brake & front end, march 2014

®

A MAGAZINE

�Brake Job: Toyota Tundra �Alignment Specs: Hyundai Elantra �Ball Joint Inspection

BrakeandFrontEnd.comMarch 2014

Reader Service: Go to www.bfeRAPIDRESPONSE.com

2 March 2014 | BrakeandFrontEnd.com

30Cheap Brake JobsHow They Cost Your Shop In TheLong RunChasing cheap brake jobs to beatcompetitors’ prices or lure new cus-tomers will only lead to reducedquality and dissatisfied customers,hurting your shop’s long-termprospects.

36Brake Lathe‘Smart’ Rotor ServiceReturning brake rotors to “likenew” condition is a two-stepprocess. If the vehicle has a pulsa-tion complaint, it pays to perform a diagnostic check before machiningthe rotor in terms of both time andadditional parts sales.

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

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

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

Managing Editor Chris Crowell, ext. 268email: [email protected]

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

Ad Services (Materials)Cindy Ott, ext. 209email: [email protected]

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

Subscription Services Maryellen Smith, ext. 288email: [email protected]

Volume 86, No. 3

A Publication

46Suspension10 Reasons Why You Don’t SellMore Loaded Shocks & StrutsFrom regimenting your test-driveloop and inspection process toimproving your sales strategy, webreak down the 10 hiccups in yourapproach to selling shocks and struts.

46

36

COVER STORY: Loaded Struts

30

A Publication

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PRESIDENTBill [email protected], ext. 217

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BRAKE & FRONT END (ISSN 0193-726X)(March 2014, Volume 86, Number 3): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874.Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE & FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 288, to speak to a subscription servic-es representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year.Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment toBRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

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

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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

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

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

Classified Sales Tom [email protected], ext. 224

Columns

40

6 On The Web

8 Viewpoint

10 Gonzo’s Toolbox

14 Industry Review

20 Toyota Tundra Brake Job

26 Alignment Specs: Hyundai

40 Ball Joints

52 Guest Editorial

54 Tech Tips

58 SHOP: Product Showcase

60 RAPID RESPONSE

61 Classifieds

64 Brake Lights

1. Operation, Diagnosis and Repair of Hydro-Boost Power Assist Systems

2. TPMS Update: Toyota Tire Pressure Monitor Systems

3. Diagnosing Wheel Speed Sensors

4. Brake Job: Seventh Generation Accord (2003-'08)

5. Alignment & Suspension Specs: Ford Escape 2001-2010For the full stories, head to www.BrakeandFrontEnd.com


Viewpoint By Andrew Markel | EDITOR

Eight years ago, I predict-ed a grim future afterthe U.S. House of Repre-sentatives voted down

the Net Neutrality Amendmentby a vote of 269 to 152. Earlierthis year, it became a sad realitythat this could affect your shop.

WHAT IS NETNEUTRALITY?When a shop logs on to theInternet, a lot of things aretaken for granted. We assumethat we will be able to accesswhatever website we want,whether it be an OEM serviceinformation website, videotechnician training or a websiteto order parts. Also, we assumethat our websites are beingtreated the same no matterwhat network or device we areusing to view them. What makes all these assump-tions possible is “network neu-trality,” the guiding principlethat preserves the free and openInternet. Net neutrality meansthat Internet service providers(ISP) may not discriminatebetween different kinds of con-tent or who is providing it. Itguarantees a level playing fieldfor all websites and Internettechnologies. But all that could change.

THE RULINGOn Jan. 14, 2014, the U.S. Courtof Appeals for the D.C. Circuitstruck down the FederalCommunications Commission’sOpen Internet Order in the caseof Verizon v. FCC. This rulingkilled net neutrality, whichmeans ISPs are now able toblock any website or app theywant and decide what you cando and where you can go online.The biggest cable and tele-phone companies would like tocharge you money for smoothaccess to certain websites andfor these websites to haveaccess to you. Those who don’tmake a deal and pay up willexperience discrimination. It isdouble dipping. For you, a subscriber and smallbusiness owner, it means that anISP can control the pipe that

delivers information to youthrough two methods. First, if awebsite does not pay an ISP touse their Internet pipeline, it hasa right to reduce the bandwidth.Second, if you want full accessto the Internet at usable speeds,it could cost you a lot more. You could find yourself need-ing a training video or a down-load of a wiring diagram, andit might be unwatchable ortake forever to downloadbecause you did not pay for atop-tier Internet package, orthe company hosting the infor-mation did not pay the ISP foraccess to you.

WHAT CAN YOU DO?Not much. You can contact yourgovernment representatives andsign online petitions, but youare at the mercy of your ISP.

Net NeutralityDefeatedARE YOU READY FOR THE BIG SLOWDOWN?

Brake & Front End is pleased toannounce the recent addition ofChris Crowell as Managing Editor,where he will play an integral role inthe brand’s print, digital, web andsocial media properties and initia-tives. Chris has a background in B-2-B publishing, having working asEditorial Director on magazines representing the title insurance and settlement services industries. �

@andrewmarkel


It was a picture perfectday at the auto repairshop: the bays were full,the phone kept ringing,

the front door bell neverseemed to stop, and everyonewas humming a tune. Partswere ordered and came incorrect the firsttime. Nosnapped offbolts, no rustedparts, and nofuss about howlong things weretaking or howmuch it cost.Somehow,

some way, therewas going to be aloose nut throwninto the activitiesof the day. Two new jobs showed up

at the same time. A nice,clean 2007 Ford F-350 4WDdiesel with an ABS light on,and a really dilapidated 1997KIA with charging systemproblems and no light on.The F-350 owner was prac-

tically enthusiastic abouthaving his truck checked out.I’d even say he seemedrather proud about the wholething. From there it was text-book diagnostics, run a fewtests, check the codes, hookup the scanner and watch the

speed sensor PIDs. Piece ofcake. On the other hand, the

same explanation of the diag-nostic charges was given tothe owner of the KIA. Thatdidn’t go over as well — atall. Seems the KIA had been

around the block and aroundagain. He has had it checkedout at various shops, whichall ended up ticking him offand provided no positiveanswers about his car’s prob-lems. It took more than a lit-tle effort on my part just toget the owner to allow me todiagnose the problem. Hefinally said “yes” and hand-ed me the keys.The paint was faded, the

clear coat was peeling andthe windshield was full ofsplinter cracks. The dullhood had greasy handprints

all over the front edge wherepeople were grabbing it.It gets better. I grabbed the

door handle, pulled, and thedoor didn’t budge. Theowner then leans out of theoffice front door, while wait-ing for his ride, and said, “Ya

gotta lift itup prettyhard andthen jerk itopen.” Iwavedthanks andgave thedoor a goodyank. Itcreaked andmoaned as itswung open. The interi-

or of the car was a pit.Cigarette butts, papers, fastfood cups and other assortedtrash littered the interior. Thesmell was oppressive. But Isaid I’d look at, and after allthe commotion and persuad-ing at the front counter, I’mbound and determined todiagnose this problem —even if I have to wear a gasmask to do it.The dilapidated KIA ended

up in the bay next to thepristine F-350 with the ABSproblems. Both vehicles did-n’t take long to diagnose. The

