import car magazine 2014 07
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July 2014
Fuel Injection/Emissions Import Insights False DTCs
A MAGAZINE
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CONTENTS
Publisher
Jim Merle, ext. 280
EditorMary DellaValle, ext. 221
Managing Editor
Chris Crowell, ext. 268
Technical EditorLarry Carley
Graphic Designer
Kelly Gifford, ext. 249
Ad Services (Materials)Cindy Ott, ext. 209
Circulation Manager
Pat Robinson, ext. 276
Subscription ServicesMaryellen Smith, ext. 288
Import-Car.com 1
Volume 36, No. 7
Tech FeatureBrake Pulsation Q&A
Being able to diagnose and solvebrake rotor pulsation problems is
critical to eliminating brake-related service comebacks. Thisbrief Q&A by Brake & Front EndEditor Andrew Markel should helpease any brake pulsation/runout-related service woes.
A Publication
32
5022
3
Diagnostic SolutionsOil Consumption Issues
Due to the variables in enginedesign and operating conditions,
internal engine oil consumptioncomplaints are often the most diffi-cult to solve, says Import SpecialistContributor Gary Goms, as he dis-cusses some of the more commonreasons for internal oil consumption.
5
Hyundai FeatureFuel System/Emissions
Contributing Writer Bob Dowietakes a look at Hyundai fuel injec-
tion, focusing on problems thathave associated driveability com-plaints, the most common of whichare misfire codes, and providesmany clues to help the diagnosticprocess.
ImportCarStaff 330.670.1234
Engine Oil Consumption Diagnostics
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DEPARTMENTS
4 Editors Notebook
6 News Update
18 Gonzos Toolbox
40 Tech Update:Ride Control
60 Import Tech Tips
66 Essentials (New Products)
68 Classifieds
72 Import Insights: Honda
A Publication
2 July 2014 | Import-Car.com
Columns
4
18
40
IMPORTCAR (ISSN 1069-4714)
(July 2014, Volume 36, Number 7): 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 EmbassyParkway, 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.
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Founded 1979. 2014 by Babcox Media, Inc.
Follow us on TwitterBecome a fan on Facebook
Contributing Writers
Bob Dowie, Village Auto Works, Chester, NY
Gary Goms, formerly of Midland Engine
Electronics & Diagnostics, Buena Vista, CO
Bob Howlett, The Swedish Solution,
Orange Village, OH
Scott Gonzo Weaver, Superior Auto Electric,
Tulsa, OK
Bob Dowie, Village Auto Works, Chester, NY
Chris Klinger, Precision Incorporated,
Tucson, AZ
Steve Louden, Louden Motorcar Services,
Dallas, TX
Frank Scandura, Franks 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 Cira
Chief Financial Officer [email protected]
Vice President/ Jeff Stankard
Group Publisher [email protected]
Controller Beth Scheetz [email protected]
In Memoriam
Founder of Edward S. BabcoxBabcox Publications (1885-1970)
Chairman Tom B. Babcox(1919-1995)
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By Mary DellaValle|EDITOR[EditorsNotebook
4 July 2014 | Import-Car.com
With the average age
of all light vehicles
on the road remain-
ing steady at 11.4 years accord-
ing to IHS Automotive
(www.ihs.com), so too is unper-
formed maintenance work
thats ripe for the picking.Total light vehicles in opera-
tion (VIO) in the U.S. also
reached a record level of more
than 252.7 million, an increase of
more than 3.7 million since last
year, according to the IHS Auto-
motive analysis from July 2013.
So, with more vehicles on the
road, and older ones at that,
dont miss the opportunity toexplain the link between regu-
lar vehicle maintenance and
peak-performing vehicles that
boost gas mileage and also
prevent bigger-ticket repairs
down the road.
Looking ahead, IHS forecaststhat the average age of vehicles
is likely to remain at 11.4 years
through 2015, and then rise to
11.5 years by 2017 and 11.7
years by 2019. Because of im-
proved quality and consumers
holding onto their cars and light
trucks longer, the number of ve-
hicles 12-plus years old on the
road continues to grow and willincrease 15% by 2019.
What does this mean to you?
There are plenty of vehicles
on the road in need of repair,
and with a slight uptick in aver-
age vehicle age expected over
the next five years, the mainte-
nance opportunity needle will
continue to go north.
One of the main contributorsof unperformed maintenance is
consumer neglect due to the lack
of knowledge about the need for
vehicle system checks at speci-
fied intervals. So, get in the
habit of educating your
customers about the bene-
fits of regular vehicle care.
Make the case to cus-
tomers that your shop is the onefor all of their vehicle service
needs. And, ensure consistency
in the repair process on every
visit so they will become repeat
customers.
Sales and customer service
training expert Steve Ferrante,
CEO of Sale Away LLC
(www.saleawayllc.com), says,
When the customer can counton consistently great service each
time they do business with you,
their confidence increases and
they are far less likely to shop
around for their vehicle service
needs. But when the customers
experience is inconsistent
exceptional one visit and so-so or
poor the next the customers
confidence is compromised andthey are more likely to consider
competing alternatives.
Bottom line: If you want to
reap the benefits of preventive
maintenance, educate your cus-
tomers and provide an excep-
tional service experience every
time, and you will then earn and
maintain their lasting loyalty. IC
Mary DellaValle, [email protected]
Count Your Service Opportunities
One Aging Vehicle At A Time
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6 July 2014 | Import-Car.com
[NewsUpdate
Whats more impactful than a televi-
sion or radio ad? More visible than
hundreds of roadside billboards?
