking at atime.

SIGNAL STRENGTH The sensor has to last at leastseven years on the same battery. Thismeans that the transmission from thesensor is relatively weak when comparedto other radio signals that could be in itssurroundings. But the signal only has totravel a few inches or a few yards depend-ing on the application. For an outside device to interfere with aTPMS signal, it must do three things. First,it must be transmitting a signal in the samebandwidth. Second, it must be transmitting

for a long enough period of time thatit interferers with multiple transmis-sions from the sensor. Third, it musttransmit a signal with the samecode or protocols as the sensor. Inother words, the interference mustoccur at the right time, right place,while saying the right things.Cell phones cannot interfere with a

TPMS system. The same is true withBlueTooth devices. Their signals are not con-

tinuous and they are not in the same band-width. The biggest problem for some sensors and sys-tems is sensors from other vehicles transmittingduring the relearn procedure. Some OEMs rec-ommend that the relearn process is performedaway from other vehicles and outside.The main culprit for sensor interface duringthe relearn process is not a high-tech gadget,

TPMS Sensor IDs

but the car itself. Sometimes a sensor canhave its signalblocked by abrake caliper, con-trol arm or otherlarge metal objectplaced betweenthe sensor andantenna. The onlysolution is to movethe car forward afew feet to unblock the signal. On some vehicles, the wiring harnessor electronic accessory can create prob-lems if the wires get close to the anten-na. CAN Bus or other serial data wirescan interfere with TPMS signals if thedata wires get close to the antenna.

SAVING IDSIf a tire is dismounted or the sensor isdisturbed, the TPMS sensor ID# shouldbe recorded and saved in the customer’srecords. Also, some scan tools can read andstore the IDs. Regardless ofthe method, save theIDs. In some cases,a camera can be

used to capture the ID. Why? It comes downto productivity. First,it can save you fromhaving to dismount atire to check the IDnumber once the relearnprocess has started and a deador inactive sensor has been detected. Insome cases, a transmitter may not func-tion properly and may need to bereplaced. For this procedure, the systemmust be reset so the control module canrelearn the transmitted ID of the replacedsensor.Second, depending on the type of sensor youare using, having the ID can help you code orprogram a new sensor. Third, if you have a repair where the keylessentry systems or TPMS module have been

replaced, having the sensor IDs and locations canhelp during the relearnprocess when writingIDs to the vehicle. Last, it can serve as away to check that theTPMS module has thecorrect IDs writtenonto the module.

TAKE YOUR TIMETechnicians can become frustrated by

new sensors stuck in storage or “supersleep” mode. Sensor makers are putting sen-sors in this mode to increase their shelf lifeby conserving the battery. Waking up a newsensor may require a rapid deflation or driv-ing. Check the service information or the sen-sor’s manufacturer information.When a relearn process is started, vehicleswant only one sensor talking at a time.Sometimes all of the sensors are active and

sending out signals because the vehicle was repo-sitioned or there isradio interference.For the sensors togo into a sleepmode, the car has tobe still for a setamount of time(which varies fromvehicle to vehicle). Ifyou are having a diffi-cult time with a relearn

procedure, let the vehicle sit for 20minutes. This should put the sensors intosleep mode, and then you can turn the sen-sors on one at a time so the IDs and posi-tions can be read by the TPMS system.Most TPMS systems are smart enough torealize that something is interfering withthe signals, and will disregard a bad sam-ple and wait for the next transmissionfrom the sensor before turning on thelight and warning the customer. By thattime, the vehicle has moved away fromthe interference source. �


One ride control manufacturer estimatedthat 80 percent of vehicles in junkyardsstill have their original shocks or strut

units. Part of the reason is that selling shocksand struts is difficult. It is an item that when itwears, it doesn’t cause the vehicle to stop run-ning. When it does wear, the driver is usuallynot aware of how bad it really has become.But, it’s an item that can make a distinct dif-ference in vehicle performance and resalevalue that the customer will really appreciate.Often, you are your own worst enemy whenselling ride control. It happens to most sales-people, over time they become apathetic toselling ride control products to the customer.It is a cycle with three phases as the salesperson starts to speak no evil, hears no evilfrom the technician and eventual sees no evilwhen it comes to recommending ride controlreplacement.

