import car, 11.2012

A

November 2012

MAGAZINE

❯❯ MAF Sensor Testing ❯❯TTY Suspension Components ❯❯ Gonzo’s Toolbox

Circle #1 for Reader Service

CONTENTS

Publisher Jim Merle, ext. [email protected]

Editor Mary DellaValle, ext. [email protected]

Managing Editor Jennifer Clements, ext. [email protected]

Technical Editor Larry Carley [email protected]

Graphic Designer Kelly Gifford, ext. [email protected]

Advertising Director Cindy Ott, ext. [email protected]

Circulation Manager Pat Robinson, ext. [email protected]

Circulation AssistantKim Hedgepeth, ext. 260email: [email protected]

2 November 2012 | Import-Car.com

Volume 34, No. 11

22Torque-to-YieldSuspension Components

These bolts and studs thatstretch are becoming more common under the car. They canweigh less and still apply thesame clamping loads. Plus, theclamping loads are more consis-tent and controllable.

A Publication

32

4222

32MitsubishiBrake & Chassis Repairs

Problems on these undercar sys-tems can be detected during rou-tine maintenance. Everything fromloose ball joints to worn-out brakescan be checked while the vehicle ison the rack and, oftentimes, thedriver has no idea there’s a problem.

42MAF SensorTesting Methods

Troubleshooting MAF sensorproblems can become a majorheadache for diagnostic techni-cians because the failure is usuallyone that involves a calibrationerror, rather than an outrightelectrical or mechanical failure.

ImportCar Staff

DEPARTMENTS06 Editor’s Notebook

07 News Update

12 Guess the Car Contest

16 Gonzo’s Tool Box

48 Import Tech Tips

54 Essentials (New Products)

56 Classifieds

59 Ad Index

60 NASCAR Performance

A Publication


Columns

06

07

16

48

IMPORTCAR (ISSN 1069-4714)(November 2012, Volume 34, Number 11): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscriptionservices representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Member BPA International, Inc.Founded 1979. �2012 by Babcox Media, Inc.

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Contributing WritersLarry Bailly, Quality Foreign Auto,

Mill Creek, WA

Bob Dowie, Village Auto Works, Chester, NY

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

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

Bob Dowie, Village Auto Works, Chester, NY

Bob Howlett, The Swedish Solution,Orange Village, OH

Chris Klinger, Precision Incorporated, Tucson, AZ

Steve Louden, Louden Motorcar Services, Dallas, TX

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

Joe Stephens, Stephens Automotive, Palatine, IL

John Volz, Volz Bros., Grass Valley, CA

Babcox Media, Inc.

Editorial Advisory Board

3550 Embassy ParkwayAkron, OH 44333-8318

President Bill Babcox [email protected]

Vice President/ Greg CiraChief Financial Officer [email protected]

Vice President/ Jeff StankardGroup Publisher [email protected]

Controller Beth Scheetz [email protected]

In Memoriam

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

Chairman Tom B. Babcox (1919-1995)

By Mary DellaValle|EDITOR[Editor’sNotebook

W hat’s thevalue ofthe un-

educated consumermindset toward pre-ventive maintenanceand its link to better-performing, safer,longer-lasting, morefuel-efficient vehicles?It’s a whopping $60 billion-plus.

One of the main contrib-utors of unperformed main-tenance is consumer neglectdue to the lack of knowledgeabout vehicle system operation,and the need for system checksat specified intervals.

We want to help you garner

some of those overlooked main-tenance dollars. See the specialMaintenance Matters supple-ment that’s adjacent to thispage. This 24-page piece includes special articles thathelp define the profit potentialavailable within the mainte-nance category, and providesuseful information to help yousell maintenance services toyour customers.

In the “Maintenance Chroni-cle” sections we feature aneight-bay shop located inAlexandria, VA, and a three-bay shop in Akron, OH.

We’ve documented their

maintenance service workflowover a two-week process, as a

means to showcasethe sales andprofit poten-

tial in vehiclemaintenance

services. Preventive

maintenancechecks and thor-

ough inspections byshop owners and

technicians can drivethe purchase and

installation of filters,wiper blades, lighting,

oil, shocks and struts, batteries,antifreeze, tires, belts and hose,and other maintenance-relatedparts and equipment.

So what are you waiting for?Tout the advantages and valueof preventive maintenance.Showcase your expertise inrestoring the integrity of vehiclesystems. Earn your customers’trust and repeat business. In theprocess, you’ll boost yourshop’s profitability in automo-tive maintenance services.Maintenance really does matter— in more ways than one. IC

Mary DellaValle, [email protected]


Maintenance Matters!Vehicle Checks and Customer Education Yield Unperformed Maintenance Dollars

NewsUpdate]

Import-Car.com 7

Multi Parts Supply (MPS) announced that thecompany has recently undergone the first signifi-cant corporate rebrand in itsnearly 25-year history. The rebrand centers on the taglineand brand theme: Opportuni-ty. The Sum of Our Parts. Therebrand was motivated byMPS’ desire to distinguish itsbrand and better reflect itssingular focus as a develop-er and manufacturer of af-termarket auto parts forfull-line manufacturers andtheir leading global brands.The new brand and associ-ated collateral communi-cates the corporatephilosophy and illustrateswhat MPS defines as its keydifferentiators: culture, people, facilities, process,products and quality.

Commenting on the rebrand, President Brian S.Cohn stated, “Early in ourhistory, it was important forpeople to recognize ourglobal capability and oper-ations. While this messageis still vital to the MPSbrand story, over time, ithas become more criticalthat our industry recognizewhat benefit MPS repre-sents.” Cohn continued,“We dug deep to get atthe heart of what we bringour customer and supplierpartners. The clear answer

was and is opportunity. The sum of our efforts isfocused on bringing them opportunity.”

The final component in thecorporate rebrand is the MPSwebsite, that will be rolledout globally by the end of2012. Multiple language ver-sions of the rebranded web-site are also slated for 2013.

Statement of Ownership, Management and Circulation(Act of August 12, 1970; Section 3685. Title 39. United States Code.)

Publication Title: ImportCar Publication Number: 1069-4714 Filing Date: Sept. 20, 2012Issue Frequency: Monthly Number of Issues Published Annually: 12 Annual Subscription Price:$69Complete Mailing Address of Known Office of Publication: 3550 Embassy Parkway, Akron, Ohio 44333-8318, Summit County. Contact Person: Pat Robinson Phone: 330-670-1234Complete Mailing Address of Headquarters of Publisher: Same as above.Publisher: Jim Merle (address same as above). Editor: Mary DellaValle (address same as above).Managing Editor: Jennifer Clements (address same as above).Owner: Babcox Media, Inc., William E. Babcox (Owner) 3550 Embassy Parkway, Akron, OH 44333.Known Bondholders, Mortgagees and Other Security Holders Owning or Holding 1 Percent or Moreof Total Amount of Bonds, Mortgages or Other Securities: None.Publication Title: ImportCar Issue Date for Circulation Data Below: August 2012.

Extent and Nature of Circulation: Average no. Actual no. copies each copies of issue during single issue preceding nearest to 12 months filing date

A. Total Number of Copies 30,131 30,376B. Paid and/or Requested Distribution

– Outside County Paid/Requested Mail Subscriptions Stated on PS Form 3541 28,968 27,991

C. Total Paid and/or Requested Circulation 28,968 27,991

D. Nonrequested Distribution – Outside County Nonrequested Copies Stated

on PS Form 3541 113 1,355– Nonrequested Copies Distributed Outside the Mail 787 765

E. Total Nonrequested Distribution 900 2,120F. Total Distribution 29,868 30,111G. Copies Not Distributed 264 265H. Total 30,132 30,376I. Percent Paid and/or Requested

Circulation 97.0% 93.0%

Publication of Statement of Ownership will be printed in the November 2012 issue of this publication.I certify that the statements made by me above are correct and complete.