More jaw-droppingly memorable
than a blimp fly-over? How about the
25-foot-long, 10-foot-high, translu-
cent Monroe OESpectrum shock
absorber that will be driven to more
than 50 North American cities this
summer and fall?Tennecos Monroe Shocks and Struts brand is
betting that its new Everything Gets Old. Even
Your Shocks mobile marketing vehicle will help
millions of consumers learn the importance of
having their shock absorbers and struts inspected
at 50,000 miles. The custom-built, twin-axle, LED-
illuminated shock will be towed by an SUV featur-
ing matching yellow-and-black graphics and
information on how consumers can win prizes by
connecting online with the Monroe brand.The Monroe mobile marketing vehicle will be
driven by two Monroe brand ambassadors who
will interact with consumers during each sched-
uled stop. These brand ambassadors also will
document their 50-city tour via daily text, photo
and video postings to the www Monroe com,
Facebook com/MonroeShocks page and
@MonroeShocks Twitter feed. Tenneco will award
weekly prizes on a random basis to consumers
who share photos and videos of the Monroe
vehicle and its drivers via social media.
Standard Motor Products, Inc. (SMP) launched its
new corporate website, www smpcorp com. The
rollout of this new site is the first in what will be a
series of redesigned websites for the company.Created with the user experience in mind, this
website has been developed utilizing responsive
technology and parallax scrolling design to ensure
compatibility with the latest browsers and mobile
devices. In other words, it looks and performs
seamlessly on a desktop, tablet and smartphone.
SMP has integrated many new features into the
site including an extensive timeline spanning 95
years of SMP history, a corporate news section,
interactive location map, facilities tours, a full
investor relations portal, career opportunities and
much more. As a multi-lingual site, www smp
corp com is available in English, Spanish and
French.
Monroe Hits the Road With Iconic New MobileMarketing Vehicle
SMP Launches New Corporate Website
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8 July 2014 | Import-Car.com
[NewsUpdate
Consumers who purchase any
qualifying Federal-Mogul
Motorparts products during pro-
motional periods can save time
and money while submitting re-
bate materials through a new
digital upload feature. This new
technology enables users to scan
and upload their proof of pur-
chase rather than having to mailin the required materials. This ca-
pability is available now for the
Champion automotive spark
plug consumer rebate and on fu-
ture Federal-Mogul consumer
promotional offers for ANCO,
Champion, Wagner Brake and
Wagner Lighting products.
Federal-Mogul introduced its
consumer-friendly online rebate
tracking and redemption system
in 2012. The new digital upload
capability enables the user to
complete the rebate submission
process, including providing the
required receipt, without print-
ing and mailing. The user cansimply scan their receipt from a
smartphone or desktop scanner
and submit, along with their
name, address and other
required information, via the
corresponding brands online
rebate center.
The Automotive Management Institute (AMI) is accepting applica-
tions for five scholarships including the Tom B. Babcox Memorial
Scholarship and the Arrowhead Specialty Markets High Octane
Scholarship.
The Tom B. Babcox Memorial Scholarship and the Arrowhead
Specialty Markets High Octane Scholarship help cover expenses
for recipients to attend the Congress of Automotive Repair andService (CARS) in Detroit, July 31-Aug. 2.
The $1,000 Tom B. Babcox Memorial Scholarship was established
by EXCEL, in conjunction with Babcox Media. Its awarded to an
ASA Mechanical Division member business in good standing that
displays a desire to improve their business skills through
management education.
To request a scholarship application, call AMI at (800) 272-7467,
ext. 101, or fill out a scholarship application online at
www MIonline org.
AMI Accepting Applications for FiveScholarships
Federal-Mogul StreamlinesRebate Process
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10 July 2014 | Import-Car.com
[NewsUpdate
Following up on its 2013 promotional giveaway vehicle, the
Raybestos Rattlesnake off-road Toyota Tundra, built by Addic-
tive Desert designs, Raybestos for-
mally unveiled plans for its 2014
giveaway: a Raybestos-edition
1971 Camaro RS G-Machine,
built with a Pro-Touring sensibility.
Award-winning chassis and mus-cle car builder Jeff Schwartz is
directing construction of the
Raybestos project at his shop,
Schwartz Performance in Wood-
stock, IL, just outside of Chicago.
The Raybestos Camaro will be given away
to a professional technician or do-it-yourself Raybestos
customer as part of a North American summer sales promotion
that runs June 1 to Sept. 15, 2014.
For more information, visit www Raybestos rakes com.
Raybestos AnnouncesHigh-Performance PrizeFor Its 2014 GiveawayPromotion
Raybestos AnnouncesHigh-Performance PrizeFor Its 2014 GiveawayPromotion
DuPont Chemicals & Fluoroproducts estimates that nearly 3
million vehicles worldwide will use HFO-1234yf as a refrigerant
by the end of 2014. This move is to help reduce the environ-
mental impact of automobiles, a significant challenge facing
todays world.
Most automakers are currently using HFO-1234yf, not only tocomply with the European Union (EU) Mobile Air Conditioning
(MAC) Directive, but also to voluntarily take advantage of U.S.
Environmental Protection Agency (EPA) credits designed to en-
courage the use of products with reduced climate impact.
Adoption of HFO-1234yf also may be driven by anticipated
regulatory developments. For example, U.S. rulemaking is ex-
pected as early as this year that will eliminate the use of HFC-
134a in new vehicle air conditioning. Most automakers have
indicated they will adopt HFO-1234yf, which DuPont sells as
Opteon YF.
DuPont Chemicals Expects RapidGrowth In HFO-1234yf Adoption
Airtex Fuel Delivery Systems is intro-
ducing a new pilot program focused on
educating future technicians in the
automotive industry. The Airtex
PUMPED program will train student
technicians across the country in the
areas of fuel system diagnostics and
fuel pump installations.
Set to kick off in fall 2014, the Airtex
PUMPED program will include se-
lected technical schools and universi-ties across the country. Airtex will send
its ASE-certified technicians to class-
rooms to provide the most up-to-date
information about todays
complex fuel systems. The
technicians will show
students the steps to
make the right fuel
system diagnosis,
technical tips toavoid difficulty
during repair work, and how to follow
through to make successful fuel pump
installations.