52 July 2013 | BrakeandFrontEnd.com Go to www.bfeRAPIDRESPONSE.com �

Ride Control

Three Phases of NOT SellingRide Control

Ride Control

� Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 53

The second phase of this cycle starts with justlisting the recommendation and estimate forshock or strut replacement on the bill and maybementioning it casually to the customer during thesales process. This means that the sales personwill invest very little time, effort and emotions.The recommendation becomesmore of a “feeler” questionrather than a real sales proposal.The third phase starts when thesalesperson starts second-guess-ing if they should even write theestimate on the repair order atall. They may base their guesseson stereotypes and assumptions.But, chances are they are wrong.The last phase is the mostdestructive to sales. This iswhere the salesperson rationaliz-es that the time spent trying tosell the customer ride control canbe used for easier items that areguaranteed to sell. This is not

only a great disservice to the shop, but it is agreater disservice to the customer.It takes mental and physical tools to break thisself-defeatist cycle. Also, turning this apathy intoenthusiasm requires a methodical approach thatgoes further than incentives like vacations, point


Ride Controlsystems or t-shirts. It requires aproper inspection of the vehicleand communications with thecustomer.

INSPECTIONThe first step in selling ridecontrol is the inspection process.A visual inspection of theshocks and struts can tell youa lot about the state of theride control units. If possible,visual inspections should beperformed before the testdrive. This is a chanceto make sure thevehicle is roadworthy beforeyou put yourown life at risk.Also, always makesure that there isenough gas in the tank.

COMMUNICATIONA complete inspec-tion lays thegroundworkfor excel-lent cus-tomercommu-nicationsandincreasesthe possi-bility of asale. Theresults of theinspection canhelp personalize thesales pitch to the individual cus-tomer. The following is an example ofhow a note on an inspectionform can provide so much morethan a simple “recommend newshocks and struts.”Salesperson: “On the testdrive

the technician noticed excessivenose dive during braking andincreased body roll while turn-ing. Also, we noticed hummingcoming from the rear that wascaused by uneven wear of therear tires.”Customer: “I guess it’s not exact-

ly performing the sameas it was when new andthat humming noise wasstarting to annoy me.”Salesperson: “New

struts can helpto return thevehicle to likeit was when itwas new. Also,

they can prevent futureuneven wearing ofyour tires.”In this simple inter-change of information,the information gainedin the testdrive helpedto identify and definethe value of new ridecontrol components tothe customer.Furthermore, theinformation given tothe customer helped

to create atangible

need thatthey can

relate to on whythe service should be

performed. All of thiswas done without going

into techno speak.Even if the customer does notbuy today, this sales approach andpitch will likely stick with the con-sumer longer than the generic“recommend new shocks andstrutås.” This means that theymight be back and your effortswill not be in vain. �


Tech TipsThis month is sponsored by:

Models: Some 2011-2012 Mini

Problem: Brake pad thickness warning messageis displayed even if the pads are above specifica-tions. Cause: The mathematical calculation made bythe Condition Based Services Module (CBS) donot agree with the actual brake wear. The CBS usesinputs like vehicle speed, pedal pressure and rotortemperature to determine if the pads requirereplacement. Correction: Re-flash the CBS module with newsoftware. This tech tip from The Timken Company is designed to help you install and maintain Timkenbearings, seals and components to maximize thelife and performance of those bearings and the sys-tems in which they operate. 1. Why are more vehicles using hub assemblies

today?Hub assemblies are unitized, maintenance-freeand nonserviceable units that are preset, pre-greased and presealed, making installation easierand increasing product reliability for enhancedperformance. These hubs require no maintenanceor handling, which eliminates the need for preventive maintenance, grease and/or future

adjustments.2. Are all aftermarket hub assemblies created

equal?The hub assemblies sold by The TimkenCorporation meet or exceed OE specifications.Other hub assembly suppliers might meet thedimensional measure requirements for OE specifi-cations, but they may not match the materialand/or performance standards.3. Can I use an impact wrench to remove or

install a hub assembly?While it may appear to be easier to use an impactwrench, it is not recommended. Timken recom-