Pat Robinson, Circulation Manager September 20, 2012

Multi Parts Supply Announces First Significant Corporate Rebrand


[NewsUpdate

Babcox Media is saddened to announce the passing of Mary Rebecca “Becky” Babcox, a long-time automotive aftermarket industry veteran. Becky diedpeacefully on Oct. 15, 2012, inAkron, OH, after a long battlewith Multiple System Atrophy(MSA). She was 60 years old.

For many years, Becky was co-owner of Babcox Media, alongwith her brother, Bill Babcox. Together, they were the thirdgeneration of the Babcox familyto run the company founded by their grandfa-ther, Edward S. Babcox in 1920. Becky retiredfrom the company in 2006, after nearly 30 yearsin the business. She was named “Woman of theYear” by the Car Care Council Women’s Boardthat same year.

In addition to serving as Corporate Secretaryof Babcox, Becky was Publisher of AutomotiveRebuilder magazine, known today as EngineBuilder magazine. She was an active participantin the rebuilding industry, serving as a boardmember of the Production Engine Remanufactur-ers Association (PERA) and numerous other after-market associations, including the Engine

Builders Association (AERA), theAutomotive Parts Remanufactur-ers Association (APRA) and theCar Care Council Women’s Board.

Becky was well-known and respected for her contributions tothe industry and made manyfriends among aftermarket pro-fessionals during her years ofservice. With her warm andfriendly nature, Becky couldn’twalk down the aisles at tradeshows without receiving abundanthellos from admiring industry

peers. All those who knew her would say hergenerosity was unmatched. She lived life with apositive attitude and even in the end stages oflife never relinquished her characteristic graceand humility.

In addition to her significant career accomplish-ments, Becky served her beloved Akron commu-nity by giving time and energy to GoodwillIndustries, Planned Parenthood, Junior League ofAkron, The Akron Garden Club, Old Trail Schooland many others.

Becky was a graduate of Emory University andreceived her MBA from The Ohio State Univer-sity. She is survived by her son, Rob.

Longtime Babcox Media Executive Becky Babcox Passes Away

MAHLE Clevite Inc. recentlylaunched its new MAHLE Original filters website —www.mahleoriginalfilters.com.The site includes detailed infor-mation, advanced search fea-tures and informative videos

that are specific to the MAHLEOriginal filter product line.

“This new site allows us totransfer detailed information onour extensive filtration programand technical information to ourcustomers,” said Ted Hughes,

manager – marketing, MAHLEClevite.

The website includes a sec-ondary search function dedi-cated to the repair shop ownerthat is location specific. Withthe input of a zip code, theshop owner will receive the per-centage of European VIO that isspecific to that area.

MAHLE Clevite Launches New Website


[NewsUpdate

As the winner of the 2012 LIQUI MOLY Team Engstler PitCrew Contest, Clint Fryman experienced racing action atits best on Sept. 23 in Sonoma, CA, when the World Tour-ing Car Championship came to the States for the firsttime ever!

Said Fryman of his experience, “I’ve always wanted toknow what it was like to be on a team. Having that oppor-tunity at an FIA World Touring Car Championship eventwas beyond what I could hope for. Everything from thepre-race festivities on the grid, to pushing the worn racetire cart up to the garage at the end was memorable.

“The next time I’m at a race enjoying myself, I’ll remem-ber how much hard work and dedication it takes from be-hind the wall and in the garages, not just on race day, butevery day taking cars and equipment all over the world.”

An avid race fan, Fryman says he can’t miss the vintageraces at the Mid-Ohio Sports Car Course and camping outfor the Indy cars has become a tradition with his friends.He’s also been to a few U.S. Grand Prix races, and has attended several Moto X races. He works at Blagoi’s Inter-national Car Service in Columbus, OH. Part of the shopteam for 15 years, he services and repairs the shop’s mainvehicle lines, VW/Audi, Mercedes-Benz and BMW, in addition to Jaguar, Land Rover and Asian imports.

Mitchell 1 announced the release ofSureTrack, a new all-in-one repair information resource to help aftermarketautomotive shops increase accuracy andefficiency from diagnosis to completedrepair. “SureTrack combines a powerfulsuite of resources that will set a newstandard for automotive repair excel-lence by bridging the gap betweensymptom and accurate repair,” said BenJohnson, director of product manage-ment for Mitchell 1.

The result of a collaborative develop-ment effort between Mitchell 1 andSnap-on, SureTrack is the industry’smost comprehensive source of expertknowledge for professional technicians,combining diagnostic experience withrepair timesavers and detailed parts replacement records, all wrapped in aninteractive forum. Vehicle-specific datais generated from millions of successfulfixes and consolidated from multiplesources — parts data, diagnostic troubleshooting procedures and repairexperience — eliminating the need toaccess multiple databases and web-based forums to gather and analyze theinformation.

SureTrack will be available by subscrip-tion as a standalone product and as anoptional module within ProDemand fromMitchell 1. Visit www.mitchell1.com orcall 888-724-6742.

ImportCar Congratulates Clint Fryman as Winner of the LIQUI MOLY Pit Crew Contest

MITCHELL 1 ANNOUNCES‘SURETRACK’ RESOURCE FOR REPAIR INFORMATION


[NewsUpdate

#9

GUESS THE CAR! WIN $50!

October Solution: Hyundai Sonata

Solved by: Bill Rogers, president, The Auto Clinicof Mansfield, Mansfield, OH

CONGRATULATIONS Bill!

What vehicle MAKE does the picture on theleft represent? Submit your guess with ouronline contest form by visitingwww.Import-Car.com/guessthecar.

The winner will be randomly selected fromcorrect entries and awarded $50. Entriesmust be received by December 1, 2012.

#8

Federal-Mogul Introduces Interactive Local Market Technician Support Platform at AAPEX

Federal-Mogul unveiled an extensive new in-market product,brand and technical support plat-form for vehicle service providersat AAPEX. The new platform features a team of ASE-certifiedspecialists and sophisticated tech-nical support vehicles that will bedeployed throughout NorthAmerica with the capability toreach thousands of service profes-sionals each year. The platformwas featured in Federal-Mogul’sAAPEX exhibit.

“Automotive service profes-sionals face new diagnostic, re-pair and customer servicechallenges every day,” said JayBurkhart, senior vice president,global markets, Vehicle Compo-nent Solutions, Federal-Mogul.“We believe it’s our responsibility

as a leading manufacturerto offer a comprehensivetwo-way communicationplatform that provides valu-able daily support of theseprofessionals on a one-to-one basis. This platform willserve as a hands-on, in-mar-ket interface with the thousands of professionalswho specify and install our prod-ucts on the job.”

“Technicians will be able tohold our products in their handsand see how and why they’re thebest choices for their customers’vehicles,” Burkhart continued.“This one-to-one connection hasbeen missing for too long in theaftermarket, yet it’s more impor-tant than ever given today’s increasingly sophisticated vehicle

systems and rising consumer expectations.”

Federal-Mogul also offers areal-time electronic informationsystem, www.fme360.com,which enables service profession-als to access the latest news re-garding the company’s productsand programs, as well as an extensive virtual library of techni-cal resources and other business-critical tools.

Employees of Babcox Media, industry manufacturers and ImportCar advertisers are not eligible to enter.


[NewsUpdate

By Ed Sunkin, editor, Underhood Service

DENSO Sales California,Inc., announced its plansto reorganize its aftermar-ket operations and estab-lish an AftermarketBusiness Headquarters forthe Americas in Long Beach,CA. The move will be completed on April 1,2013, and will include a new name — DENSO Products and Services Americas, Inc.

Richard Shiozaki, senior vice president DENSO

Sales California, made the announcement at an AAPEXpress conference, saying thechange mainstreams the com-pany’s aftermarket operationsin the Americas and is alignedwith the global aftermarket

growth that was announced at lastyear’s AAPEX.

“This organization change will allow us to develop and launch products more quickly forour customers in the region,” Shiozaki said. “Thenew organization will be responsible for the engi-neering, procurement sales, service and planningfor the aftermarket, heavy-duty OES and non-au-tomotive products.”

Fran Labun, vice president sales group, alsotook the podium and addressed DENSO’s expanded coverage plans for eight of its after-market product lines — O2 sensors, A/C compressors, radiators, condensers, fuel pumps,alternators, starters and coil-on-plug units.