As a part of the program, each tech-
nical school will receive training materi-
als, along with other valuable fuel
system diagnostic and repair tool infor-
mation. In addition, students in the pro-
gram will receive an official PUMPEDperformance pack that includes educa-
tional materials, tools and more.
Airtex knows that the future of auto-
motive care is in the hands of these
young students and were excited to
partner with these schools and their
instructors to help equip the next gen-
eration, says Brandon Kight, director
of marketing and program develop-
ment at Airtex and ASC Industries.
Airtex Fuel DeliverySystems LaunchesEducational Program
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12 July 2014 | Import-Car.com
[NewsUpdate
Robert Bosch LLC announced the launch of its Bosch
Xperience mobile tour, bringing automotive technology
of the future to sales and service professionals in an in-
formative and engaging experi-
ence right in their own backyards.
We utilize a combination of
hands-on product discussion with
our Bosch sales professionals and
a virtual ride inside key Bosch sys-
tems using leading-edge Oculus
Rift goggles to make industryprofessionals aware of the latest
developments in the fields of
engine management, particularly
gasoline direct injection and
advanced braking systems
which are hot topics today, said
Bobby Bloom, senior vice presi-
dent automotive aftermarket U.S.,
Robert Bosch LLC.
The Bosch Xperience employsthree fully equipped and staffed
mobile units that will make sched-
uled stops across the East, West
and Central regions in the U.S.
The Bosch mobile units will be
active for 25 weeks from May to
November 2014 with the poten-
tial for a total of 750 stops.
All registered participants will
be entered into a random draw-ing for a chance to win one of the
weekly prizes valued at $500. At
the end of the tour one regis-
tered participants name will be
drawn at random to win a prize
package valued at $10,000.
For more information on the
Bosch Xperience Mobile Tour,
and to see the current schedule
of stops by region, visitwww.BoschXperience.com.
Bosch XperienceMobile Tour ComesDirectly to AutomotiveProfessionals
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14 July 2014 | Import-Car.com
[NewsUpdate
The Federated Car
Care Pick Your
Pickup Sweep-
stakes is underway.
Hundreds of prizes
will be awarded
and the grand prize winner will
have the tough choice of decid-
ing between a fully restored
1949 pickup and an innovative
2015 pickup.The Federated Car Care Pick
Your Pickup Sweepstakes is
open to any fully enrolled
Federated Car Care Center
member. Current members are
automatically eligible, while
new members must be enrolled
by Aug. 15, 2014, to be eligible.
Federated Car Care Centers
are known for being at the fore-front of servicing todays innova-
tive vehicles, while still adhering
to old-time values like
providing professional
customer service,
advice and expert-
ise that you can
trust, said Phil
Moore, senior vice president for
Federated Auto Parts. We
decided to conduct a contest
that reflects those characteris-
tics. The Pick Your PickupSweepstakes is our way of
expressing our gratitude to our
valued Car Care customers.
To learn how you could
become the grand prize winner in
the Federated Car Care Pick
Your Pickup Sweepstakes, or
have a chance to win one of
hundreds of other great prizes,
contact your Federated AutoParts distributor or visit www Fed
eratedAutoParts com/pickup.
Pick Your Pickup in NewFederated Car Care Sweepstakes
Centric Parts, a manufacturer and supplier of aftermarket brakecomponents and systems for import and domestic vehicles, an-
nounced that it has once again been awarded a Friction Materials
Standards Institute (FMSI) Award for contributions to the automo-
tive industry. This is the 12th year in a row that Centric Parts has
been so honored by FMSI, continuing an unbroken streak dating
back to the award's inception in 2003.
FMSI once again honored Centric Parts for New Assignments &
Applications in 2014, acknowledging Centrics ongoing status as
the single largest contributor to identifying new applications for
the FMSI system. IC
Centric Parts Earns 12th
Consecutive Friction Materials
Standards Institute Award
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W
hen it comes to diagnosing a
problem, one of the biggestmistakes is thinking that the
problem is gone after youve installed a
new part. Ive had vehicles brought in
countless times with the same old story
attached to them. The customer will say:
Ive changed this part, and that part
and this one over there, along with this
part under the dash.
And after all of that, the original
problem remains.The latest was a No A/C problem
on a 97 Toyota pickup. It came in from
another repair shop that I deal with on
a regular basis. It was a typical system
of its day, where the PCM energizes
the compressor relay and controls the
idle once the signal is sent from the
control head. Out of desperation, they
tried the swap-parts-until-it-works
approach but could never get the A/Cto come on.
A couple of simple tests pointed to a
faulty control head. The repair shop
already changed it twice, but, at this
point, they were desperate enough to
try anything.
Later that afternoon, I had the
replacement control head in hand, and
wouldnt you know it this replace-
ment piece was faulty, too. It was doing
exactly the same thing as the previous
control head.This was not going well at all. After
three different control heads in the
same vehicle, the shop was not buying
my diagnosis.
Theres something else wrong with
this. Youre missing something. I think
you should go back and check it again
because it cant be the control head,
the now frustrated shop tech tells me.
Granted, it does seem inconceivablethat the same part could be faulty three
times in a row, but the test results were
spot on. My biggest hurdle wasnt the
testing, and it wasnt the diagnosis, but
rather the other shops
lack of trust in my
results. Even their
parts warehouse
wasnt keen on send-
ing them anotherpart. Somehow, I had
to convince them that
we needed another
one.
The guy from the
warehouse came by
my shop to see how I
could come up with two
new parts straight out of the box
that were bad. I showed him how the
Mean Second-Rate Results
By Scott Gonzo Weaver, owner Superior Auto Electric, Tulsa, OK
18 July 2014 | Import-Car.com
[GonzosToolbox
Second-Rate
Parts
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test was done along with the
wiring diagrams. He seemed to
understand, but was still not
buying that three control heads
could be bad. I asked to try a dif-
ferent supplier.
By the next afternoon I had an-other part, delivered by the same
guy from the warehouse. He
wanted to watch me install it in
the truck because the warehouse
had its own ideas as to origin of
the problem.