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

Don’t Judgea job by its cover

diesel just had a faulty frontspeed sensor, while the KIAhad two problems: A faultyalternator and a strange prob-lem with the instrument clus-ter. The charge light wouldn’tcome on. Since this car has analternator that is controlled bythe PCM, the charge light isjust there to indicate the condi-tion of the charging system tothe driver. It can charge justfine without a working chargelight on this particular car. Theonly thing to do now was towrite up both estimates.I was so sure the big, shiny

diesel job would be a “do”that when I called to get priceson the parts, I told the partssupplier to go ahead and sendthe speed sensor, but hold offon the alternator. I just could-n’t see the KIA getting done. Next, I informed the cus-

tomers. I explained the resultsof the test to the Ford ownerand gave the estimate for therepair. Well, I don’t know if itwas the price of the repair orwhat, but instead of getting an‘OK’ as I expected, I got an ear-ful about mechanics, the auto-motive repair business, andhow we (mechanics) are all justa bunch of rip-offs takingadvantage of hard workingpeople like himself. Really?And to think, he was so eager

and obliging to have it checkedout. There was no repairing thedamage to my ego or this guy’sdistrust of auto repair. It prettymuch knocked the wind out ofmy sails. I hung the phone upknowing this job wasn’t goingto happen. Discouraged, I took a deep

breath and made the call to theKIA owner. I went through allthe steps needed to bring hislittle car back to life, includingthe part about needing to pullthe instrument cluster out tosee why the charge light was-n’t working. I expected thisguy to flip out but, to my utteramazement, he said, “Do it.Do it all. You’re the first per-son to make any sense out ofwhat’s wrong, and I thinkyou’re the man for the job. Iexpected it to cost a few bucks.Just call me when it’s ready.” Iwas still in shock as I hung upthe phone. Here’s this rundown: The

owner of a grease-covered carthat I wouldn’t put a nickelinto is having me do the wholething; the owner of an excep-tionally clean diesel goes on arampage about how rotten carrepair people are. Go figure.I guess it just goes to show,

“Ya can’t judge a book by itscover, or an owner by his car.” �


Gonzo’sToolBoxI don’t know if it was the price of the repair or

what, but instead of getting an ‘OK’ as I expected,

I got an earful about mechanics, the automotive

repair business, and how we (mechanics) are all

just a bunch of rip-offs taking advantage of hard

working people like himself. Really?

v IndustryReview

Go to www.bfeRAPIDRESPONSE.com

Increase PM Sales and Repeat Business WithMighty’s Spring RebatesMighty Auto Parts is offering your customers a rebate worth up to$95 toward their next service at your shop. This program isdesigned to increase preventive maintenance sales and to bringcustomers back to your shop for a follow-up visit.When customers purchase one or more of the qualifying Mighty

PM services, they receive a rebate check by mail, made out to yourshop. Qualifying services include brake pad and rotor replace-ment; cabin air filter replacement; oil, cooling and transmissionsystems cleaning; and A/C service. This repeat-business promotion runs from March 1 through April

30, 2014. For details, visit www.mightyautoparts.com/spring14.

Centric Parts Adds 100,000 sq. ft. of Warehouse, Office SpaceCentric Parts, a manufacturer and supplier of aftermarket brake com-ponents and systems under the Centric, Posi Quiet, C-TEK andStopTech labels among others, has announced the addition of 100,000sq. ft. of new warehouse and office space adjacent to its existing City ofIndustry facility. This brings Centric’s total square footage in Industryto 470,000, and to a combined 650,000 sq. ft. between the company’sthree Southern California facilities.“As our product range continues to grow, and we continue to add

new applications for every product line we offer, we have decided toadd another building to our City of Industry facility," said DanLelchuk, president of Centric Parts. “This new warehouse allows us tohouse an even larger inventory of parts so we may continue providingthe highest fill rate in the industry, and it provides the additional spacerequired for our upcoming product line expansion.”This expansion is just the latest for Centric Parts, which has continu-

ally grown over the 14 years since it was founded in 2000.

Consumer Rebates of Up to $30 Available onWagner ThermoQuiet Brake PadsConsumers can qualify for mail-in rebates of up to $30 on their nextautomotive brake job by selecting Wagner ThermoQuiet brake padsthis spring. Wagner Brake products are engineered and manufac-tured by Federal-Mogul Corporation.Available Feb. 24 through May 31, 2014, the popular Wagner

Brake spring promotion offers mail-in consumer rebates of $15 perfront pad set and/or $15 per rear pad set on the brand’s “best-ever”brake pads — new Wagner ThermoQuiet CeramicNXT pads featur-ing Wagner OE21 low-copper formulations and ThermoQuiet semi-metallic pads. Wagner ThermoQuiet CeramicNXT brake pads featuring OE21

technology are 35 percent quieter and offer 15 percent more stopping power and up to 40 percent greater fade resistance than previous Wagner formulations. See www.WagnerTQRebate.com for complete details.

v


IndustryReview


Tenneco’s Exclusive Loyalty Program Designed to Serve Undercar Service The 2014 Expert Plus service dealer loyalty programfrom Tenneco, created to help automotive servicebusinesses increase their share of the undercar serv-ice market, includes a complete marketing and pro-motional package.The 2014 Expert Plus package has an increased

emphasis on training, incentives and consumerpromotions. “This year’s Expert Plus Program certainly

makes it easier to become a leader in ride andemission control sales,” said Sheryl Bomia, NorthAmerican Aftermarket programs manager atTenneco. “The 2014 package includes a full year ofconsumer-driven promotions, sales incentives,training programs and an array of attractive mer-chandising products that are only available tomembers.”

The Expert Plus marketing package features anExpert Plus “Preferred Customer” rebate book thatallows service professionals to extend promotionaloffers for Tenneco products beyond the standardpromotional periods and is available for premiumride and emission control products. The package includes a new Monroe counter

stool that highlights the Monroe OESpectrumproduct line, and Each Expert Plus kit containsmerchandising elements to drive sales and pro-mote the Monroe and Walker brands, including aWalker catalytic converter product booklet;Monroe OESpectrum molded floor mat; an educa-tional Walker emissions control wall chart; brand-ed appointment calendar and other point-of-salematerials. The enrollment fee for the annual program is $99.

KYB Americas Announces ‘$40 For 4’Motorist PromotionDuring March and April, KYB Americas will offer motorists $40via a mail-in rebate with a single purchase of any four KYB shocksand struts. The KYB “$40 for 4” promotion will be available atparticipating automotive service providers and automotive partsretail locations across the U.S., Puerto Rico and Canada.“We’re really excited about offering this rebate to motorists,”

said KYB Americas Marketing Manager Kyle Freund. “It’s criticalthat a vehicle’s ride control components be maintained, and the$40 for 4 promotion gives motorists an unprecedented rebate forKYB’s Original Equipment for the Aftermarket shocks and struts.”KYB offers products that are built to either help restore the

vehicle’s original control and handling or increase performanceabove the original design. KYB Corp. is a $4 billion globalhydraulics manufacturer with more than 8,100 employees andsells its products in more than 100 countries.

v IndustryReview


DynoMax ‘Spring Promotion’ Offers $100 Prepaid Cards For Performance Exhaust PurchasesDynoMax Performance Exhaust has announced it will offer perform-ance enthusiasts an easy way to save on their DynoMax cat-backexhaust purchase this spring through the new “Spring Promotion”offer. The “Spring Promotion” will reward up to a $100 Visa prepaidcard for the purchase of a qualifying cat-back exhaust system.Available from March 1 through June 30, the DynoMax Spring

Promotion is available on all DynoMax exhaust systems. To see a list ofexhaust systems and corresponding rebate rewards, visitwww.DynoMax.com after March 1. The Spring Promotion includesoffers for a $50, $75 and $100 Visa prepaid card.DynoMax Performance Exhaust systems are available for late-model

and classic muscle cars, diesel and gas trucks and SUVs.