“We have experienced tremendous growth inour aftermarket product sales in the last threeyears,” said Labun. “This expansion of our prod-uct line coverage, especially domestic modelcoverage, is the next step to achieve our goal ofmore than 10% growth each year by 2015.”

Labun also highlighted product statistics aboutDENSO, saying, “Now, with 30,000 applicationsand 1,227 part numbers, we offer coverage for99.9% of all vehicles through model year 2012.”

Labun also said DENSO’s thermal business represents two-thirds of the global market share,that it’s the largest supplier of A/C compressorsin the world, and that DENSO is the world’slargest manufacturer of starters and alternatorswith more than 50 years of engineering and manufacturing expertise.

Circle #14 for Reader Service on BendPak insert

DENSO Highlights Expansion Plans at AAPEX Press Conference

Richard Shiozaki (left) and Fran Labun discuss DENSO’s

reorganization plans at an AAPEX press conference.

NewsUpdate]

Import-Car.com 15

ALLDATA LLC has entered into an agreement withRaytheon Professional Services to provide a com-prehensive training site for the automotive industry.

“ALLDATA has always included training as partof a customer’s product subscription,” said ALLDATA Group Vice President Kevin Culmo.

The ALLDATA Training Garage will offer unlim-ited access to 67 technical and 26 businesscourses, in English or Spanish. Subscriptionscome in two configurations: single user or enter-prise, which allows up to 10 users per shop. The93 courses cover important business topics on allvehicle systems to help professionals further theircareers, while helping shops optimize productiv-

ity, enhance customer relations and boost prof-itability. All courses meet the requirements of theNational Automotive Technicians EducationFoundation (NATEF) and are suitable for everyskill level, beginner through expert.

”We work with shop owners every day and weknow how important they feel training is, yet howhard it is for them to balance training and produc-tion,” said ALLDATA President Jeff Lagges. “WithTraining Garage, we’re giving them the relevanttraining they want, but making courses affordableand accessible online — 24/7.”

For more information, visit www.alldata.com/training-garage or call 800-697-2533. IC


ALLDATA’s Online Training Garage Facilitates Productand Career Training


T hroughout the evolution of the modern vehicle, there have been an increasing number of duties taken over by comput-

ers. These computers have not onlymade the engine more fuel efficient,but also more environmentallyfriendly. Nowadays, these systemsare starting to “think” for them-selves and make decisions for thedriver. Things like park assist,keeping a safe distance betweencars on the road and collisionavoidance are just a few examples of the capabilities ofthe modern computer-drivenautomobile.

In some ways, the car hasbecome a thinking, reasoningand quite capable robotic apparatus. You’re not so sureof that? Well, let’s define robotic function and a robot’stask. A robot is a device thatmanipulates its surroundings byway of certain inputs, which aredictated by the software or infor-mation instructions set intoits protocol. In a sense, theinformation is its brain.Not all “robots” are in aform of the walking-talking version; a robot can be stationary and perform one task over and over again.

Take, for example, the Anti-lock Brake System(ABS). This can be considered a robotic function.The ABS module (or brain) is given a task by way

of its programming, and, in turn, watches for certain input signals from various sources such asthe wheel speed sensors, brake pedal application,

and engine and transmission inputs. It’s astationary robot in a non-stationary set-ting. If the system fails to follow the pre-

set instructions, it gives the driver anindication of its condition by way of aservice light.

The necessary repair is still left up tothe technician. I’m kind of glad forthat, as I don’t know if I’m up to deal-

ing with the “Terminator” mental-ity of a walking, talking roboticdevice that inevitability figuresout it’s smarter than itscreator. These days, a moderntechnician uses a computer to talkto the vehicle’s computer. Thatmakes it three “brains” involvedin determining the reason for theservice light: two cyber brains andone human brain. And, each one ofthem has to do its job correctly.

Brain DamageHow Many ‘Brains’ Does it Take to Fix a Car?

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


[Gonzo’sToolbox

Scott “Gonzo” Weaver, gonzostoolbox.com

When one or more of these “brains” malfunctions(and, yes, I do mean the technician’s too), thewhole process of figuring out the problem becomesa lesson in futility.

I recently had a car in the shop that wasn’t commu-nicating with any of my scanners. As the technician,aka “The Human Brain,” it was my task to figure outwhy and where the lack of communication was originating. It wasn’t long before I tracked down theculprit. Not only was the main PCM in the car dead,but so were several other processors. It looked like acase of brain damage to me. All the usual suspectsfor this type of problem, such as power sources,grounds and communication lines, checked out to bein good condition. The test results showed that thecar had been struck by lightning. It appeared thatthis little robotic wonder of modern technology had

been done in by Mother Nature herself. Even in theelectronic age…Mother Nature still rules.

But among the variations of problems a techni-cian can run across, there are those occasions wherethe car is fine, but its second brain (the “scanner”)is damaged in some way. On occasion, I’ve had todeal with an uncooperative scanner. After gettingin and out of a car countless times, and the endlesstwisting and manipulating of the cords and connec-tions, the scanner can come down with its ownform of brain damage. Sometimes, it’s the servicecord at fault, while other times it’s the scanner it-self. (I keep the shipping boxes just in case I have tosend one in for repair.)

The big problem for the consumer these days isthe modern car can’t function without these computers, nor can the modern technician diag-


[Gonzo’sToolbox


nose or repair a lot of the func-tions without a computer to talkto the car. We’ve become so de-pendent on the electronic wiz-ardry of these modernconveniences, that our worldtoday couldn’t function as weknow it without them.

Sometimes, I feel like I’ve gotbrain damage myself when I’mtrying to figure out the multi-tude of problems brought on byall these electronic components.There are numerous problemsthat exist only in today’s cars because of all of these technicaladvancements. You wouldn’t

see some of these problems in acar without a computer underthe hood.

In years past, a lot of car com-ponents were rebuilt right in theshop, and most everything was a“hands-on” repair. A tech removed a part, would take itdown to its individual compo-

nents, replace one or more partsof the original component, andthen reassemble it. That is notthe case today. Most parts areelectronic or have been manufac-tured in a way that the individ-ual parts can’t be taken apart.Most of today’s automotive repairs require a higher degree ofunderstanding of electronics, aswell as mechanical aptitude. You

really need both to be a good techthese days.

Our technical advancementsand electronic world is movingcloser and closer to a place thatour forefathers of just one gener-ation ago would never recognize.It won’t be long before the au-tomatous car is the norm (which

is nothing more than a robot onwheels), and imagine what theywould think of those!

These innovations are enoughto give me brain damage if I everget a chance to stop and thinkabout them long enough. Tech-nology will continue to evolveand dealing with those changesis what today’s successful technician must expertly do. IC


[Gonzo’sToolbox


Today’s automotiverepairs require ahigher degree of understanding ofelectronics, as wellas mechanical aptitude. You really needboth to be a goodtech these days.

W hat do some ball joints, tie rods andsuspension components have in com-mon with engines? The answer is

Torque-to-Yield (TTY) fasteners. These bolts andstuds that stretch are becoming more common onvehicles not just under the hood, but also underthe car. TTY fasteners are mounting fasteners thatare torqued beyond the state of elasticity and,therefore, undergo plastic transformation, causingthem to become permanently elongated.

Some ball joints and almost all tie-rod ends usea tapered stud and hole with a nuton top to secure the stud to theknuckle. The 7-10º angled taper,along with a threaded stud andnut, lock the components to-gether by tensioning thenut and stud. TTY balljoint and tie rod studs

have two advantages. First, they can weigh lessand still apply the same clamping loads. Second,the clamping loads are more consistent and con-trollable.

TTY fasteners were first used for engine headbolts because they required less torque and thetorque that was applied was more evenly distrib-uted. This resulted in even clamping forces onthe head gasket and less distortion in the blockand head.