So where did the part come
from this time? Straight from the
dealership. The warehouse guys
boss didnt buy the story I wastelling him and wanted to prove
that his parts suppliers were not
sending him faulty parts.
One simple turn of the
key was all it
would
GonzosToolbox]
Import-Car.com 19
Granted, it does seem inconceivable that the same part could be
faulty three times in a row, but the test results were spot on.
My biggest hurdle wasnt the testing, and it wasnt the diagnosis,
but rather the other shops lack of trust in my results.
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take to either prove me wrong or
right. As the engine came to life,
I pushed the A/C button.
Click went the compressor,
and the cold air came blasting
out of the center vents. Well,
what do you know? The darn
thing works.
Just to prove the point, I
disconnected the working con-trol head and reinstalled the first
one. Were back to no A/C
again.
I suppose youll be sending
this part back to the supplier
then? I laughingly asked the
warehouse guy. He was quite
impressed and had a lot to tell
his boss when he got back to the
store. I called the other repairshop that originally sent me the
job to tell them I was done with
it. They were relieved that the
issue was finally solved and
were going to send the customer
over to directly pay me.
All said and done, the big issue
here was testing and retesting.
The other shop techs had thrown
their hands up after several
attempts with some very expen-
sive parts that didnt get them
anywhere. Then, theres the
matter of the part store not will-
ing to budge after they had sent
so many components back and
forth. A diligent effort and solid
test results won out over parts
swapping.
All in all, I gained a little morerespect from the other repair
shop as well as a new customer.
As for this particular parts ware-
house cheap parts just mean
cheap results, and this job was
no exception.
We certainly can set up an
account for you, the warehouse
guy told me.
I might pass on that. After thisrepair, I dont think I want to deal
with some second-rate parts
while trying to do first-rate
repairs. Just ask the other shop
owner how much he made on the
job and how much time he spent
on it. Just goes to show you, test
it correctly and trust the results.
And when it doesnt seem to
work out, retest it again. IC
20 July 2014 | Import-Car.com
[GonzosToolbox
One simple turn of the key was allit would take to either prove me
wrong or right. As the engine cameto life, I pushed the A/C button.Click went the compressor, andthe cold air came blasting out of thecenter vents. Well, what do youknow? The darn thing works.
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1. Technician A says he does not
have to measure the rotor and/or hub
for lateral runout because hes installing
new rotors. Technician B says even if newrotors are installed, the new rotor and hub
flange should be measured for lateral runout.
Who is correct?
A. Technician A
B. Technician B
C. Both Technician A and B
D. Neither
Answer: B
Always check runout in the hub flange and
rotor as part of anybrake job. You may think
youre saving 10 to 15 minutes by not having to
use a dial indicator and a micrometer, but your
chance of a comeback can dramatically increase.
Also, replacing rotors on every brake job is not a
22 July 2014 | Import-Car.com
By Andrew Markel, Editor, Brake & Front End Magazine
BRAKE ROTORS[TechFeature
Knowing The Right Answers Can Eliminate Comebacks
Q&A
Brake
PulsationAnd Runout
Being able to diagnose and solve brake
rotor pulsation problems is critical to
eliminating brake-related service
comebacks. Pulsation and brake
performance problems may not
seem to be the most difficult,
but they often cause the most
headaches for technicians.Heres a brief Q&A that
should help ease any brake
pulsation/runout-related
service woes.
Article continues on page 26
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cost-effective or efficient way to
perform brake service. Runout in
the hub and a new rotor can
stack up to cause lateral runout
thats beyond the specifications.
2. The most likely cause of
brake pedal pulsation is:
A. Overheating/warping
B. Lateral runout
C. Suspension damage
D. Disc thickness variation
Answer: D
The main culprit of chronic
pulsation is disc thickness varia-
tion (DTV) or parallelism. The
two friction surfaces of a rotor
are designed to be parallel to one
another within a certain specifi-
cation. The allowable tolerance is
known as parallelism, also re-
ferred to as the rotors DTV.
In order for the pad to stay in
contact with the rotor, the piston
must extend or be pushed back
into the housing as force is
applied. This creates the pulsa-
tion in the pedal thats most
noticeable to the driver.
Runout will not cause pedal
pulsation on vehicles with float-
ing or sliding calipers when the
caliper housing is free to move
and the runout is not excessive.
Under these conditions, the
caliper will follow the runout,
which means the caliper housingwill move in and out in relation
to the runout.
This movement will not cause
the caliper piston to move. No
piston movement results in no
fluid movement in the hydraulic
system, and if there is no fluid
movement, the brake pedal
wont move or pulsate. So, a key
point to understand is runoutgenerally does not
cause pulsation. Runout causes
thickness variation that leads to
pulsation problems (also ad-
dressed in Question #3).
A driver can feel a pulsation or
judder after higher-than-normal
brake temperatures are experi-
enced. Ninety-nine percent of the
time, its the fault of the pads and
not the rotor. The pads friction
material has been unevenly
deposited around the face of the
rotor, which creates uneven brak-
ing forces when the dissimilar
sections pass by the pads. Thistype of pulsation will typically go
away after a few hundred miles.
3. What is the most likely
cause of disc thickness
variation?
A. Manufacturing defects in
the rotorB. Lateral runout
C. Sticking caliper
D. Fin corrosion
Answer: B
Most aftermarket rotors are
manufactured to tolerances
far below what your
shops dial indicator ormicrometer can meas-
ure. Also, its nearly
impossible for a
warehouse to dam-
age a rotor to the
point where it could
have excessive
runout.
Lateral runout causes
DTV by allowing the high
26 July 2014 | Import-Car.com
BRAKE ROTORS[TechFeature
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spot of the rotor to scrape the
pad and remove material from
both surfaces. Over time, this
action will change the thick-
ness in the area that has the
most runout.