Models: 2006-2013 Chevrolet Impala2014 Chevrolet Impala LimitedProblem: A driver may report that a growlingnoise is coming from the front of the vehicle. Cause: The condition may be caused by a loss ofpre-load on the front wheel bearings due to theaxle nut.Correction: To diagnosis the noise, re-torquethe existing front axle shaft nut to 162 ft/lbs andtest drive the vehicle. If the noise is eliminated,replace both front axle nuts with the updated part(P/N: 10257766). On vehicles equipped with thepolice package, add an additional Nord-Lockwasher.

GM: Growl Noise Caused By Axle Nuts Mini: Erroneous “Service Due” Message For Brake Pad Thickness

FAQ: Hub Assemblies


mends the use of a certified, calibrated torquewrench. Impact wrenches can damage the axle nut,threads and components. It can also create a falsesense of security when adjusting a nut or bolt,which may be under- or over-torqued. This canleave a hub assembly susceptible to failure.4. Do I need to torque the axle nut and/or the

lug nut?Yes. It is imperative that you follow the manufac-turer’s specifications and/or instruction manual toassure the hub is installed correctly. Failure to fol-low the manufacturer’s installation instructionsand the proper installation procedures can causeequipment failure, creating a risk of serious bodilyharm.

5. Can I replace the bearings or seals in myhub assembly?No, because the hub assemblies are unitized,maintenance-free and non-serviceable. Most hubassemblies are designed with a unitized bearing orflange that is intricate to the hub and/or bearinghousing, which are not replaceable.6. Do wheel studs come with all hub assem-

blies?No. While most hub assemblies do include thewheel studs, there are some that do not. Timkendoes not recommend reusing the old studs with thenew hub assembly.Courtesy of The Timken Company,

www.timken.com.

Tech Tips

Bridging The Service GapBy David Hirschhornt, CRP Automotive

Remember the good ol’ days when your customerscame in for regularly scheduled maintenance? Oilchange at 3,000 miles, tire rotation at 5,000, tune upat 10,000, and so on. While these helped you keeptheir vehicles in good shape, a hidden, but trulyvaluable benefit was the “advanced warning” thatyou were able to give them for the next necessaryservice. “Hey Charlie, front pads are at 35%, we’llput on a new set at the next oil change.” Over the past 10 years, all of this has become mootbecause the carmakers have dramatically extendedtheir recommended intervals for various servicesand components. The 3,000 mile oil change is now a10,000 mile service item and a timing belt replace-ment, usually tackled at the 60,000 mile mark, canstretch to more than 100,000 miles.These new extended intervals have different impli-cations for you and your customers. Vehicle ownerslove them because it means fewer trips for serviceand less repair bills. But for you, it creates an addedchallenge. Now you have to estimate how long a partwill last based on your experience and the owner’sdriving habits in order to make sure there’s no trou-ble between this service appointment and the next. Since many vehicles will only be brought in onceevery 10-15,000 miles, the luxury of giving the vehi-cle owner “advance warning” is gone, but the ramifi-cations are not. Instead of coming in with a smalltear in a CV boot and needing an easy fix, the cus-

tomer may now be looking at an axle replacement.At every visit, you will have to check out the wearand tear items on the car for preventive maintenanceto keep the customer up and running. A key area that can benefit from this diligenteffort is the drive belt service. When you change abelt, you need to consider the other components inthe system, such as the idlers and tensioners. Theymay be working OK now, but will they make it tothe next belt change? If you have to remove anengine mount as part of a timing belt service,replace it with a new one rather than putting backthe old one. And when you check out the brakes,ask yourself if they’ll last another year.Service kits are very popular now and may be thecoming trend that addresses some of the issues creat-ed by the extended service intervals and that missing“advanced warning.” These kits offer a great benefitbecause they include those extra replacement partsthat the vehicle may need to go the distance andreach the next interval. So when your customercomes in for a 105 K timing belt service, consider atiming belt kit. It will likely have everything youneed to get the job done, and more. And, if you’reworking on a used vehicle with no service history,what better assurance is there than to know thatyou’ve replaced any questionable high wear compo-nents that could fail at any time. At CRP Automotive, we have developed severaldifferent versions of our belt kits, each with a keymix of additional components needed to meet aspecific level of service. Our aim with these kits is


to make sure we supply a high-quality solution forprofessional technicians who want to provide thehighest level of service possible for their customers’

vehicles and keep their customers driving happilyfor years to come. More information is available atwww.crpautomotive.com.