Some of the first TTY head bolts were used onbi-metal engines with aluminum heads and cast-

iron blocks. The same is true for suspen-sions; the first vehicles to use TTY studsused aluminum knuckles, like those

found on the Corvette. But now, thesetypes of ball joints and tie rod

ends can be found on an increasing number of vehi-

cles. Also, more bolts forshock mounts, bushings and

control arms are now usingTTY fasteners. They are also

used in vehicles with cast-iron knuckles.

Identifying TTYBall Joints and Tie

Rods

The metallurgy and heattreatment of TTY bolts and

TToo rr qq uu ee --TToo --YY ii ee ll dd By Andrew Markel, Editor, Brake & Front End Magazine

TTY FASTENERS[TechUpdate


Suspension Components

regular bolts are different, andyou can sometimes tell one fromthe other by their appearance.TTY ball joints and studs have aninset hex head at the end of thestud. This can be used whentightening to the specified torqueand setting the torque angle.

Always make sure to checkthe service information to getthe right torque for a suspensioncomponent, no matter whattype of fastener it has. If you seean initial torque spec along with

an angle in degrees, it’s a TTY fastener.

Installation

If a ball joint or tie rod is notproperly installed, it could causedamage to the vehicle and thereputation of your shop. Evenworse, it could cause a crash. TTYfasteners just add an extra step tothe torqueing process.

TTY ball joints and tie rods areusually installed dry. Do not

apply any oil, grease, assemblylube or sealer on the stud or ta-pered bore. The reason why isbecause lubricants reduce fric-tion when a bolt is tightened.This actually increases the torqueload on the bolt or stud, whichmay overload and stretch a TTYbolt too far, causing it to break.

Do not use an impact. Most im-pacts can generate twice thetorque needed for the initialtorque setting. If a TTY fasteneris over-tightened, it can stretch

[TechUpdate TTY FASTENERS


If a ball joint or tie rod is not properly installed,it could cause damage to the vehicle and

the reputation of your shop.*

beyond its limits andbreak. The increasedtorque can also causethe female part of thetaper to crack as toomuch clamping force isapplied.

Likewise, aluminumknuckles, upper controlarms and ball joints canbe damaged if they’re not tightened using the correct procedure. Knuckles and upper controlarms can also be damaged if you don’t use a torquewrench and torque angle gauge. Whether you gotoo tight or too loose, if you fail to use the correcttools and procedures, you could be buying aknuckle for your customer’s vehicle and working

for free to install it.Many ball joints may

have an initial torque specas low as 15-30 ft.-lbs. andtorque angles that are between 140º and 225º.Never guess or try to useyour calibrated elbow; always look up the specand use a torque wrench.

The same procedure is also required for tie rodends. Also make sure the washers on the studs arein good condition and installed in the right direc-tion. If a washer splits or fails, it could cause a catastrophic failure.


[TechUpdate


TTY FASTENERS

If a TTY fastener isover-tightened, itcan stretch beyondits limits and break.

Reusing TTY Items

Make sure you check theservice information to seeif a TTY ball joint or tierod end is reusable after ithas been removed. Somemanufacturers recom-mend a joint should be re-placed, while others donot indicate if it should.

For the technicianwho’s trying to avoiddealing with this conun-drum, it may be better toremove the control armwith the knuckle or sepa-rating tie rods betweenthe inner and outer shaft.It’s easier and less expen-sive to sell an alignment,than to face the possibil-ity of a ball joint replace-ment, in some cases. IC


[TechUpdate TTY FASTENERS

Andrew Markel is the editor of Brake &Front End and Servicio Automotriz maga-zines. He has been with Babcox Media formore than 12 years. He is a technicianand former service writer and holds sev-eral automotive certifications from ASEand aftermarket manufacturers. He can bereached at [email protected].


By Bob Dowie, Import Specialist Contributor

BRAKE & CHASSIS[MitsubishiService

This month, we’re going to take look at the Mitsubishi line of cars and some of the

more common problems you’ll see while looking at the undercar area. Since this automaker

offers a solid vehicle lineup at a reasonable price,there are plenty of Mitsubishis on the road, and it’s

safe to assume that they will find their way to yourshop. There’s no reason they shouldn’t be welcomed.

The brake and suspension sys-tems on Mitsubishi’s popularline of cars and SUVs are under-car systems where problems canbe detected during routine main-tenance. From loose ball joints toworn-out brakes, it’s all there tobe checked while the vehicle ison the rack for service and, of-tentimes, the driver has no ideathere’s a problem. That’s why it’sso important that we recommendroutine maintenance to our cus-tomers. Preventive maintenancenot only helps your bottom line,but also lets the customer knowthat the safe operation of theirvehicle is your primary concern.

Noise Issues

If the driver has a noise concern,many times, the best tactic is tohave a tech road-test the car with

the customer to help pinpoint thenoise you’re chasing. At the sametime, it’s a good idea to do a thor-ough safety inspection.

As stated earlier, many timesthe owner is not aware that theyhave a worn suspension compo-nent, or need to have the brakesreplaced. It’s up to us to pointout these problems and advisethe customer on the best courseof action.

Grab the wheel at the 9 o’ clockand 3 o’ clock positions and shakethe wheel side-to-side, checkingfor looseness in the steering sys-tem. It doesn’t take a violentshake to feel the looseness, just afirm input. If you feel some play,have an assistant look for themovement, concentrating on theinner and outer tie rod ends, sidemovement of the ball joint, con-trol arm bushings and wheel

bearing play. Move your hands tothe 12 o’ clock and 6 o’ clock posi-tions and do the same thing. Hereyou’ll pick up play in the strutshaft or mounting, ball joint andcontrol arm bushing, and if therewas any wheel bearing play inthe shake test, it will also be no-ticeable. Finally, spin the wheel tocheck for noises and brake drag.

If play in the bearing is no-ticed, it should be taken care ofwhether it’s quiet or not. Checkthe torque on the axle nut; if it’sloose you’ll have to make a judg-ment call — has someone been inthere or is the bearing or hubshowing wear? If the play is excessive, retorquing has no effect and the bearing isn’tgrowling, it would pay to be surea hub is available before the caris disabled on the lift.

Suspension noises will usually



present themselves in a couple ofways; knocking, squeaking andcreaking are the most common.Squeaking noises are often theresult of tie rod ends and balljoints binding up as a result ofrust buildup. Tie rod ends can bechecked with the car in the air bytwisting the rod; ball joints canusually be confirmed with a kneeto the bumper or rocking the ve-hicle side-to-side.

While you’re pushing, youcan’t help but checkthe struts’ dampeningcondition, but it’s rareto have a noise causedby the strut itself.Using your techni-cians’ stethoscope, it’snot difficult to find theoffending joint anddon’t overlook thesway bar links.

Many Mitsubishi models useball-and-socket-type links thatare also prone to the same typeof failure and creaking noise.Like the tie rod end, a quicktwist with the pliers should pickit up. We’ve had cases whereputting the car up on a framecontact lift and allowing the suspension to droop, temporar-ily eliminates the noise.

Don’t overlook the sway barand its attaching hardware. Anylooseness here will result in anoise that is louder than you’d ex-pect. Check the chassis mountingbushings by gently prying againstthe sway bar and look for anymovement; there should be none.Same with the links; any move-

ment will result in a very notice-able knocking noise.

The only repair warning on themounting bushings is to be carefulwhen removing the bolts that secure the horseshoe bracket to thesubframe. Don’t be stingy withpenetrating oil and use heat, ifnecessary. Breaking the bolts willturn a good job ugly in a hurry.

Removing the nuts on the linksmight be a challenge, as the ruston studs will cause the stud to

spin. If faced with that situation,separate the joint exposing theball end of the stud. A strike witha well-placed pry bar or airchisel is usually all it takes. Withthe ball exposed, grab it with apair of locking pliers, makingquick work of the replacement.

While doing your visual inspection, keep an eye out forrust around the mounting hard-ware. Where there’s rust there ismovement, and where there’smovement there will be noise.When checking for tightness, always loosen the bolt, thenretighten to the proper torque soyou’re not tricked into thinkingit’s tight, when it’s actually stuckin the threads.



Suspension noises will usually present themselvesin a couple of ways;

knocking, squeakingand creaking are the most common.