SafeBraking.com AnnouncesMonthly Photo Contest WinnersAutomotive technician Mark Larkin of New

Brunswick, NJ, is the second $250 monthlywinner in the SafeBraking.com Photo Contest.

Larkin’s submission was also one of the weekly winners, so in addi-tion to the $250 Snap-on gift card, he also received a $100 Snap-on giftcard. Larkin was automatically entered in the Grand Prize drawing fora trip for two to the 2014 SEMA/AAPEX show in Las Vegas.Larkin’s customer came in complaining of noisy brakes and chatter,

and he found pads with uneven wear as the photo on thewww.safebraking.com site shows.To enter the contest yourself, send in photos of your customers’ bad

brake pads and you to could be a winner.The promotion is co-sponsored by NUCAP Industries. �

BrakeJob By Andrew Markel | Editor

For 2007, the Toyota Tun-dra was redesigned. Thebody changed, and thefoundation brake system

was also updated with largerfront brake calipers and rear discbrakes. The control system andhydraulics changed with a newvehicle stability system that in-cluded yaw, steering angle andbrake pedal load sensors. Overall, this is one of the easi-er brake jobs. Changing thefront brake pads does notrequire the application of lubri-cants. The rear brakes are a loteasier to service when com-pared to the previous models.

FRONT BRAKESThe front brakes use the typi-cal Toyota truck four-pistoncaliper. The pads are held inwith pins that have an anti-rattle clip on the lower pinand a pin holder clip. Theseitems should not be reusedwhen replacing the pads. Aquality pad set will includethese in the box.

Toyota has designated thebolts that hold the caliper tothe knuckle as non-reusableparts. Replacement bolts arereadily available. Someremanufactured calipersinclude new bolts.When removing the pads orpushing back the pistons, usethe correct tool. A brake padspreader can not only savetime, but also prevent damageto the piston boots. The OE friction formulationon the Tundra is ceramic. Areplacement brake pad shouldbe of a similar formulation. The original pads on theTundra come with shims. Donot lubricate the back of thepad with any lubricant. Thelubricant will only transfer ontothe piston boots and causethem to attract debris. This canlead to an early failure. Pulsation is an issue withsome 2007-2009 Tundra mod-els. Most of the issues are relat-ed to excessive runout oruneven deposits of frictionmaterial on the rotor. Therunout specification on the

Tundra is .05 mm or .002”. Thehub flange should have almostzero runout.

REAR BRAKESThe 2007 Tundra is equippedwith disc rear brakes with theparking brake in the hub. Thecaliper is a floating design witha single piston. The OE frictionformulation is ceramic. The OEbacking plate uses a clip-styleshim. According to Toyota, the abut-ment clips and guide pin bootsare non-reusable parts thatshould be replaced if the padsare serviced. The guide pinsshould be lubricated with abrake-specific lubricant that isnot petroleum based.

PARKING BRAKETo adjust the parking brake,insert an adjustment tool intothe adjustment hole on the disc. 1. Rotate the adjustmentwheel in the "X" direction untilthe shoes are locked.

2. Rotate the adjustmentwheel in the "Y" direction 8notches.3. Check that the disc can berotated smoothly. If not, rotatethe adjustment wheel in the "Y"direction and check again.

4. Install the hole plug.


TOYOTA TUNDRA

BrakeJob

BrakeandFrontEnd.com 23

SPECSFront Pad New Thickness: 11.9 mm (.469”)Front Pad Minimum Thickness: 1 mm(.0394”)Front Rotor Minimum Thickness: 29 mm (1.14”)Front Rotor Runout Limit: .05 mm (.00197”)Front Caliper Bolt Torque: 73 ft.-lbs (Toyota recommends new bolts)Front Brake Line: 10 ft.-lbs

Rear Pad New Thickness: 12 mm (.472”)Rear Pad Minimum Thickness: 1 mm (0.0394”)Rear Rotor Runout Limit: .2 mm (0.00787”)Rear Caliper Bracket: 70 ft.-lbsRear Caliper Guide Pins: 65 ft.-lbsRear Brake Line Union Bolt: 22 ft.-lbs

Parking Brake Travel: 6-9 clicksParking Brake Shoe Thickness: 1 mm (.0394”)Parking Brake Maximum Drum Diameter: 241 mm (9.49”)

Lug Nut Torque: 97 ft.-lbs (Aluminum) 154 ft.-lbs (Steel) �

1. Be prepared! Buy an assort-ment of TPMS sensor servicekits. Even if your shop sells onlya few tires a week, it pays tostock an assortment of servicekits. If you are installing clonedor programmable sensors, makesure you have service kits forthose sensors. Most tire productsuppliers have cabinets filledwith the kits you will needmost. Not having the parts toservice sensors might leave acar stuck in a bay that could beused for other repairs. 2. Stock replacement sensors.In the past two years, the num-ber of replacement sensorproduct lines hasincreased dra-matically.Thisgrowthand competition has also low-ered prices and part numbersto the point that stockingreplacement sensors that coverthe majority of vehicles you serv-ice is now within reach of theaverage shop. 3. Every time a stem-mounted

TPMS sensor is removed froma rim, it must be serviced — noifs, ands or buts. This goes forsensors that are six months oldto six years old. Bottom line: Donot reuse seals or stems.4. Always use a new kit. Thetypical kit includes a nut, valvecore, grommets and valve cap.Each component has a specificfunction and lifespan that is notonly determined by time, but

what happens when it isinstalled. Never assume thatwhen a tire is dismounted thesensor and stem was not dis-turbed. By not servicing the sen-sor, you are creating comebacks.5. Never reuse the nut. TPMSnuts are designed with anodizedaluminum to eliminate the con-tact of two dissimilar metals thatwould create galvanic corrosionand material deterioration. Thenut has a bonded lubricant to

help provide theproper torquerequired forseating a newgrommet, inaddition toengineeringadvantages. Ifa nut isreused, theanodized surface maybe scratchedaway andcorrosion

may occurbetween the sensor, wheel andstem. The nut may then beimpossible to torque to the cor-rect specifications or removedue to corrosion on the threads.6. Never reuse the seals/grom-

mets. Two grommets seal the sen-sor and nut to the wheel. Thegrommets conform to the matingsurface of the rim. The instant thenut is torqued, it starts to take onthe shape of the surfaces it is seal-ing against. This memory cannotbe erased. If the seal is reused, it

TPMS By Andrew Markel | Editor

TPMS Sensors& Service Kits


Stocking, Selling and Installing

Go to www.bfeRAPIDRESPONSE.com �


could cause a slow leak.7. Always use a torque wrench. The torque spec-ifications are measured in inch-pounds and notfoot-pounds for a reason. As stated in Nos. 4 and 5,the nut and grommet seals are one-use items. Thenuts are made of aluminum and will strip. Thehollow stems can take only so much abuse beforethey break. 8. A leak will not be eliminated by tightening

the nut more. The sealing grommets are engi-neered to work at a specific torque. Any torqueabove the specified value will cause the seal toleak, and extra force may damage the nut and stemor fracture the sensor body.9. Never reuse the valve stem. Replacing thevalve stem core on TPMS sensors prevents leaks.The elastomeric rubber and plastics degrade overtime due to heat. The valve stem is subjected to heatfrom both the brakes and road. A torque-calibrateddriver should be used to tighten the valve core.9. Always use the valve core that comes in the

kit. A TPMS valve core is nickel-plated and pre-vents galvanic corrosion and ensures the integrityof the primary seal. To prevent galvanic corrosion,never use a brass valve core with an aluminumTPMS sensor. Instead, always use a nickel-platedvalve core with an aluminum TPMS sensor. If thewrong valve core is used, accelerated galvanic cor-rosion could result in the core becoming “frozen”and seized, stuck in the stem and unable to beremoved. TPMS valve cores also have specialTeflon coating that helps seat and seal the stem.