A sticking caliper cant
cause thickness variation on
its own; it can, however,
accelerate the wear by not
allowing the pad to retract and
increasing the contact with the
rotor. Fin corrosion is rare and
may cause the rotor to become
thermally unstable and crack longbefore the rotor will warp.
4. Technician A says lateral
runout can be minimized by
matching the high spot in the
hub to the lowest point on the
rotor. Technician B says a
tapered correction plate can be
placed between the rotor and
hub to bring the lateral runoutinto specifications. Who is
correct?
A. Technician A
B. Technician B
C. Both Technician A and B
D. Neither
Answer: C
By measuring and marking the
high and low spots of runout on
the hub and rotor, its possible to
match the high spot of runout in
the hub with the low spot of
runout on the rotor. This tech-
nique can be used to minimize
the amount of material removed
with an on-the-car brake lathe.
Likewise, flange runout can
be corrected with tapered shimsthat are available to correct a
runout of 0.003 (0.075 mm) to
0.009 (0.230 mm). A runout of
more than 0.005(0.125 mm) at
the bearing flange cannot be
corrected with the use of a
shim.
The combination of the rotor
and bearing flange could prevent
the rotor from being turned.After checking friction surface
runout, check the bearing flange
runout by changing the rotor po-
sition 180 on the bearing. If the
high spot changes 180, the rotor
could be OK or ready to turn
after the bearing is shimmed.
As you perform an inspection
of the assembly, you should also
mark the components. Check thebearing endplay, and mark the
relation of the rotor to the bear-
ing flange. Mark the high and
low runout spots on the rotor
friction surface with the low spot
marked as zero and the high spot
as 0.XX. Mark the high and low
runout spots on the bearing
flange with the same method as
the rotor friction surface.
28 July 2014 | Import-Car.com
[TechFeature BRAKE ROTORS
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5. Technician A says a bench lathe can elimi-
nate total lateral runout. Technician B says this
can only be done with an on-the-car brake lathe.
Who is correct?
A. Technician A
B. Technician B
C. Both Technician A and B
D. Neither
Answer: B
A bench lathe machines a rotor in the same planeas the arbor, and it will remove lateral runout in the
rotor, but not runout thats in the flange.
An on-the-car lathe can help to reduce runout
by truing a rotor in its operating plane on the
vehicle. This means that the rotor is machined to
match the hub.
6. A customer returns with a pulsa-
tion complaint. During the brake job
that was performed 6,000 miles ago, thepads and rotors were replaced. What is
the most likely cause of the pulsation?
A. The customer overheated the brakes
B. Brake pads are not the right
formulation
C. Lateral runout in the hub was not
corrected
D. A caliper is stuck
Answer: C
New rotors will remove DTV, but they
will not correct lateral runout. Lets say
this vehicle had 0.003 of lateral runout
when measured at the outside face of the
rotor. If this vehicle is riding on 205/55R16
tires, in one mile, the high-spot with
0.003 of runout goes past the caliper ap-
proximately 836 times. Over the course of
BRAKE ROTORS[TechFeature
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6,000 miles, that spot on the rotor will go past the
pads more than 5 million times. Every time this spot
passes the pads, a little bit of the rotors material is
removed. Over the course of those 5 million revolu-
tions, enough material is removed to create a thick-
ness variation that can be felt by the driver.
Warped rotors are a myth. The heat used to cast
the rotor is three to five times greater than the heat
produced in the most aggressive braking down a
mountain road. Even if the rotor is glowing, its not
even close to casting temperatures. Most engineers
say that rotors will crack long before they are
distorted by heat.
Blaming the friction material is not the right
answer. By changing the brand of pads withoutcorrecting the lateral runout problem, youll have
the same results after DTV re-develops.
The biggest cause of lateral runout comebacks,
essentially, is carelessness not poor OEM engi-
neering or low-quality aftermarket parts. In that
way, a technicians instincts and methods of
operation could be the actual issue. IC
Rotors will crack and fail mechanically,
long before they will become
distorted or warped due to heat.
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Due to the variables in engine design and
operating conditions, internal engine oil
consumption complaints are often the most
difficult to solve. In some cases, oil consumption
might be more severe under low-speed operation,
in other cases, high-speed operation and, in some
cases, intermittent. But, in any case, excessive oil
consumption can drastically reduce oxygen sensor
and catalytic converter life. In the following text,
Ill deal with some of the more common reasons forinternal oil consumption including mechanical and
lubrication failures. See Photo 1.
To better understand modern oil consumption is-
sues, lets begin by taking a look at modern piston
ring designs. For example, modern engines use
lower-tension piston rings to help reduce rotating
friction. And while low-tension piston rings reduce
cylinder wall and piston ring wear, varnish and
carbon deposits also tend to make them stick in
their ring lands, which can cause compression loss
32 July 2014 | Import-Car.com
By Gary Goms, Import Specialist Contributor
ENGINE OIL[DiagnosticSolutions
Photo 1: Customer education is always an issue forthe modern independent shop because many motoristsare ruining their engines by forgetting to check their
engine oil level.
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and oil consumption.
The design of the top and sec-ond compression rings can be
better understood if we imagine
trimming the outer edge from a
saucer, leaving a slightly dish-
shaped piston ring that allows
the bottom edge of the ring to
scrape oil from the cylinder wall
during the intake stroke. During
the power stroke, the ring flattens
against the piston ring land toseal combustion gases inside the
cylinder. See Photo 2.
Due to the concentration of
heat at the top of the piston, the
top piston ring is often filled
with molybdenum (moly), which
absorbs oil and is scuff resistant
at high temperatures. Molybde-
num is also very soft, which
makes it extremely vulnerable tointake air contaminated with
dirt. For this reason, heavy-duty
applications often use a
chromium-plated top ring for
longer life in dusty environ-
ments. A steel piston ring can
also be used as a top ring in less
severe applications.