There are some other commonsuspension issues that will drivecustomers to your shop, the mostcommon of which are vibration,drifting or pulling complaints. Ifthe tires are in poor condition orare mismatched, or if you noticeexcessive or uneven wear, suggestthat they be replaced.

Like noise complaints, it’s always a good idea to road testvibration complaints with thecustomer because a vibration canbe interpreted differently amongcustomers.

Even after you ask all the rightquestions — When does itshake? Where do you feel it? Is itin the steering wheel, or throughthe seat, on the brakes, underload or while coasting? — there’sstill a good chance for miscom-

munication, but a road test willhelp clarify things.

Since Mitsubishis have a FWDconfiguration, we have to keepin mind that axle problems willbe presented as suspension com-plaints. The customer onlyknows that he/she hears a noiseor feels a shake that seems to becoming from under the car.That’s why the initial road test isso important.

When road testing, make noteof when the shake occurs andhow it reacts to driver inputs. Ifyou can drive through the vibra-tion, suspect a tire balance prob-lem. If the vibration seems tochange with the load, look forworn inner CV joints. On high-mileage cars, it can be difficult topick out the offending joint. If

both inner joints show excessivewear, the best course of action isto replace both.

Most poor-handling com-plaints will have the customerrequesting a wheel alignment.Hyundai gives us very littlealignment adjustment; on mostmodels, only toe is adjustable. Ofcourse, having the proper toe set-ting is important to handling aswell as tire wear. But, it won’tusually change enough to causea handling problem.

Ask if there were events thatled to the car’s handling problem.Were the tires recently replaced orrotated, or did your customerhave a flat repaired or put air inthe tires? Here in the Northeast,

suspension-damaging pot-holes are a very real threat,but it sometimes takes a re-minder for the customer torelate them to their problem.

Handling complaints canvary, but most come downto the car doesn’t go straightor it wanders. The first placeto look is at the tires’ condi-tion and pressure. Don’toverlook tire sizing; it takesminutes to measure the cir-cumference and the ideal sit-uation is they’ll all match.But anything more than a




While doing your visual inspection, keep an eye out for rustaround the mounting hardware. Where there’s rust there ismovement, and where there’s movement there will be

noise.

1/8-in. variance will cause a pulling problem. Wan-dering problems, caused by loose parts, should havebeen found during the initial inspection, but if noth-ing was found there, check the toe.

Brake System

Another undercar system that can be responsible formore noise complaints than the suspension are thebrakes. Most complaints will be squeak-related, with

the common metal-on-metal grinding taking a closesecond. Both of these noises relate to the pad. Thegrinding noise is almost always the result of wornpads and the backing plate contacting the rotor, andwe all know how to deal with that. To a lesser ex-tent, you’ll also get some knocking complaints.

Squeaking can be the most challenging and is oftenevident after the brakes have been serviced. The bestway to deal with brake squeal is to prevent it in thefirst place. While we’re all familiar with brake serv-ice, it never hurts to review good practices.

By now, I’m sure we’re all aware of the risk in-volved with pushing contaminated brake fluidbackward through the anti-lock brake system. Therisk of creating blockages in the ABS modulator isjust too great to overlook. There’s really no reasonnot to open the bleeders and slowly retract the pis-tons, catching the bad fluid in your bleed bottle.

You’re going to bleed and flush the system aspart of the service, so you might as well get rid ofthe most abused fluid right off the bat.

No matter where you live, there’s no debatingthat brakes live in a hostile environment that re-sults in rust and corrosion that have to be takencare of to ensure a quality and quiet repair.

As the pads are being removed, it’s important tolook for anything that isn’t moving freely and forpads that are worn evenly. Anything else indicatesthat the workload isn’t being distributed evenlyand there’s a good chance that the pads are hanging up.

As the pads are being replaced, the system inspection should continue. Open the bleeder andpush back the pistons on the calipers. On thefront, we use a C-clamp between the outer padand the back of the caliper. It should take little effort to retract the piston and move the caliperaway from the outer pad. If excessive effort is required, don’t force it; instead look for an indica-tion of what’s binding and remove the caliper tofurther investigate. If the slides are frozen, it willbe evident if the piston retracts easily with thecaliper removed.

Make note if the pads are sticking in the carrier;

Import-Car.com 39

MitsubishiService]BRAKE & CHASSIS

either way, lubricate andservice the sliders as wellas the carrier. Be sure toremove the anti-rattlehardware in the bracketto clean the rust behindthem; it’s that rust thatwill bind the pads, andany binding will result innoisy operation, as wellas poor brake perform-ance. When installing thenew pads, be sure to lu-bricate any area wherethe pad contacts thebracket, and insulate thepad backing from thepiston and caliper.

Squeaks are the result ofthe pads vibrating againstthe piston and bracket when the brakes are partially applied. If possible, always install new insulatorshims with a little brake lube between the shim andthe pad.

It’s always a good noise-prevention practice to replace or machine the rotors when pads are replaced. Of course, we live in the real world andthat’s not always possible. If you’re installing newpads against the old rotors, be sure the pads aren’tgoing to contact an area of the rotor that the oldpads didn’t. In some cases, the unused area of therotor can be cleaned up. In others, it’s best to advisethe customer and note on the invoice that withoutreplacing the rotors noisy operation is a possibility.

You’ll also see many of these cars equipped withdrum brakes in the rear that will add to the noise issues. The most common is a grinding noise causedby accumulated brake dust that’s most noticeablewhen the vehicle’s driven after a prolonged stop.The debris will collect at the bottom of the drumcausing a noise that will go away as the car isdriven. The repair is as simple as cleaning the drumsand brakes, and giving the system a good visual inspection.

Don’t overlook thehardware in that inspec-tion. You can avoid a fu-ture noise complaintcaused by broken hard-ware being ground up inthe drum by identifyingany bad hardware now.Another concern is abuildup of rust on thedrum that causes interfer-ence with the backingplate. Depending on theextent of the rust, it canbe cleaned off, but it’soften more cost-effectiveto simply replace thedrums.

The last noise we’ll talkabout is a knocking

noise, and it’s caused by the brake pads rattling inthe brackets. It takes very little movement to resultin a fairly big noise. Diagnosis is straightforwardand can be performed on the initial road test.

As you’re driving over that potholed road, applylight pressure to the brake pedal; not enough to slowthe car, but just enough to hold the pads tight. If thenoise is gone, you can bet the pads are moving. Thisdriving scenario will also highlight any brake squealnoises you weren’t able to duplicate. If the pads aremoving, a hardware kit should provide you with allthe parts you need to quiet the noise. IC



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

T roubleshooting mass airflow (MAF) sensorproblems can become a

major headache for diagnostictechnicians because the failureis usually one that involves a calibration error rather than anoutright electrical or mechani-cal failure. Because calibrationerrors tend to be “gray-area”types of problems, let’s beginby looking at the basics of howa “hot-wire” MAF sensormeasures airflow through anengine running at variousspeeds and loads.

BASIC PRINCIPLES

In general, a “hot wire” MAFsensor produces an input to thePCM when a low-amperageelectrical current is passedthrough a metal-film resistorsuspended in the MAF’s air stream. The amperageflow through the resistor changes because the elec-trical resistance of the resistor is responding to thecooling effects of rapidly moving air. This variationin current flow, which is a base data input, is thentranslated into a voltage or frequency signal that issent as a secondary data input to the PCM. Insome applications, the PCM translates the base

data input into a grams-per-second (GPS) data lineindicating the metric weight of the air flowing intothe engine. See Photo 1.

Some MAF sensors also include an intake airtemperature (IAT) sensor that helps the PCM cal-culate air density. In other MAF designs, the IATis located downstream from the MAF sensor. Al-though there are different configurations of MAF


By Gary Goms, Import Specialist Contributor

MAF SENSOR[DiagnosticSolutions

Photo 1: The metal film resistor pictured at the center ofthis photo is the heart of the hot-wire MAF sensor.

sensors, most current hot-wireMAFs share the same basic oper-ating principles.