10. Set the correct tire pressure.Seasonal temperature changes candramatically alter tire pressure,which can cause the tire pressurewarning lamp to illuminate. “Cold”tire pressure, as shown on a vehicle’stire pressure label, is the pressure ina tire that has been parked outdoorsand not been driven in four hours.Tire pressure drops about 1 psi forevery 10º F drop in ambient temper-ature. Additionally, air escapes thetire and rim naturally, causing asmuch as a 1.5 psi drop per month.11. Take extra care when mounting

and dismounting tires. When youare using a tire changer, always beaware of the TPMS sensor locationand avoid all possible contact with

shovels, bead breakers and tire irons. Some Fordsensors are mounted on the rim 180º from thevalve stem. �

TPMS


Tire Pressure Chart


�

AlignmentSpec By Andrew Markel


Sponsored by:

The current platform of the Hyundai Elantra shares a lot in common withthe other current Kia and Hyundai models. The simple architecture of aMacPherson strut front suspension and rear twist beam axle is startingto become standard on all small and mid-sized

offerings. The Elantra is a “net-build” vehicle with no

built-in adjustments, but adjustments can bemade with aftermarket parts.

FRONT SUSPENSIONThe front suspension is a MacPhersonstrut setup. The lower control arm isolatesharshness and vibration with a largebushing in the front. Always inspect thisbushing for damage. Look for any sepa-ration of the rubber from the metal.

Always make note of tire wear. Thestock tires will wear the inside edgesif a customer does not rotate them —this is normal.Like most new vehicles, the Elantra

does not have any built-in adjustmentsfor caster and camber, but they can bemade by installing cam bolts on the strut.

Too much positive camber results in a car

Hyundai ElantraHyundai Elantra


that pulls or drifts depending onthe amount of cross camber.Hyundai recommends the crosscaster should be less than 0.5degrees.

Hyundai recommends checkingthe steering axis inclination (SAI)

with an alignment system thatcan perform a caster sweep. Thishelps to check for damaged com-ponents when the SAI differencebetween the left and right sidesis more than 1º. If SAI is loweron one side of the vehicle, it may

indicate a bent lower controlarm. If SAI is higher on one sideof the vehicle, it may indicatedamage to the upper strutmount. The subframe cannot bemoved to alter alignment angles.

REAR SUSPENSIONThe rear suspension on theElantra is a trailing beam axle. Theprevious model used a multilinksetup and, while this is almostbulletproof, the axle can betweaked by moderate impact overtime with curbs and potholes.There are no built-in adjustments

for toe or camber. Adjustmentscan be made by installing a shimbetween the axle and wheel-bear-ing hub. Hyundai recommendschecking thrust angle and set backbefore performing adjustments inthe front. Failing to do this couldresult in an off-center steeringwheel.

STEERINGThe Elantra uses electric powersteering called MDPS (MotorDriven Power Steering). The sys-tem requires a scan tool for theinitialization of replacementparts and the calibration orabsolute steering position (ASP)reset of the steering position sen-sor after a toe adjustment. Thesteering position sensor is a lightsensor that uses three wheelswith shutters to determine theposition. Two sensors measurethe steering angle, while anothermeasures straight ahead.

ALIGNMENT SPECSFront Toe: 0.12° ± 0.2°Front Camber: -0.5 ± 0.5°Front Caster: 4.10° ± 0.5°Rear Toe: lL-Rl ≤ 0.23°Rear Camber: -1.5° ± 0.5° �


AlignmentSpec

CheapBrakeJobs By Andrew Markel

Ever since the 1930s, there has been awar on the price of brake jobs. Eightyyears ago, shops were advertising low-priced brake relines on sandwich

boards for $19.99, but they complained about“gyps” selling brake jobs for $9.99 on the sideof the road. We see almost the same situation today.Some car dealers, chains and independentshops still chase the cheapest brake job. Thistime the price point is around $150. Instead ofgyps, shops are complaining about some guyon Craigslist who will perform a brake job foraround $40 if he is provided with the pads. Shops that chase the cheapest brake job doso for a few reasons, the biggest being theyare afraid of costing more than the competitiondown the street and maybe losing a customer.Some almost treat the brake job as a loss leaderto get customers in the door so they can inspect

the vehicle. While this might work for someretail businesses, it will not work for a tradi-tional repair shop building long-term customergrowth and profitability.


CheapBrakeJobsCHEAP BRAKES =CHEAP RESULTMost factory labor times call for0.9 hours to just replace the pads.To replace a rotor is about 0.2 to0.4 hours depending on the vehi-cle. According tothe most recentBrake & Front EndShop Profile, theaverage labor rateis $72 per hour.With 0.9 hours, orabout $65, theprofit marginsstart to get thin.Brake jobs fin-ished in less than0.9 hours requireshort cuts that arenot recommend-ed, such as notmeasuring forrunout in therotor or hub andnot cleaning andlubricating theguide pin andslides. Then there issourcing the pads.Cheap pads existat the bottom, butby cutting thesecorners, you aredrasticallydecreasing the lifeof the pads, thesafety of the vehi-cle and customer satisfaction. Shops that perform cheap brakejobs are making a dangerousassumption that their averagecustomer only needs a certainperformance quality to getaround town and will sacrificethat higher quality for price. Butlittle old ladies drive with twofeet. Trucks tow boats. Is it really

worth taking those risks thatcome with installing cheap brakepads in order to advertise andmaybe make a profit on a brakejob special?

THE VALUE OFQUALITYBuying a qualitybrake pad is likebuying medicine.When you arebuying a legaldrug, you are notjust paying thecost to manufac-ture, package andmarket the pill.The bulk of whatyou are paying foris research anddevelopment. Thesame is true forbrake pads.Aftermarketbrake pads requirea great deal of test-ing and engineer-ing because theyare made for aspecific vehicle. Aquality brake padmanufacturer willspend a lot of timeand money devel-oping a brake padapplication foryour vehicle. Thisincludes simulated

and on-the-vehicle testing. Thesetypes of tests are time and equip-ment intensive.A brake dynamometer, forexample, can be more sophisti-cated and larger than an enginedynamometer. Brakedynamometers can simulate theconditions the brake system willexperience in a much shorter


CheapBrakeJobs


time. This means that a brake dynamometer cansimulate the mass, inertia and performance capa-bilities of a vehicle.The typical brake dynamometer can cost any-where between $250,000 (used) to more than $1million. Some brake friction suppliers owndynamometers, while some lease dynamometersfrom testing companies.