The third ring is generally a
three-piece oil ring consisting of
two very narrow scraper rings
held against the cylinder by astainless steel expander. In mod-
ern applications, the piston ring-
to-piston-land tolerances are
made very tight to help reduce oil
consumption, which again con-
tributes to the possibility of rings
sticking in their lands.
To increase piston ring life and
reduce oil consumption, modern
cylinder wall preparation con-sists of a honing process that
allows the piston ring to quickly
seat, but leaves a cross-hatch
pattern in the cylinder wall that
maintains a film of oil lubrication
throughout the cylinder and par-
ticularly at the extremely hot
upper cylinder area. See Photo 3
on page 38.
Many modern engines use hy-pereutectic aluminum alloy pis-
tons that have about three times
the silicon content of conventional
cast aluminum pistons. In brief,
this high silicon content tends to
reduce piston-to-cylinder wall
expansion by containing combus-
tion heat at the top or dome of
the piston. In effect, the piston
dome runs hotter, which increases
ENGINE OIL
[DiagnosticSolutions
Photo 2: This top piston ring is a molybdenum-filled, barrel-shaped ring contacting the cylinder at
its middle. The second piston ring is a steel ringcontacting the cylinder at its lower edge.
34 July 2014 | Import-Car.com
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the engines thermal efficiency.
And, since the piston skirts run
cooler, the piston-to-cylinder wall
clearances are reduced to hold the
piston rings square against the
cylinder wall. While conventional
cast pistons are similarly designed
to maintain piston ring contact by
reducing piston rock as it re-
verses travel in the cylinder, they
dont have the same thermal char-
acteristics as hypereutectic.
Oil consumption past the piston
rings is generally typified by the
edge of the piston dome being
washed clean of carbon by the
incoming oil. This wash pattern
can be caused by worn out piston
rings or by the oil scraper ring
sticking in a compressed position.
Worn compression rings nor-
mally cause excessive combustion
blow-by around the piston into
the crankcase.
In many instances, this exces-
sive blow-by will overload the
positive crankcase ventilation
(PCV) valve, which allows the
oil-saturated blow-by gases toexit through the PCV inlet into
the intake air stream and be
consumed by the engine.
In cases of extreme overheating
or under-lubrication, the rings
can be held in the compressed
position by scuffed aluminum
around the piston ring lands. In
most cases, worn or stuck piston
rings will tend to consume moreoil at high engine speeds when oil
temperature is at its highest and
oil viscosity is at its lowest value.
In addition, an engine running at
higher speeds tends to flood the
piston rings with oil, which
makes oil control more difficult.
CYLINDER HEAD DESIGN
Modern OHC, aluminum cylinder
heads generally use an alloy valve
stem guide insert and alloy valve
stems to reduce valve guide wear.
In addition, modern aluminum
cylinder heads incorporate very
efficient valve stem seals to pre-
vent oil from leaking through the
valve guide into the cylinder. Al-
though a cylinder head can be
[DiagnosticSolutions ENGINE OIL
36 July 2014 | Import-Car.com
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flooded with oil due to clogged
oil return passages, the condition
is relatively rare because most
modern designs incorporate very
large oil drain passages. Oil con-
sumption through the cylinder
head is generally through worn or
cracked valve stem seals. This
high oil consumption is then
produced when engines are oper-
ating at high intake manifold vac-
uum values created under light
load, low-speed conditions. Keep
in mind that using an incorrect or
poorly designed PCV valve canalso mimic worn valve stem seals
by allowing oil to enter the intake
air stream.
LUBRICATION ISSUES
While some engines are designed
to use generic 5W-30 motor oils,
others require synthetic-based oils
with additive packages that arecompounded to deal various
engine design issues. As piston
and piston ring design changed
during the 1990s, many auto man-
ufacturers began requiring lower-
viscosity, synthetic-based oils that
would lubricate efficiently at either
engine oil temperature extreme.
In cold weather, the oil should
quickly circulate and efficiently lu-
bricate the upper cylinder area. In
hot weather, the oil should protect
the pistons against scuffing, the
piston rings against sticking in the
piston lands and the crankshaft
bearings against oil shear wear.
In addition, modern extended
oil change intervals require base
oils that will not oxidize or
deplete their additive packages
within the 7,500 or more milesbefore the oil change reminder
light illuminates. Unfortunately,
most substitute oils dont have
those base oil properties.
In some applications, the use
of an incorrect oil will cause the
very narrow piston rings in use
today to micro-weld against the
cylinder walls at high engine
speeds. In other cases, excessivevarnish will cause the low-ten-
sion oil scraper ring to stick in
the compressed position.
Lastly, the low flash points of
some substitute oils will cause
oil consumption by vaporizing in
ENGINE OIL[DiagnosticSolutions
Photo 3: Since the oil scraper ring vents to the inside of the piston, it must be free ofvarnish and sludge to perform correctly. Sticking compression and oil scraper ringsare a common cause of internal oil consumption.
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the extremely hot upper cylinder
area. All of these failures will
cause internal engine oil con-
sumption when a generic substi-
tute is used in place of the
recommended, application-
specific motor oil.
Clearly, theres a lot to be said
about using the correct engine oil
and changing it at the recom-
mended intervals. Because mod-
ern piston rings are especially
sensitive to dirt and other abra-
sive particles, the oil filter is
equally important because itmust efficiently remove these
particles throughout the
extended oil change interval.
When dealing with an oil con-
sumption complaint, begin by
inspecting the engine for exter-
nal oil leaks. If no serious leaks
are apparent, remove the oil fil-
ter cap or possibly the camshaft
cover to inspect the engine forinternal varnish and sludge. If
the engine is heavily sludged, it
might be impossible to reverse
the damage caused by neglected
oil change intervals. In many
cases, using an oil flush additive
will simply dislodge the sludge,
clogging the oil drain passages
and the oil pump inlet screen.