FACTORS AFFECTINGCALIBRATION

“False air” leaking through cracksin the ducting that connects theMAF to the throttle body is a com-mon problem affecting MAF sen-sor calibration. In most cases, falseair leaks will cause low-speedstalling or rough-idling complaints.

Contamination of a MAF’s resistors is, by far, the leadingcause of MAF calibration errors.Oil, dirt or even paper filamentsdetaching themselves from poor-quality air filters can accumulateon the metal-film resistors sus-pended in the intake air stream.

In most cases, contaminationtends to insulate the metal-filmresistor from the air stream,which makes it run hotter thannormal. This generally forces theMAF to underestimate the engine’s intake airflow. On theother hand, a large particle stuckon the resistor, such as an insector particle of vegetable chaff, cancause the metal-film resistor to radiate more heat than it should,causing the MAF to overestimateintake airflow. See Photo 2.

Turbulence in the intake airstream can also affect MAF sensorcalibration. For example, a reversepulse wave in the intake ductcaused by a poorly seating intakevalve or cylinder misfire can momentarily reverse the airflow

Import-Car.com 43

DiagnosticSolutions]MAF SENSOR

Photo 2: When not serviced correctly, some types of oiled-mediaaftermarket air filters tend to contaminate hot-wire MAF sensors.

Photo 3: The primary function of this MAF inlet screen isto reduce turbulence occurring in the intake air stream.

into the MAF. While diagnosingsuch problems are beyond thescope of this text, remember thatintake manifold tuning valvefailures, valve-timing problems,and restricted intake or exhaustsystems usually reduce airflowthrough the engine. See Photo 3on page 43.

At the other end of the turbu-lence issue, remember that theoriginal equipment air filter andintake air box are specificallydesigned to reduce turbulence

into the MAF sensor assembly.Replacing the original equip-ment air intake system with var-ious customized intake systemscan increase air turbulence and,thereby, cause a calibration errorresulting in an engine perform-ance complaint.

DIAGNOSTIC STRATEGIES

It’s obvious that MAF calibrationerrors can be difficult to diag-nose because the PCM’s pro-

Contamination is a key reason why MAF sensors fail and require replacement. As air, dirt and other debris get into the sensor, theparts become contaminated and fail. Drivers often notice sluggishperformance, rough idling, poor acceleration or even stalling. Theremay also be a more frequent need to refuel.

Contamination could even occur as early as at every 18,000-25,000miles, depending on the vehicle model. For example, with small orcompact cars, the MAF sensor can clog quicker, as it is placed in asmaller engine bay subjected to more risk in critical areas (oil vaporflows and combustion debris). In this case, a replacement becomesthe equivalent of a long drain oil service…it almost becomes a serv-ice-style repair.

Other common failure problems include: • Contact fault at the electrical connections;• Damaged measuring elements;

• Mechanical damage (vibrations, accident); and• Measuring element drift (exceeding the

measuring framework).A problem with the mass air flow sensor often

causes the ”check engine” or ”service engine soon”light in the vehicle instrument panel to illuminate.These lights come on when the engine computerdetects some fault in one of the components of theemission control system.

Symptoms of failure include:• “Check engine” or “service engine soon”

light is on;• Hesitation/stall on rapid acceleration;• Poor engine running at idle and/or surge;• Excessive vibrations when stationary; and/or• RPM’s changing noticeably without driver

input.How to troubleshoot a MAF sensor:The following steps should be taken into account during MAF

sensor troubleshooting:• Check the connector for a correct fit and good contact.• Check the MAF sensor for damage.• Check the measuring elements for damage.• Check the voltage supply with the ignition switched on

(circuit diagram for pin assignment is necessary). Ref. value: 7.5-14V

• Check the output voltage with the engine running (circuit diagram for pin assignment is necessary). Ref. value: 0-5V

• Check the connection cables between the removed control unitconnector and sensor connector for transmission (circuit diagramfor pin assignment necessary). Ref. value: approx. 0 ohm.

• Conduct an electronic test of the MAF sensor by the enginemanagement control unit. If a fault occurs, a fault code is storedin the control unit and can be obtained using a diagnostics unit.

Courtesy of Delphi Product and Service Solutions.

Why Do MAF Sensors Fail?



grammed diagnostic strategy often doesn’t haveenough data inputs from other sensors to rationalizeor analyze MAF sensor performance. Consequently,many master diagnostic technicians have devised anumber of diagnostic strategies that, in one form oranother, can be used to diagnose MAF calibration er-rors. With “indicative” saying “maybe” and “defini-tive” saying “pass or fail,” I’ll give you my opinionof how effective each method of analyzing MAFperformance might be.

GRAMS PER SECOND

Off the top, I’ll say that a few entry-level Asiannameplates use the GPS method to analyze MAFperformance. Forexample, an OEprocedure might in-clude GPS readingsat idle, at 1,500rpm, and perhapsat 2,500 rpm, to analyze MAF per-formance. Some aftermarket trainershave also suggestedthat the GPS num-ber on a good MAF will equal the engine’s displace-ment in liters at idle speed. In other words, 3 GPS atidle would be correct on a 3L engine. According tomy own experience, grams-per-second is an indica-tive, rather than definitive, analysis of MAF performance.

VOLTAGE AND FREQUENCY

Voltage tests are similarly more indicative ratherthan definitive. In many applications, idle speedvoltages should hover around 0.7 volts. The “airgulp” test uses a labscope to display the MAF out-put voltage increase during a snap-throttle test, andshould show the voltage rising from about 0.7 to ahigher voltage that’s dependent upon the condition

of the MAF and of the engine and exhaust system.In my opinion, voltage and frequency testing yieldsindicative rather than definitive results when at-tempting to diagnose MAF calibration problems.

VE TESTING

Volumetric efficiency (VE) testing assumes that theindicated GPS should agree with the calculated airvolume or GPS flowing through the engine. A metricVE calculator using grams-per-second airflow can belocated by using an Internet search engine. Keep inmind that VE calculators applied to naturally aspirat-ed, stock engines generally produce definitive results.

CALCULATED VALUES

Some on-board diagnostic systems display a calculat-ed barometric pressure value and/or a calculatedload value. Calculated load is a value produced bythe PCM by rationalizing inputs from (among others)the MAF, engine speed and throttle position sensors.While calculated load varies among most vehicles,the calculated load at wide-open throttle at higherengine speeds should be at least 80%. If recorded cal-culated load can be compared with an identical en-gine configuration, so much the better. Since it’s lesslikely that the throttle position and engine speed in-puts are faulty, calculated load values of less than80% are indicative of a calibration problem with theMAF sensor or of a restriction in the engine’s fuel, airintake or exhaust system. See Photo 4.



Many master diagnostic technicianshave devised a number of diagnostic strategies that, in oneform or another, can be used to diagnose MAF calibration errors.


Some applications also use the MAF, TP and en-gine speed inputs to estimate barometric pressure(BARO). The BARO value might be expressed as afrequency (Hz) or as inches of mercury (“Hg). Inany case, if the recorded barometric pressure isn’tequal to local barometric pressure, it’s indicative ofa calibration problem with the MAF sensor or a re-striction in the engine’s intake or exhaust system.

BASIC FUEL TRIM ANALYSIS

Engineers program a “fuel map” into the PCM thatindicates the exact amount of fuel required to meethundreds of different operating conditions. Since thisfuel map is monitored by the oxygen or air/fuel ratio(AFR) sensors, fuel might need to be added or sub-tracted to bring the oxygen or AFR sensors back to“center” or to a chemically correct stoichiometricvalue. More fuel being added to the programmed fuelmap value results in a positive “fuel trim” number,while subtracted fuel results in a negative fuel trimnumber.

Most MAF calibration problems are indicated bythe classic P0171 and P0174 DTCs. Fuel trim analy-sis can be tricky because intake manifold vacuumleaks and insufficient fuel supply can also set theseDTCs. Negative fuel trim numbers caused by minorintake vacuum leaks generally disappear underheavy engine loads. Positive fuel trims caused byleaking fuel pressure regulators and injectors alsotend to disappear under increased engine loads.