Models:

2006-2010 Toyota Yaris & Scion xD2005-2011 Toyota Tacoma2005-2010 Porsche Boxter & Cayman2004-2011 Honda Accord & Acura TL2009-2011Mazda 62007-2010 Suzuki SX-42007-2010 Audi Q72001-2010 Porsche Carrera & Cayenne2004-2011 Volkswagen Touareg2009-2011 Honda Fit & CR-Z2002-2011 Honda CR-V EX & Element EX2002-2011 Honda CR-V2004-2008 Acura 3.2TL and TSX2003-2007 Honda Accord2006-2011 Civic Si2000-2010 Ford Focus2006-2011 Honda Ridgeline2006-2011 Honda Ridgeline2006-2011 Honda Civic Exc. Si & Hybrid2008-2009 Pontiac Grand Prix2007-2011 Dodge Caliber2007-2008 Jeep Compass

2007-2010Mitsubishi Outlander 2WD2005-2010 Honda Odyssey2007-2011 CR-V2007-2008 Honda Fit2005-2010Mazda 3 & 52006-2011Mercedes R350 & R5002007-2011Mercedes ML63 & ML4502006-2010 BMW M5 & M62002-2008 Jaguar X-Type

The front wheel bearings listed above all share a unique design feature. They are all double-row angularcontact with a split inner ring. The distinctive feature on these bearings is that one of the two seals on thebearing has a built-in magnetic impulse wheel. Caution should be taken to make sure that the seal with theABS impulse ring is installed in the correct direction. The side with the impulse ring needs to be installedclosest to the ABS sensor. If it is installed backwards, the ABS system will not function.The side with the ABS ring can be identified either byplacing a lightweight metallic object (such as a paper clip)to the magnetic side or by a close visual inspection. Theclose visual inspection will reveal the ABS impulse ringwindows, which can be seen through the seal surface.Care should be used when handling and installing thebearing so that the impulse ring is not damaged. If thisoccurs, the ABS system will not function correctly.* Check Automotive e-cat online for complete listing bypart number (www.vsm.skf.com) �Courtesy of SKF www.vsm.skf.com

Generation 1 Wheel Bearings With Integrated ABS Tone Ring

Tech Tips


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Cloudy headlights can reduce lighting performance by up to 40%. So, in addition to the impact this unwanted discoloration has on the vehicle’s value, it poses a real safety risk fornighttime driving.

The solution is simple. The Philips Headlight Restoration Kit restores the clarity of cloudedplastic headlight lenses to a like-new condition with minimal effort in less than 30 minutes. Thekit is formulated with advanced technology that not only restores lens performance but also protects against future clouding. No power tools or specialized equipment is required.

After the restoration is complete, you can further improve your customers vision and yourprofits by replacing their old and worn headlight bulbs with a new set of Philips UpgradeLamps.

Remember, the more light on the road means more money in your pocket. For more information, visit www.philips.com/automotive or call 1-800-257-6054

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

Advertiser Page Advertiser Page

AAPEX 29Advance Auto Parts Professional 30, 31ADVICS 5APA Management Group 23Auto Value/Bumper to Bumper Cover 4AutoZone 36, 37Bartec USA, LLC 48BendPak 70Centric Parts 24, 25Chrysler Group LLC 15Gabriel 53Hunter Engineering Co. 44Jasper Engines & Transmissions 59Mitchell 1 33Monroe Shocks & Struts 21Moog Steering & Suspension 12, 13Motorcraft,Ford Motor Company 7NAPA Cover 2, 1, 17Nissan Motor Corp. USA 19Nucap Industries 72, Cover 3O'Reilly Auto Parts 10, 11Packard Industries 56Parts Plus 43Perfect Stop 54, 55Philips Automotive 62