ROTOR SERVICEThere is usually a dis-claimer on most cheapbrake job banners that says:“Machining of rotors ordrums extra.” Not address-ing the rotors every brakejob is setting your shop upfor a comeback that candestroy any profit from anycheap brake job.If you look at most OEpad replacement proce-dures, they typically saythat if the rotor is withinspecifications, you do notneed to machine the rotor(assuming you are takingthe time during a brake jobto measure runout andthickness variation). Butthese procedures assume that exact same frictionmaterial on the vehicle.With some ceramic and NAO pads, a transferlayer of friction material is bonded to the rotor’ssurface. The layer is always being worn andreplenished by the brake pad during braking. Thislayer cannot be washed away by water or an abra-sive disc and can only be removed with a brakelathe. If this layer is not removed, the new padscan become contaminated and not perform to theirfull potential. At minimum, you should be checking thicknessand runout. Use of an on-the-car brake lathe orrunout correction plates take time, so you shouldcharge for it.

HARDWARE IS NEVER EXTRACheap brake job coupons almost always comewith the clause: “hardware extra.” But new hard-

ware is critical to protecting the driver’s invest-ment in a proper brake job. Heating and coolingcycles can weaken springs and anti-rattle clips.Weak hardware parts can result in excessivecaliper/pad movement or binding, which willcause noise and other related problems. This canlead to uneven and premature pad wear, warpedrotor and pulling.Most floating brake calipers use a rubber or plas-tic insulator or shim around the mounting bolts of

the caliper. As materialswear, they start to flatteninto an oval shape due to thetorque from the brakes,which can cause excessivecaliper movement. Tornboots can also allow water toenter the guide pin holes,causing rattles and thumpseven if the brakes are notapplied.Hardware protects the padsand ensures that they willlast.

ASK YOUR BESTCUSTOMERSCheap brake jobs can artifi-cially inflate car counts inthe short term, but they

attract customers that will not build your business’bottom line in the long term. Look at your top customers. For most shops, thesetop customers account for a large percentage ofyour revenue and even more of the profit. Theycome in more than once and recommend your shopto their friends. If you ask them why they come toyour shop, chances are they will not say price.They will typically say trust and service. Cheap brake jobs are also an inventory issue. Yourshop has only so many hours of labor it can sell aday. A fixed-price hour of labor for a cheap brakejob is not as profitable as an hour of labor for amajor undercar repair — but not doing brake jobsisn’t a solution either. The solution is to perform brake jobs that use thebest quality parts with labor prices that reflect realityand not what the guy down the street is willing totake. The customer really wants more than price. �

BrakeLathe By Andrew Markel | Editor | @andrewmarkel


1. Hold the rotor in place with thelug nuts. Conical washers may berequired on some vehicles.

2. Measure the rotor’s thicknessand determine if it can bemachined. If no out-of-the-ordi-nary problems are present, youcan now proceed to machiningthe rotor.

1. If the vehicle has a pulsationproblem or other unusual symp-toms, it may be necessary to per-form a pre-machining diagnosiswith a dial indicator to determineif machining the rotor willresolve the problem. This stagecan save time by isolating theproblem.

2. At this point on the rotor, it has.005” of runout. Mark this point onthe hub of the rotor and the closestlug bolt (indexing). Reinstall therotor with the high spot 180º fromthe previous position of the huband measure the runout. Thischeck can give you an idea if therunout is in the rotor or in the hub.

3. Clean the hub’s mounting face.

4. Up to .009” of lateral runoutover factory specification can becorrected using a tapered runoutcorrection plate that fits betweenthe rotor and flange. These can beused alone or with an on-the-carbrake lathe. Using these shims inconjuction with an on-the-carbrake lathe can minimize theamount of material removed andcreate a more thermally balancedmachined rotor.

5. Measure the runout at the hub’sface with the dial indicator. Theamount of runout at the hub’sflange is a constant and cannot bemachined out, only replacementcan resolve the problem.

1. Mount the on-the-car lathe’sadapter to the rotor. Make sure theadapter is right for the vehicle and itis torqued down properly.

2. Every on-the-car lathe has its ownlateral runout compensationmethod. Alway follow the recom-mended procedures.

INITIAL CHECK

USING AN ON-THE-CAR LATHE

‘Smart’Rotor Service

SYMPTOM-BASED DIAGNOSIS

When it comes to returning brake rotors to “like new” condition, it is a two-step process that can bedifferent every time. If the vehicle has a pulsation symptom or complaint, it pays to perform a diagnostic check before machining the rotor in terms of both time and additional parts sales.

BrakeLathe


3. Set the cutting bits to theappropriate cutting depth.

4. Once the cutting depth is set,bring the cutting head to theinside edge of the rotor’s surface.

5. Start the final cut. On somelathes, you can adjust the speedof the spindle and crossfeed.

6. Make sure you catch all themetal particles.

7. Measure the thickness of therotor at three points.

• If you performed a “symptom-baseddiagnosis,” you might want to confirmthat there is no runout. Always measureat three points.

FINAL ASSEMBLY1. Clean the rotor to remove all metal particles from the surface. Install the newpads and attach the caliper.

2. Reinstall the wheel with either a torquestick or torque wrench. �

BallJoint By Andrew Markel

MeasuringDetecting and measuring wear in a ball joint is critical toensuring the safety of a vehicle. When a ball joint fails, thedriver loses control of the vehicle. This can result in damagenot only to the suspension, but also the axle shafts, brakesand even the body.

Ball Joint Wear

TYPES OF BALL JOINTSA ball joint is made up of ahousing, ball stud, bearings,end cover and Bellevillewasher or spring. A Bellevillewasher is a conical-shapedspring designed to be loadedin the axial direction. Thejoint is attached to a controlarm by pressing or rivetingthe joint into the arm. If thejoint is pressed into the arm,it will require a special toolto remove the old joint andinstall the new one. Failedpressed joints can be difficultto remove because of corro-sion between the control armand joint. This is especiallytrue when a steel ball jointhousing is pressed into analuminum control arm.When the joint is riveted tothe control arm, the rivetsare drilled out or cut with anair chisel. The new joint isreplaced using bolts andlocking nuts.

1) Loaded Joint: A loadedjoint is designed to supportthe weight of the vehicle anda follower joint that positions

Go to www.bfeRAPIDRESPONSE.comGo to www.bfeRAPIDRESPONSE.com �

BallJoint


the control arm or strut assembly.A lower control arm that is connected to thespring uses a loaded ball joint to connect thesteering knuckle to the upper control arm follow-er ball joint in an SLA suspension. The ball jointalso allows the steering linkage to rotate thesteering knuckle.

2) Follower Joint: A strut suspension uses afollower ball joint to connect the lower controlarm, steering knuckle and the strut. The upperstrut mount assembly usually contains a thrust-type bearing to support the weight of the vehicleand allow the steering linkage to rotate the strutand steering knuckle.

BEARING THE LOAD?Ball joints can be broken down into the load-bearing and non-load-bearing categories. A load-bearing ball joint is designed to support theweight of the vehicle while providing a hingepoint for the steering system. Most load-bearingball joints are designed to cancel the effects ofnormal wear by centering themselves in theirown sockets.Non-load-bearing ball joints, on the other hand,are designed to maintain precise dimensional tol-erances in a steering or suspension system. Wearin a non-load-bearing ball joint will cause anoticeable change in the camber, caster or toeangle of a front suspension. Consequently, non-load-bearing joints are preloaded in order tocompensate for wear. Unloaded control arm balljoints, for example, should be tested for preloadwhen the suspension system is disassembled.