Short-term fuel trims reflect the immediate demands of the engine, while long-term fuel trimsare an average of short-term fuel trims. Fuel trims

of plus or minus 10% are considered normal, whileplus or minus 25% will generally set an appropriateDTC. See Photo 5.

But negative fuel trims at higher engine loads canalso be caused by dirty MAF sensors or by low fuelpressures. Consequently, it’s important to eliminatefuel delivery issues by testing fuel pump pressuresand volumes before assuming that the MAF sensoris truly defective. In most cases, a defective MAFsensor will reveal itself through a combination ofthe evaluation techniques mentioned above.

Last, it’s important to understand that the metalfilm resistors generally lose their calibration due tonormal wear and tear. While a careful cleaningmight restore a MAF sensor’s basic calibration, thatlevel of calibration might not pass one of the manydifferent exhaust emissions tests enforced through-out the U.S. So, if you’re in doubt, it’s best to always replace a MAF sensor suffering from a suspected calibration defect. IC

Import-Car.com 47

DiagnosticSolutions]MAF SENSOR

Photo 4: A calculated load of 55% at 43 mph cruising speedcould be considered normal for this 2002 Toyota 4Runner.

Photo 5: Short-term fuel trims of 16-17% indicate that thePCM on this 2001 Mazda is adding fuel to maintain a normal14.7:1 air/fuel ratio.

Gary Goms is a former educator and shop ownerwho remains active in theaftermarket service industry.Gary is an ASE-certifiedMaster Automobile Techni-cian (CMAT) and has earnedthe L1 advanced engine per-formance certification. Healso belongs to the Automo-tive Service Association(ASA) and the Society of Automotive Engineers (SAE).


HYUNDAIRESETTING PCM/TCM ADAPTIVE VALUES

Caution: After replacing atransaxle or reprogramming thePCM/TCM, to improve the shiftquality condition, follow thisprocedure to reset and relearnthe adaptive learning.

The PCM or TCM containslogic to adjust solenoid dutyand line pressure as needed tocompensate for normal clutchwear over the life of thetransaxle. This bulletin pro-vides the procedures necessaryto reset (erase) and “relearn”the PCM/TCM adaptive values.

After the following repairshave been completed, thePCM/TCM adaptive valuesmust be reset in order to pro-vide optimum shift quality:

– Replace automatic transaxle– Reprogram or exchange a

PCM/TCM from another vehicle.

I. Reset PCM/TCM AdaptiveValues with GDS:

1. Attach a GDS and selectVIN and A/T menu. See Fig. 1.

2. From the main screen,select “Option Treatment.”

3. Select “Resetting Auto TIAvalues” and follow the screenprompts.

Turn the ignition key off for10 seconds.

II. Relearn Adaptive Values:Note: After the adaptive val-

ues have been reset (erased), an“adaptive learning” proceduremust be completed.

4. Attach a GDS and select


[ImportTechTips

Fig. 1: Hyundai

Hyundai ATF Temperature Ranges

Model Engine TPS ATF Temperature for Learning122–194°F 50-122°F (50–90°C) (10-50C)

2000 Accent 1.6L 25-35% All

2001-’06 Elantra 1.6L 25-35% All

2007 Elantra Sedan 2.0L 25-35% 11/21/2001 11/21/20012009 Elantra Touring 2.0L 25-35% All

2003-’08 Tiburon 2.0L, 2.7L 25-35% 1997-2001 MY 2003 MY

2005-’09 Tuscon 2.0L, 2.7L 25-35% 2005 MY

2010 Tucson 2.4L 15-20% 140-240°F (65-115° C)

2001-’06 Santa Fe 2.4L 25-35% 2001-’02 MY 2003 MY2.7L 25-35% 01/17/2002 01/17/20023.5L 25-35% 2003 MY

2007-’09 Santa Fe 2.7L, 3.3L 25-35% All

2010 Santa Fe 2.4L, 3.5L 15-20% 140-240°F (65-115° C)

1999-2005 Sonata 2.4L, 2.7L 25-35% 11/20/2001 11/30/2001

2006-’10 Sonata 2.4L, 3.3L 25-35% 2006MY

2011 Sonata 2.4L, 2.0L 15-20% 140-240°F (65-115° C)

2011 Sonata Hybrid 2.4L 15-20% 104-174°C (40-90° C)

2001 XG300 3.0L 25-35% 2001MY

2002-’05 XG350 3.5L 25-35% 2002MY

2006-’10 Azera 3.3L, 3.8L 25-35% All

2011 Azera 3.3L, 3.8L 15-20% 140-240° F (65-115° C)

2007-’08 Entourage 3.8L 25-35% All

2007 Veracruz 3.8L 25-35% 151-230°F (66-110° C)

2009 Genesis Sedan V6 3.8L 25-35% 122-248° F (50-120° C)

2009 Genesis Sedan V8 4.6L 13-17% 122-248° F (50-120° C)

2010 Genesis Coupe 14 2.0L 10-13% 68-248° F (20-120° C)

2010 Genesis Coupe V6 3.8L 15-20% 122-248° F (50-120° C)

2011 Equus 4.6L 13-17% 122-248° F (50-120° C)

VIN and A/T.5. Select Current Data and “Throttle Position.”6. Drive the vehicle until the ATF temperature

is within the range shown. See chart on page 48. 7. Ask an assistant to monitor the GDS.

Accelerate from a stop at the specified IPS speci-fication while the transmission shifts throughgears 1-2-3-4-5-6 and decelerate slowly to a stop.Stop for five seconds. Repeat five times.

Note: Hold the accelerator pedal steady duringthe upshifts.

Caution: Do not exceed legal speed limits.If additional adaptation is needed, perform the

following additional procedures:8. Perform several sequential downshifts (5-4,

4-3, 3-2 and 2-1) at small-to-moderate throttleopenings.

9. Perform several skip shifts (6-4, 5-3, 5-2, 3-1,etc.) at moderate-to-large throttle openings.

10. With the vehicle stopped, move the shiftlever from P to N to D and back, stopping threeto five seconds in each gear. Repeat five times.

Note: Adaptive learning occurs only within theATF temperature ranges shown in the chart.

Courtesy of ALLDATA.

BMWELECTRIC POWER STEERING IS NOT WORKING PROPERLY

Vehicle Application: 2003 Z4 2.5L and 3.0L, and2004 Z4 2.5L

Customer Concern: The electric power steeringis not working properly.

Potential Causes: Defective electric motor powersteering (emps), blown fuse or damaged wiringharness.

Tests/Procedures:1. The electric power steering system on this

vehicle is a one-piece unit that has the controlmodule and the power steering assist motor.

2. Check for proper power and grounds at themodule. Fuse 22 and fuse 64 both feed theassembly. They provide battery voltage on thered wire and the green/white wire.

3. The brown wire should be chassis ground.4. Other wires are for communication and a

signal from the steering angle sensor. These val-ues can be checked in the datastream of a scantool, but should not be a problem if there are norelated codes stored for them.

Tech Tips: The power steering assembly shouldalways have a centering clip installed on theshaft whenever it’s removed from the vehicle.Once installed, the clip can be removed. A newmodule should have the clip installed; if not,return the module and get another one. Neverinstall a used one because they will not be cen-tered and clipped properly. New modules alsorequire coding and steering angle initializationafter installation.

Courtesy of Identifix.

SUBARUIMPREZA WITH DTCS P0705, P0851, P2746,P2750 AND/OR NO CRANK, NO START

If you receive a customer concern of a Check Enginelight, AT Temp light or a no engine-crank condition,the wiring harnesses to the transmission range sen-sor (inhibitor switch) should be closely inspected fordamage or a short circuit to the CVT transmissioncase. In addition, Slow-Blow Fuse (SBF)-6 in theMain Fuse Box (M/B) may also have failed.

The new-style inhibitor harness assembly wasincorporated into CVT production starting withtransmission #048056 in the following vehicles.

Model VIN4-Door C*025294 5-Door C*233297

Harness Assembly Inhibitor: New Part #:31911AA041; Old Part #: 31911AA040

Service Procedure: 1. If any of the above DTCs are stored in mem-

ory, inspect the harnesses closely for damage orchaffing in the areas shown in Fig. 2 on page 52.If no harness damage is found, diagnose eachDTC per the appropriate service manual.