Mild varnish conditions canoften be remedied by simply
changing to the recommended en-
gine oil and changing it at
reduced intervals. In addition,
inspect the PCV system for clog-
ging and for the correct PCV
valve part number. On some ap-
plications, its possible to remove
the spark plug to inspect the inter-
nal condition of the cylinder with
a borescope or stem light. Here
again, the piston dome should ex-
hibit an even coat of carbon across
its surface. Oil wash at the center
often indicates leaking valve
stems, while oil wash at the edges
of the piston indicates sticking or
worn piston rings.
Whatever the case, always try
using the correct oil and recom-
mending adequate engine warm-
up and drive times to reduce
potential gasoline contamination
in the engine oil. IC
DiagnosticSolutions]ENGINE OIL
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Get Back To The Basics And Watch Sales Soar
40 July 2014 | Import-Car.com
By Andrew Markel, Editor,Brake & Front End Magazine
RIDE CONTROL[TechUpdate
Reasons Why You Dont SellMore Loaded Shocks & Struts
Are you just looking for catastrophic damage? Do you only
look at the shocks and struts when the driver complains of a
noise or when the vehicle cant 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 the state of the ride control units. This is a chance to
make sure the vehicle is road-worthy before you put your own
life at risk.
Look for signs that the units might be leaking oil, such asaccumulation of road grime or oil inside boots and dust shields.
Keep an eye out for witness marks that indicate the suspen-
sion might have bottomed out recently. Make sure all bushings
and hardware for the ride 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 its a chance to quickly look for abnormal behavior. If
you notice binding or looseness, or if the vehicle does not
return to the original ride height, there could be a problem with
the ride control components.
When you dont perform a testdrive, youre not using your mostpowerful ride control tool: per-
spective. A technician or servicewriter behind the wheel brings
fresh senses to the vehicle thathasnt been dulled by thousandsof miles.
Before the test drive, youshould have a clear list of symp-toms and related conditions the
customer might be experiencing.On the test drive, you should
have a methodical plan thatinspects for ride control compo-nent replacement and other un-
performed repairs.A good test driver will be able
to observe conditions or prob-
1. You dont inspect shocks and struts. 2. Your test-drivesneed work.
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42 July 2 14 | Import-Car.com
RIDE CONTROL[TechUpdatelems with the vehicle that have developed so slowly the owner
is unaware of them like degraded shocks and struts. One ofthe keys to becoming a good test driver is to find a driving
loop or route that has a variety of road conditions. A prede-termined loop adds consistency that helps you spot small prob-
lems.For suspension road tests, your test loop should consist of
varying sections: a flat and straight section; an area to testbraking and acceleration; an area with a dip or bump; and an
area that offers both left and right turns.Use a parking lot or rarely used section of road for the brak-
ing and acceleration section of the test. This test is used todetect brake pulls, torque steer and worn or loose suspensionor steering components. Check for excessive nose-diving dur-
ing braking. This condition is not normal and may be caused by
worn springs or other ride control components.Excessive suspension bouncing may be the result of weak
shocks, while bottoming out of the suspension may be theresult of weak springs. Check for steering difficulties that may
be the result of mechanical binding or interference.Any excessive body sway could indicate worn springs, shocks
or stabilizer assemblies. Listen for any excessive tire squealing
during turns. This can be caused by incorrect alignmentsettings or a turning angle thats out of specifications.
Developing a methodical and consistent test drive loop and
procedure can improve your chances of coming back from a test
drive with an understanding of the problem the owner is experi-encing. A plan and a loop can also eliminate distractions thatcould lead to an accident.
3. You dont use an inspection form.The technician should be supplied with a checklist to make notes,
based on inspection findings. Some ride control manufacturers can
provide you with printed forms. These forms help the service
writer to be more confident in the selling process.
A complete inspection lays the groundwork for excellent cus-tomer communications and increases the possibility of a sale. The
results of the inspection can help personalize the sales pitch to the
individual customer.
Even if the customer does not buy today, the inspection form,sales approach and pitch will likely stick with the consumer longer
than the generic recommend loaded struts. They are morelikely to return, which means your efforts will not be in vain.
4. You chicken out on therecommendation for loaded struts.
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[TechUpdate RIDE CONTROL
44 July 2014 | Import-Car.com
To increase your confidence in selling loaded struts, have new units
installed on your own vehicle. Youll be amazed at the difference if
your vehicle has more than 50,000 miles. Also, you will sell more units
because you have a better perspective on the value.
Some ride control manufacturers help the education process by
holding local clinics where you can drive vehicles in different states
of ride control degradation. These events are typically held in park-
ing lots on specially designed courses that magnify certain vehicle
dynamics at low speeds. Participating in these events can energize
a shop to sell ride control products more effectively.
5. Your car is in need of a ride controltune-up.
Tires are not cheap. When you get close to a tire sale, areyou afraid to recommend new shocks and struts because thecustomer might bolt for the door when they hear the price fornew loaded struts, plus the tires? You shouldnt be. Newshocks and struts protect the investment in their tires.
By the time a vehicle isready for its second orthird set of tires, itstime for new ridecontrol components.This is based onmileage, the expenseand premature wear thatdegraded ride control canhave on new tires.
6. Youre afraid of losing a tire sale.
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46 July 2014 | Import-Car.com
RIDE CONTROL[TechUpdate
OEMs include ride height specifications and measurement proce-
dures in their service information for many reasons. The main
reason is because springs wear out. The ride height also can be used
as a diagnostic tool to determine the condition of the suspension.
This involves more than your thumb and one closed eye.
Research the factory methods and specs to properly measure ride
height. Neglecting to do this can affect the life of the shocks and
struts and all angles of alignment. Among other considerations,
engineers design the chassis and ride control components so that
the ride height places the suspension at a particular point midway
in its travel. Midway is not always the center, however.
Most springs are made of metal, which can fatigue over time andaffect ride height. As a simple example, take a coat hanger or weld-
ing rod and bend it in the same area several times. It will eventually
break from metal fatigue.