�

BallJoint

BALL JOINT WEARSome ball joints that have a grease fitting use the fitting as a wearindicator. If a grease gun will not couple to the fitting, the jointneeds to be replaced. As the joint wears, the Belleville washer or spring sustains thetension on the bearings to maintain zero axial endplay as thecontrol arms move — the Belleville washer or spring will notcompensate for lateral wear. Lateral wear causes the ball stud tomove inside the bearing, which can affect camber and tire wear.

MAKING AN INSPECTIONLoaded Joint: To check a loaded ball joint, place a jack or jackstand under the lower control arm to support the weight of thevehicle. Attach a dial indicator to the lower control arm andlocate the dial in a vertical position to measure axial runout atthe steering knuckle. In the case of an AWD front ride strut orindependent RWD, it may be necessary to mount the dial at theCV joint. Moving the steering knuckle can check lateral runout.For an SLA suspension that has the coil spring over the top arm,the upper joint is loaded. To check the joint, support the upper control arm to unload the joint. If the ball joint has a built-inwear indicator, joint play should be checked with the vehicle onits wheels.


BallJoint

Follower Joint: To checka follower-type joint, theBelleville washer orspring is loaded or compressed to check foraxial end play. For a strut-type suspen-sion, place a jack standunder the cradle to allowthe strut to fully extend.Attach the dial indicatorclamp to the lower control arm and locatethe dial in a verticalposition to measure axialrunout at the steeringknuckle. Place a jackunder the ball jointand load the joint byraising the jack. Turn thesteering wheel andobserve the ball joint tocheck lateral runout. For an SLA suspension,the upper control armcan be blocked and thejoint can be compressed. Attach a dial indicator to the steeringknuckle and locate it in a vertical or parallel position to measureaxial runout at the lower control arm. Moving the steering knuckle can check lateral runout.

Tie Rod End Ball Joints: Tie rod end ball joints are more tolerantof wear. Provided an assistant is available to turn the steeringwheel of the vehicle in a parked position, the dry-park testingmethod will indicate excessive wear in most tie rod ends. When atechnician is working alone, the tie rod end can be compressedwith a pair of water pump pliers while the technician looks for achange in toe angle.

FINAL NOTESThe overall condition of the chassis is important to the safety andperformance of a vehicle. In the area of safety, it is a good practiceto cover your assets. Be sure the owner is aware of the conditionsthat could cause their vehicle to be unsafe, and convince them onthe importance of proper repairs. If this is not possible, make surethat all safety conditions not repaired are made apparent in therepair order and a disclaimer is attached. �


Suspension By Andrew Markel | Editor

1. YOU DON’T INSPECTSHOCKS AND STRUTS.Are you just looking for catastrophic damage? Do you only look atthe shocks and struts when the driver complains of a noise or whenthe vehicle can’t be aligned?The first step in selling ride control is the inspection process. A

visual inspection of the shocks and struts can tell you a lot about thestate of the ride control units. This is a chance to make sure the vehi-cle is road-worthy before you put your own life at risk. Look for signs that the units might be leaking oil, such as accumu-

lation of road grime or oil inside boots and dust shields. Keep aneye out for “witness marks” that indicate the suspension might havebottomed out recently. Make sure all bushings and hardware for theride control units are still on the vehicle.Walk around the vehicle and perform the tried-and-true “knee-on-

the-bumper” test. This test is not conclusive on its own, but it is achance to quickly look for abnormal behavior. If you notice bindingor looseness, or if the vehicle does not return to the original rideheight, there could be a problem with the ride control components.

2. YOUR TEST DRIVES NEED WORK.When you don’t perform a test drive, you are not using your mostpowerful ride control tool: perspective. A technician or service


Suspension


writer behind the wheel brings fresh senses to thevehicle that haven’t been dulled by thousands ofmiles.Before the test drive, you should have a clear list

of symptoms and related conditions the customermight be experiencing. On the test drive, youshould have a clear and methodical plan thatinspects for ride control component replacementand other unperformed repairs. A good test driver will be able to observe condi-

tions or problems with the vehicle that have devel-oped so slowly the owner is unaware of them —like degraded shocks and struts. One of the keys tobecoming a good test driver is to find a driving“loop” or route that has a variety of road condi-tions. A predetermined loop adds a consistencythat helps you spot small problems.For suspension road tests, your test loop should

consist of sections: a flat and straight section; anarea to test braking and acceleration; an area with adip or bump; and an area that offers both left and

right turns. Use a parking lot or rarely used section of road

for the braking and acceleration section of the test.This test is used to detect brake pulls, torque steerand worn or loose suspension or steering compo-nents. Check for excessive nose-diving duringbraking. This is not normal and may be caused byworn springs or other ride control components. Excessive suspension bouncing may be the result

of weak shocks; bottoming out of the suspensionmay be the result of weak springs. Check for steer-ing difficulties that may be the result of mechanicalbinding or interference.Any excessive body sway could indicate worn

springs, shocks or stabilizer assemblies. Listen forany excessive tire squealing during turns. This canbe caused by incorrect alignment settings or a turn-ing angle out of specifications.Developing a methodical and consistent test drive

loop and procedure can improve your chances ofcoming back from a test drive with an understand-

ing of the problem the owner isexperiencing. Also, a plan and aloop can eliminate distractionsthat could lead to an accident.

3. YOU DON’T USE ANINSPECTION FORM.The technician should be suppliedwith a checklist to make notes.Some ride control manufacturerscan provide you with printedforms. These forms help the sales-person be more confident in theselling process.A complete inspection lays the

groundwork for excellent cus-tomer communications andincreases the possibility of a sale.The results of the inspection canhelp personalize the sales pitch tothe individual customer.

4. YOU CHICKEN OUT ONTHE RECOMMENDATIONFOR LOADED STRUTS.Even if the customer does not buytoday, the inspection form, salesapproach and pitch will likely

Go to www.bfeRAPIDRESPONSE.comv

Suspension


stick with the consumer longerthan the generic “recommendloaded struts.” They are morelikely to return, which meansyour efforts will not be in vain.

5. YOUR CAR IS IN NEEDOF A RIDE CONTROLTUNEUP.To increase your confidence inselling loaded struts, have newunits installed on your own vehi-cle. You will be amazed at thedifference if your vehicle hasmore than 50,000 miles. Also,you will sell more units becauseyou have a better view of theperceived value.Some ride control manufactur-

ers help you by holding localclinics where you can drive vehi-cles in different states of ridecontrol degradation. Theseevents are typically held in park-ing lots on specially designedcourses that magnify certainvehicle dynamics at low speeds.These events can energize a shopto sell ride control products moreeffectively.

6. YOU ARE AFRAID OFLOSING A TIRE SALE.Tires are not cheap. When youget close to the sale, are youafraid to recommend new shocksand struts because the customermight bolt for the door whenthey hear the price for newloaded struts? You shouldn’t be.New shocks and struts protectthe investment in their tires. By the time a vehicle is ready for

its second or third set of tires, it istime for new ride control compo-nents. This is based on mileageand the expense and prematurewear that degraded ride controlcan have on new tires.