Raybestos Brake & Chassis 3, 71Schaeffler Group USA 8, 9SKF 39Standard 47Timken 28WIX Filters 26, 27, 57WORLDPAC 41

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

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


Reader Service: Go towww.bfeRapidResponse.com

WANT DETAILS ONTHE PRODUCTS & SERVICES YOU

SEE IN

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

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


Product ShowcaseBrought to you by:

AutoCareProNews.com

Standard TPMS sensors areengineered to match OE fit,form and function, plus theycan be ID cloned to the sen-sor they replace using aTechSmart cloning tool. Eachclone-able sensor has a unique sensor ID, the right protocol andmatching body style. Technicians can bypass complex factory relearnprocesses, saving time and money.www.bfeRAPIDRESPONSE.com

With PlastiKote Brake Caliper Paint, you can customize your ridewith some really cool colors that can withstand the heat. PlastiKoteBrake Caliper Paint is available in five colors: Bright Yellow (CP-250), Bright Red (CP-251), Bright Blue (CP-252), Hi-Gloss Silver(CP-254) and Hi-Gloss Black (CP-253). In addition to calipers, it canbe used on brake drums and also works well on external enginesurfaces and bolt-on components. The 500-degree Fahrenheitcoating is chemical, chip and rust resistant for longer life.Reader Service: Go to www.bfeRAPIDRESPONSE.com

The StopTech performance andracing brand from Centric Partshas introduced a range of two-piece AeroRotor ReplacementKits (ARK) for the Acura TSX.The kits also fit certain TL, CLand MDX models as well as cer-tain Honda Accord, Pilot andOdyssey models. The new di-rect replacement rotors areavailable for front axles and in-clude pre-assembled StopTechtwo-piece, floating, directionalAeroRotors with iron frictionrings and aluminum AeroHats.

Reader Service: Go towww.bfeRAPIDRESPONSE.com

Schaeffler Group USA Inc.announces the release ofthe 07-202 LuK RepSet.This clutch kit was devel-oped for the 2005-2010V6, 4.0L, Ford Mustang inresponse to a nationaldealer inventory shortageand high aftermarket de-mand. Every LuK RepSet is 100% functionally tested and guaran-teed to meet OEM performance specifications. The 07-202 clutchkit contains everything you need to get the job done right. The allnew components include: clutch, disc, flywheel, release bearing,slave cylinder, pilot bearing, spline tool and lubricant.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Federal-Mogul expands its MOOG Steering and Suspension productline with high-quality components for more than 70 additional applica-tions. The latest expansion of the MOOG line includes front sway barlink kits (K750607 and K750608) for 2011 and 2012 BMW X3 models;premium MOOG lower ball joint (K500192) for 2006-2009 HondaRidgeline light trucks; rear sway bar links for 2008-2012 Subaru Impreza(K750486) and 2010-2012 Chevrolet Camaro (K750548) models; andMOOG lower ball joint (K500176) and outer tie rod end (ES800745) forDodge Ram 4500 and 5500 trucks, model years 2008-2012. Reader Service: Go to www.bfeRAPIDRESPONSE.com


Product Showcase

Veyance Technologies, Inc., manufacturer of Goodyear EngineeredProducts and the Gatorback brand, announces the release of 227new part numbers to its automotive aftermarket and heavy-dutyproduct lines for the first quarter of 2013. The latest additionsprovide even more extensive vehicle coverage for some of thebrand’s most popular products: 110 automotive hoses, 34 indus-trial belts, 27 tensioners and pulleys, 25 automotive belts, 12straight radiator hoses (silicone), 11 pressure washer hoses andeight timing kits. Gatorback belts and hoses now cover more than98% and 95%, respectively, of vehicles in operation.Reader Service: Go to www.bfeRAPIDRESPONSE.com