2. If DTC P2746 or P2750 is stored in memory


[ImportTechTips

at the same time, the freeze-frame data shows vehicle speed(VSP) to be “0” and the servicemanual troubleshooting resultsdo not indicate a current faultis present, check to see if theinhibitor switch wiring harnessis out of position as shown inFig. 3.

Another possible cause isapplication of the acceleratorbefore full engagement of theCVT is complete. This can occurwhen shifting between N andD, N and R or P and R, com-bined with an extended pausebetween selecting of theseranges and might be confirmedduring a road test with the cus-tomer. TCM reprogrammingwill be available in the futurefor this condition, but, untilthen, suggest avoiding thedescribed driving pattern.

3. If DTC P2746 and P2750 arestored in memory at the sametime, review your findings withthe customer and try to deter-mine exactly when the CEL illu-minated. Ask if there were anydriveability issues or opera-

tional concerns with the CVT,such as unusual shift shock orpossibly a harsh engagementwhen shifting into gear. If youare not familiar with normalCVT operating characteristics,it’s recommended you comparewith a like vehicle before proceeding. If you confirm adriveability concern asdescribed, and ruled out anynormal CVT characteristics,

there may be a concern with thecontrol valve body. In this case,replace it and then perform theLearning Control procedure tocomplete the repair.

Any damaged wiring harnessmust be replaced following theprocedures listed in the servicemanual and routed as shown inFig. 4. If the casting reinforce-ment bars of the transmissioncase are found to have sharp

edges, carefully smooth themout using a file prior toinstallation of the replace-ment harness.

The revised harness andretaining clip position havebeen incorporated into pro-duction and replacement partsto provide additional clear-ance between the protectiveouter covering and the trans-mission case.

Courtesy of Identifix. IC


Fig. 3: Subaru Fig. 4: Subaru

Fig. 2: Subaru

[ImportTechTips


BendPak Inc. hasadded a new heavy-duty lift to its lineup.The new PCL-18portable column liftsystem features adesign that’s easierto use and reducesoperator fatigue.Six-inch diameterCush-Ride front wheels feature an adjustable active leaf springdesign that provides variable up-front ground clearance forsmooth traveling over uneven floors, deteriorating asphalt, expansion seams and thresholds. Intuitive touchpad controlsallow you to operate, view and change operation parametersdirectly from each individual touch-sensitive display. Circle #70 for information

NAPA Holiday ToolPromotion — NAPA is thehandy place to get giftsfor a handyman this sea-son. Starting November18, stop into a participat-ing NAPA AUTO PARTSStore and pick up a Gear-Wrench 7-piece Ratchet-ing Wrench Set — in stan-dard or metric, for just$29.99. Or pick a Crescent 5-piece Locking Plier Setfor just $26.99. Promotion ends Dec. 31, 2012, whilesupplies last. Visit www.NAPAOnline.com.Circle #71 for information

OTC has introduced the GenisysTouch, which can be used as a full-function, OE-level graphical diagnosticscan tool, or a J2534 Class 1 & 2communication device for OE flashpass-through reprogramming. Thistool features a 10.1’’ resistive, high-resolution touch-screen display, Win-dows 7 operating system, Internetbrowser, USB and video-out connec-tivity. Technicians can touch-navigatescreen-by-screen even when wearingshop gloves. The AutoDetect softwareautomatically detects and alerts thetechnician of on-tool or web-based repair information.Circle #72 for information

Raybestos brand brake parts, amember of the Affinia family ofbrands, has added brake rotors tothe Raybestos brakes catalog for thefollowing models: 2006-’12 VolvoC70, 2005 and 2009-’12 S40, 2005-’11 V50: P/N 980552R, Brake Rotor –Front; 2005-’07 Mercedes-Benz CL65AMG, 2006 S65 AMG: P/N 980657,Brake Rotor – Rear; 2011-’12 InfinitiM37 and M56 and 2009-’12 FX50:P/N 980951, Brake Rotor – Rear;2012 Honda Civic: P/N 980952R,Brake Rotor – Front; and 2011-’12Hyundai Elantra and 2012 Veloster:P/N 980957R, Brake Rotor – Rear. Circle #73 for information

ACDelco is growing itsportfolio of competitivelypriced Advantage batterieswith two new part numbersfor Kia and Hyundai models— further enhancing ACDelco’s non-GM modelcoverage. The 121RA and124RA ACDelco Advantagebattery part numbers for Kia

and Hyundai are available for order now. These batteriescome with an 18-month, free replacement warranty. Formore information about the ACDelco family of batteries, visitwww.acdelco.com/parts/batteries.

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Import-Car.com 59

Track Talk

When Vic Russell first touredthe Universal TechnicalInstitute-Avondale campus in2002, he had no idea thatdecision would change his lifeforever.

It was during this initialcampus visit that Russell men-tioned his love for racing, andit was that conversation thatultimately led him to NASCARTechnical Institute (NASCARTech) in Mooresville, NC.

“I wasn’t always interestedin a career in racing, but whenI first saw the campus inMooresville, I was hooked,”said Russell. “I was really

interested in a career inforestry, so at the time I wasjust more of a racing fan.”

After some thought anddiscussion with his family,Russell made the move fromStanfield, AZ, to Mooresvilleto pursue an education atNASCAR Tech. It was his timeon campus that helped bringout his passion for the sport,but even after graduating inAugust 2003, Russell still was-n’t convinced that a job on arace team was possible.

“After graduation, I thoughta lot about applying for jobswith notable manufacturerssuch as BMW andVolkswagen,” said Russell.“The racing industry is soniche with so little spots avail-able; I thought I would have a

better opportunity find-ing employment with amainstream brand.”

Luckily for Russell, he gotthe help he needed to breakinto the industry he hadalways loved.

“I was talking to a friendone night and he mentionedhe knew somebody withRoush Yates Racing Engineswho said there was a spotavailable and thought I shouldapply,” recalled Russell.

After a friend made the ini-tial introductions, Russell wasin the shop interviewing, anda short time later, he was afull-time employee with amajor team. Starting in a tear-down position, Russell had towork his way up the ranks.

“When I first started I wasresponsible for taking enginesapart and inspecting themwhen the team would return

from a race,” said Russell. “Iwas willing to do whatever ittook to be a part of the team,so I was excited for the oppor-tunity.”

Now almost 10 years and afew different job descriptionslater, Russell is on the sub-assembly crew where he istasked with maintaining oilpumps, oil lines, distributors,bell housings, plug wires andclutch assemblies.

Day in and out, Russellhelps put the horsepowerunder the Ford powerplants inNASCAR’s top three series. He,alongside coworkers, hashelped Roush Yates RacingEngines earn top honors likethe 2011 MAHLE CleviteEngine Builder of the YearAward in both the NASCARSprint Cup and NASCARNationwide Series.

Regardless of his career success, Russell always remem-bers where he got his start.

“NASCAR Tech did a lot forme and it was a positive expe-rience that helped me getwhere I am today,” saidRussell. “I met a lot of greatpeople and will alwaysremember the camaraderieamong fellow students andinstructors. Those are mygreatest memories of all.”

Russell remains motivatedabout what the future holdswith Roush Yates RacingEngines.

“Each day I think about theidea that the engine I amworking on is the one thatcould possibly win theDaytona 500, and that’s whatcontinues to motivate me.”

NASCAR Tech Graduate Finds Homewith Roush Yates Racing Engines

NASCAR Nationwide Series

Loews Miami BeachMonday, Nov. 19

NASCAR Sprint Cup Series

Wynn Las VegasFriday, Nov. 30

NASCAR Camping World

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Loews Miami BeachMonday, Nov. 19

2012 NASCAR Series Awards

Banquet Schedules

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

www.facebook.com/NASCARPerformance

Working on engines that could potentially win the Daytona 500 is what

motivates Vic Russell. Photo Courtesy of Scott Hunter, NASCAR Productions

import car, 11.2012

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