7. YOU USE YOURSQUINTED EYE ANDTHUMB TO CHECK RIDEHEIGHT.OEMs include ride height speci-fications and measurement pro-

cedures in their service informa-tion for many reasons. The mainreason is that springs wear out.The ride height also can be usedas a diagnostic tool to determinethe condition of the suspension.


SuspensionThis involves more than yourthumb and one closed eye. Research the factory methods

and specs to properly measureride height. Neglecting to dothis can affect the life of theshocks and struts and all anglesof alignment. Among other con-siderations, engineers designthe chassis and ride controlcomponents so that the rideheight places the suspension ata particular point midway in itstravel. Midway is not alwaysthe center, however. Most springs are made of

metal. As a simple example, takea coat hanger or welding rodand bend it in the same area sev-

eral times. It willeventually breakfrom metalfatigue.

8. YOU START AT THEBOTTOM AND TRY TOWORK YOUR WAY UP.Do you play it safe? Do youstart with the least expensiveoption and try to work yourway up? When selling ride con-trol components, it is an effec-tive sales tactic to start withpremium products first ratherthan the economy or less-expensive option. This givesyou a little room to provide thecustomer options that meettheir budget and vehicle lifeexpectancy.Chances are that the customer

wants the best. Starting the esti-mate with the least expensivealternative can lower your profit.Sure, quoting the lowest pricemight get some customers in thedoor, but it may leave some cus-tomers wanting more.

9. YOU HATE HEAR-ING “NO.”It has been estimated byone shop that 50 percent ofits ride control sales hap-pen on the second visit.This means a large per-centage of its first timesales pitches for ride con-trol were shot down onthe first try. Don’t give up.

10. THERE IS NOINCENTIVE TO SELLLOADED STRUTSAND SHOCKS.First, try increasing atleast the number of ridecontrol componentinspections and recom-mendations to customers.Next, set a sales goal. �



I’m tired of hearing about winter, talkingabout winter and experiencing winter, and Ibet you are, too. However, what has beenthe worst winter in a generation may in fact

be a blessing in dis-guise for independentrepair shops across thecountry. The harsh elements

will leave many vehi-cles in need of serviceand National Car CareMonth in April is theideal time to capture your share of these serviceand repair opportunities. It is also a chance toimprove relationships with customers andattract new ones, leading to more long-termbusiness.Having a proper plan in place to capitalize on

National Car Care Month is the first step. The

Car Care Council website features a toolbox ofinformation, promotional materials and sug-gestions to help you get started (www.car-care.org/industry-tool-box). Since there is no

one-size-fits-all tem-plate for participatingin National Car CareMonth, the toolbox alsooffers a variety of ideason how to incorporateNational Car CareMonth activities intoyour plans, whether

you choose to host an event or participate on asmaller scale. Hosting a free community car care event dur-

ing National Car Care Month is an inexpensiveand highly successful way to enhance customerrelationships, capture more business from cur-rent customers and generate new business. For a

GuestEditorial NATIONAL CAR CARE MONTH

Brutal WinterCan Mean Profitable SpringDuring National Car Care Month

By Rich White Executive Director, Car Care Council

larger community event, youcould partner with other busi-nesses in your area, as well as alocal radio station. For a smallerevent, you could offer free vehi-cle inspections right at yourbusiness location. The possibili-ties are endless. Whatever youdecide to do, this is a tremen-dous opportunity to increase thegoodwill and trust within yourcustomer base.

If you decide to conduct anevent, the Car Care Council has apoint-of-sale kit available for useduring National Car Care Monthand throughout the year(www.carcare.org/pos-starter-kit). The kit includes consumereducation brochures, posters, baybanners, mirror hangers, vehicleinspection forms, anEnglish/Spanish countermat andthe very popular Car Care

Guide. In addition, the free digi-tal version of the Car Care Guideis available as a reference for youand your customers. It can befound at www.carcare.org/car-care-resource/car-care-guide/. Free resources for your cus-

tomers don’t end with the CarCare Guide. The council has afree personalized service sched-ule and email reminder serviceto help consumers remember to“be car care aware.” By sharingthe link, www.carcare.org/car-care-service-schedules/custom-service-schedule/, your cus-tomers can become more proac-tive in maintaining their vehicleand follow a service schedulewith your help.Does your shop have a social

media presence? If so, why not“like” and “follow” the CarCare Council on Facebook(www.facebook.com/CarCareCouncil) and Twitter(twitter.com/CarCareCouncil).The council frequently postshelpful tips, videos and infor-mation, such as its newMaintenance Mondays posts,that can easily be shared withyour own fans and followers. Participating in National Car

Care Month is time well spentand gives you a chance to buildawareness of your business,increase car counts and educateconsumers on how much oftheir vehicle’s maintenance isgoing unchecked. Don’t sit outthis National Car Care Month.Start planning today for whatcould be the start of a real gamechanger for your business. Formore information on NationalCar Care Month and the Be CarCare Aware campaign, visitwww.carcare.org. �


GuestEditorial

TechTipsThis month is sponsored by:

Models: 2006-‘07 Honda Civic with automatic trans-missionSymptom: The brake pedal can feel hard during thefirst couple of brake applications, usually in the morn-ing when the ambient temperature is cold.Probable Cause: At cold start, in high altitude, com-bined with the fast idle retard operation, the intakemanifold vacuum supply is at its lowest, resulting inlow booster assist.Corrective Action: Replace the brake booster and themaster cylinder rod seal, and update the PGM-FI soft-ware using the reflash capable scan tool.

Repair Procedure1. Position the wiper blades in the upright position tokeep them from interfering with the cowl cover.2. Remove the center cowl cover:a. Remove the three clips.b. Release the three front hooks from the edge ofthe under-cowl panel.c. Detach the clips by carefully pulling the coverup, then remove the cover by releasing the sidehooks. See Fig. 1. 3. Remove the under-cowl panel. See Fig. 2.

4. Remove the top half of the air cleaner housingand the air cleaner element to gain access to theclamp. See Fig. 3.5. Loosen all of the clamps attached to the air cleanerhousing and remove the bottom half of the housing.6. Disconnect the brake fluid levels switch connector.

Brake Pedal Feels Hard in the Mornings or in Cold Weather


Honda:

Figure 1

Figure 2

Figure 3

TechTips

Go to www.uhsRAPIDRESPONSE.com

See Fig. 4.7. Remove the mastercylinder reservoir mounting bolt.8. Remove the brakefluid from the mastercylinder reservoir with asyringe.9. Remove the two enginewire harness clips fromtheir brackets. See Fig. 5.10. Remove the smallerengine harness bracket lo-cated underneath themaster cylinder reservoirbracket (one 6 mm bolt).11. Disconnect the brakelines from the mastercylinder. See Fig. 6.NOTE: To prevent spills,cover the hose joints withshop towels.12. Remove the mastercylinder mounting nutsand washers.13. Remove the mastercylinder and reservoir to-gether from the brakebooster. NOTE: Be careful to notbend or damage thebrake lines when remov-ing the master cylinder.14. Remove the brakebooster. For additionalguidance, refer to page 19-27 of the 2006-’08 CivicService Manual or go on-line and enter keyword“booster” and select“Brake Booster Replace-ment (R18A1 and R18A4Engine)” from the list.15. Install the new brakebooster in the reverseorder of removal.16. Install a new rod sealon the master cylinder.See Fig. 7.17. Install the mastercylinder and reservoir

Figure 4

Figure 5

Figure 6

TechTips

BrakeandFrontEnd.com 57Reader Service: Go to www.bfeRAPIDRESPONSE.com

on the brake booster in the reverse order ofremoval. 18. Check the brake pedal height and freeplay after installing the master cylinder andadjust it if needed. Refer to page 19-6 of theservice manual or go online and enter key-word “pedal adjustment” and select “BrakePedal and Brake Pedal Position Switch Adjust-ment” from the list.19. Fill the reservoir with brake fluid andbleed the brake system.20. Install all removed parts.21. Update the PGM-FI software with reflashcapable scan tool. Refer to Service Bulletin 01-023, Updating Control Units/Modules.