The Innova PRO 31603 expert diagnostictool allows technicians to quickly retrievevital information in order to diagnose OBDII, ABS and SRS issues. Extended Asian andEuropean ABS and SRS coverage is availableso technicians can complete more repairsmore efficiently. Shop management softwarereports manage vehicle diagnostics. Visitwww.pro.innova.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com

This July at NAPA, visit yourlocal NAPA AUTO PARTSStore or AutoCare Center toget up to a $25 mail-in rebateon NAPA batteries, startersand alternators; and for eachrebate redeemed, NAPA willmake a donation to the Intrepid Fallen Heroes Fund. Give some-thing back when you get something back, at your local NAPA. Atparticipating stores, expires 7/31/13.Reader Service: Go to www.bfeRAPIDRESPONSE.com

BendPak recently unveiled theirnew Polyurethane Tuf-Pads con-tact pads for two-post car lifts.This marks a departure from thenatural rubber contact pads thecompany manufactured previously. According to www.bendpak.com, the new Tuf-Pads feature a “hardnesselastomer” to resist these common problems, but without sacrificing the all-important grabbiness that madethe rubber pads so effective.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Hunter Engineering Company’s fastfloor-to-floor SmartWeight Touchbalancer provides superior wheelservice with an intuitive touch-screen interface for unmatchedtechnician support and guidance.New software features include on-demand videos that simplify train-ing, and 3D graphics that providelive navigation through the selec-tion and placement of wheelweights. The SmartWeight Touchalso uses Hunter’s patented eCalauto-calibration to electronicallyand automatically calibrate the bal-ancer without any input from theoperator, making it a truly “self-cali-brating” balancer.Reader Service: Go to www.bfeRAPIDRESPONSE.com


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

Advertising RepresentativesThe Tech Group

Bobbie [email protected], ext. 238

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

Sean [email protected], ext. 206

Glenn [email protected], ext. 212

John Zick [email protected] 949-756-8835

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

Classified Sales Tom [email protected], ext. 224

ERIKSSON INDUSTRIES • 800-388-4418Old Saybrook, CT • FAX 860-395-0047 • www.zftranspart.com

Audi • BMW Jaguar • PorscheRange Rover • VW

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Call Tom for Classifieds [email protected] 330.670.1234 x224


Brake Retro


This article from the July1977 issue discusses thefirst generation of Anti-

Lock Braking systems, or“Anti-Skid.” The biggest prob-lem with anti-skid system wasthe acronym. The notion of preventing

brake lockup dates back tothe 1930s when the RobertBosch Corporation began itsearly development work onwhat would later become theworld’s first electronic ABSsystem in 1978 on severalhigh-end Mercedes-Benzmodels.In 1969, the Lincoln

Continental Mark III wasequipped with an Auto-Linear

anti-lock unit developed by Kelsey-Hayes. Sensors on the rear wheelstransmitted signals to an electronic module behind the glove box. Themodule controlled a vacuum-operated valve on the rear brake line tomodulate pressure when anti-lock brake assist was needed.That same year, GM introduced the Track-Master system on the

Cadillac Eldorado and Oldsmobile Toronado to prevent these front-wheel drive cars from spinning out during hard braking.


Brake Retro


According to the Consumer Price Index (CPI), one 1986 dollarequals $2.09 in 2013 dollars. This means the $92.11 two-wheel discbrake job should cost $192.51 in 2013.

Brake Lights


These brakes came off a 2000 Ford Expedition. The vehicle was towed into the shop with a separatedleft lower ball joint. After repairing the left side, we advised customer to do the same repair on the rightside. When I pulled the right front wheel, I found the brake rotor and pads were pinched in the seizedbrake caliper. The center of the rotor had separated from the outer section. The wheel turned with nonoise and the brake pedal felt good.

This is about the worst rotor I have ever seen.— Robert Martin, North Park Auto Repair, Inc., Grand Rapids, MI. �


Do you have your own bad

brakes story and pictures? If

you do, it could be worth $75

and, if selected, your story

could appear in

BRAKE & FRONT END.

Send digital pictures and your

contact information to:

[email protected].

bfe july 2013

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