Courtesy of MotoLOGIC® Repair &Diagnostics: www.motoshop.com/motologic � Figure 7

ShopBrought to you by:

AutoCareProNews.com

Arnott Inc. announced the release of a new air suspension compressor/dryerfor the 2006-2011 Buick Lucerne, including the CXL, and the 2006-2011 Cadil-lac DTS OE part number 25806015. Arnott’s air compressor with dryer for theBuick Lucerne and Cadillac DTS is new, not remanufactured, and made by theoriginal equipment manufacturer. The powerful, reliable compressor/dryerships complete with airlines, electrical fittings and vibration isolators. Thepump with dryer is completely assembled, tested and ready for a straightfor-ward, bolt-in installation.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Available exclusively from AdvanceAuto Parts Professional and manufactured for superior stoppingpower, Wearever Brake Rotors feature vanes with a harmonic designand non-directional finish that improve cooling, eliminate brake noiseand enhance pedal feel. Wearever rotors resist premature warping andare built to meet or exceed OE standards. For more information onquality Wearever products, call your local Advance delivery location.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Ranger Products, a division of BendPak Inc., is bringing a new tire changer to market. The R980ATF isequipped with a powerful variable-speed motor and gear box that worksystematically at multi-speeds, allowing operators to match turntable rota-tional speed with varied tire and wheel combinations. Ergonomic controlsare sensibly placed to minimize excessive reaching or bending, resulting inmore jobs per day. The R980ATF works with a wide variety of wheels, in-cluding virtually all OEM and performance tire and wheel configurations.Reader Service: Go to www.bfeRAPIDRESPONSE.com

The PlatinumNAPAFilter offerstechnology for the latest advancements in synthetic oiland performance oil filters.Featuring a host of oil filter innovations, including wire re-enforced fully syntheticmedia and an ultra-durable Hydrogenerated Nitrile compound anti-drain backvalve (where applicable), thisoil filter provides the ultimateprotection in the NAPA Familyof oil filters. Visit www.napafilters.com for moreinformation.Reader Service: Go to www.bfeRAPIDRESPONSE.com



Harsh winter weather across the country hasbeen not been kind to vehicles. PlastiKote Undercoat protects the underside of vehiclesagainst the ravages of winter. Available in bothprofessional and rubberized undercoating, PlastiKote Undercoat provides durable protectionagainst rust, corrosion, moisture, fumes, dust,heat and cold. PlastiKote rubberized undercoat-ing offers a flexible, non-asphaltic coating thatcontains no asbestos fiber, while professional un-dercoating delivers an effective sound barrier toreduce road noise. Reader Service: Go to www.bfeRAPIDRESPONSE.com

STILLEN’s new AP Radi-CAL Big Brake Kits are now available.Coming from AP Racings’ Radi-CAL caliper, the company has released its new pressure-forged aluminum Radi-CAL caliperline for high performance road use and weekend track use.Using the latest industry software and brake dynamometertesting, the AP Racing Radi-CAL caliper was designed to implement the latest caliper technologies learned throughmore than 40 years of highly successful motorsports participa-tion including more than 725 F1 Grand Prix victories. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Wagner ThermoQuiet Ceramic brake pads featuring the brand’sexclusive 2021-compliant low-copper friction technology have beenintroduced for 2014 Mazda 6 passenger cars and several otherpopular late-model foreign nameplate and domestic applications.Each new ThermoQuiet Ceramic pad features a highly advancedWagner OE21 low-copper friction formulation that is 35 percentquieter and offers 15 percent more stopping power and up to 40percent greater fade resistance than previous Wagner formulations.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Hunter’s Quick Check inspection system, whichperforms a comprehen-sive vehicle inspection inunder three minutes, uses newWinAlign 14 software to communicatewith cutting-edge devices and provide valu-able information about a vehicle’s alignment,brake performance, battery health, tire health andemissions. The Quick Check inspection system buildson Hunter’s patented alignment check system, which measures alignmentangles that affect tire life. The alignment check takes only 58 seconds andproduces total toe and camber measurements for both axles. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Solv-Tec reports that sales of its K-Seal one-step permanent coolantleak repair are rocketing both inthe U.S. and overseas. A recent independent market survey in theU.K. reported that K-Seal is nowthe No. 1 bestselling total coolantleak repair, recommended by nineout of 10 K-Seal distributors. Oneconcentrated 8 oz bottle (P/NST5501) will permanently fix head,head gasket, block, radiator,heater core and water pump leaksin engines up to 12 cylinders.Reader Service: Go to www.bfeRAPIDRESPONSE.com

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ACDelco 22, 23Advance Auto Parts Professional 30ADVICS 21Akebono Corporation 3APA Management Group 11Auto Value/Bumper to Bumper Cover 4Automotive Service Equip 57Automotive Video/AVI 17Bartec USA, LLC 25BendPak Insert, 58CARQUEST Auto Parts 5Ford Parts 7GAAS Cover 3Gabriel 35Hunter Engineering Co. 28Jasper Engines & Transmissions 55K-Seal 15KYB Americas Corp. 29Magneti Marelli Offered by Mopar 16Monroe Shocks & Struts 46, 47Moog Steering & Suspension 42, 43NAPA Cover Call Out, Cover 2, 1, 31Nucap Industries 18, 40, 56, 61O'Reilly Auto Parts 19

Packard Industries 41Parts Master 45Perfect Stop 44Pro-Cut Intl 38Raybestos Brakes Insert, 9Schaeffler Group USA 12, 13Specialty Products Co 48Stellar Automotive (Lube Guard) 49Tenneco/Monroe Brakes 32, 33Tenneco/Walker 14, 50TRW 27University Of The Aftermarket Foundation 37VDO REDI-Sensor 24

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


Advertising RepresentativesThe Tech Group

Bobbie [email protected], ext. 238

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

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

Sean [email protected], ext. 206

Glenn [email protected], ext. 212

John Zick [email protected] 949-756-8835

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

Classified Sales Tom [email protected], ext. 224

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

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

62 March 2014 | BrakeandfrontEnd.com



Quality art never goes out of style. OK, so maybe you don’t remember “TheReluctant Student” from the December 1961 issue of Brake & Front End, butthe message is as important now as it was then — maybe even more so. In the cartoon, we have Joe, who is content with his book of business and his

shop’s operations. Why fix what ain’t broke? Meanwhile, across the street, Samis constantly absorbing new information and trying to improve his service levels and industry knowledge. Over time, Sam gains more business while Joeruns into problems he can’t solve with yesterday’s training. So, are you more of a Joe or a Sam? Before you answer, pay attention to

who is sitting in the front row, learning about the latest techniques and service methods in that last panel.

If Joe can do it, we all can. �

BrakeLights

The Tale of Sam & Joe

brake & front end, march 2014

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