7. You use your squinted eye andthumb to check ride height.
Do you play it safe? Do you start with the least expensiveoption and try to work your way up? When selling ride controlcomponents, its an effective sales tactic to start with premiumproducts first rather than the economy or less-expensive option.This gives you a little wiggle room to provide customers withoptions that meet their budget and vehicle life expectancy.
Chances are that the customer wants the best, but he/shemay not want to pay for it. Sure, quoting the lowest pricemight get some customers in the door, but it may leave somecustomers wanting more. And, starting the estimate with the
least expensive alternative can also lower your profit.
8. You start at the bottom and try towork your way up.
For suspension road tests, your test loop
should consist of varying sections: a flat
and straight section; an area to test
braking and acceleration; an area with adip or bump; and an area that offers
both left and right turns.
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48 July 2014 | Import-Car.com
RIDE CONTROL[TechUpdate
Its been estimated by one shop that 50% of its ride control sales
occur on the second visit. This means that the customer shot downa large percentage of its sales pitches for ride control on the first try.
So dont give up.
9. You hate hearing the word No.
10. There is no incentive to sellloaded struts and shocks.First, try increasing at least the number of ride control compo-nent inspections and recommendations to customers, educatingthem along the way. Then, set a sales goal. IC
Are you just looking for catastrophicdamage? Do you only look at theshocks and struts when the driver
complains of a noise or when thevehicle cant be aligned? The firststep in selling ride control is theinspection process.
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Hyundai has done a good job of improving
its offerings over the years from both an
aesthetic and mechanical viewpoint. Com-plemented by a strong warranty and good
value, the carmaker has been able to in-
crease its market share year over year. If
you arent seeing these cars in your bay, its
only a matter of time before you will.
This month, well be taking a look at the fuel
injection system and driveability issues on
Hyundais line of vehicles. The most common
driveability problem we see is a check enginelamp with or without a customer complaint. To
get your diagnosis underway, attach the scanner
and make note of the recovered codes, but dont
be too quick to clear the codes; the next step is to
review the freeze-frame data to see what was
going on when the code was set. This information
will be more helpful with certain codes than oth-
Diagnostics
By Bob Dowie, Contributing Writer
FUEL & EMISSIONS[HyundaiFeature
Fuel System& Emissions
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ers, but its a good habit to get into no matter what
the code.
First, well look at some problems that have
associated driveability complaints, the most com-
mon of which are misfire codes. If the misfire is
obvious, you may be tempted to get to work and
start switching coils and checking wires to diag-
nose the problem, but before you do, check the
codes and see if theres more information available.
If nothing else, the P0300 series of codes will iden-
tify the cylinder thats causing the problem.
There are many other clues that may be available
that will help in the diagnostic process. For exam-
ple, if you have a misfire code along with a system
lean code, you should be thinking that the misfirecould be a result of a manifold or other vacuum leak.
Even with no code, take a look at the data with an
eye toward the fuel trim numbers. Do you have a
high positive number on a long-term trim indicating
the system has been adding fuel? Or, are you experi-
encing the less common problem of a negative num-
ber and a rich condition, where an extreme case like
an injector sticking open or a fuel pressure regulator
leaking in the vacuum line could have led to the
misfire?Another common driveability problem that may or
may not have an associated code is a stumble or cut-
ting out on throttle tip-in. If
the check engine light is illuminated, hook up the
scanner and retrieve the code, the most common of
which will be a system lean code. While you have the
scanner installed, take a couple of minutes to look at
the other available parameters. Are the temp sensors
reading correctly? With a cold engine, the coolant
and air temps should be close. Take a look at the
throttle position switch, paying particular attention
to the off-idle area. There have been some reports ofproblems with the switches that become apparent
when the connector is wiggled.
52 July 2014 | Import-Car.com
[HyundaiFeature FUEL & EMISSIONS
Photo 1: Hyundai gasoline direct injector; it looks
like port injection, but this injector does find its
way into the cylinder.
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Dont overlook mechanical
concerns and be sure to
check the air intake hoses for
cracks that will open up
when the engine moves with
torque.
In the case of no-start
problems, it pays to know
the service history. If the car
has suffered a broken timing
belt, its a good possibility
that some debris from the
broken belt has found its
way to the crank sensor,
damaging both the sensorand trigger wheel. On the
2.4-L engines, the balance
shaft belts have been
known to fail and go un-
noticed until the pieces
finally take out the crank
sensor, resulting in a poor run or
no-start issue.
ELANTRA CASE STUDY
We recently had a 2002 Elantra
GLS in the shop with assorted
problems, so lets take a look at
this job since its a good example
of some common problems we
see. The car wasnt in great
shape, and a persistent check en-
gine light was preventing it from
passing the state inspection.As is often the case with this
kind of job, the customer was re-
luctant to make a big investment
but also wasnt in the position to
buy a new car. The obvious prob-
lem was a code for a solid misfire
in the No. 3 cylinder (P0303), as
well as codes for a slow response
from the front O2 sensor (P0133),
a system lean code, plus there
was a slight, but audible,
exhaust leak at the flex pipe be-
fore the cat. The customer had al-
ready installed a new O2 sensor,but the code persisted.
Even though we explained to
the customer that there was no
way we could give a firm price on
the job, we received authorization
to get started with the diagnosis
and to get further authorizations
as the job progressed.
The first step was to deal with
the misfire since we also had thesystem lean code. We knew the
problem was with the No. 3 cylin-
der, so we went right to the mani-
fold in that area. A quick shot of
intake cleaner at the manifold
flange smoothed the engine out,
letting us know we were on the
right track.
We used a stethoscope where
the sound of the leak is obvious
in order to confirm and pin-
point the problem.
Knowing that there was
little cushion in this job,
we checked compression
as well as the ignition com-
ponents when the gasket
was replaced. When we
were sure the misfire would
be repaired and the car
would certainly run better
with the manifold gasket, we
received authorization to re-
place the gasket and install a
much-needed set of sparkplugs. With the gasket re-
placed and the engine run-
ning smoothly, we checked
the output of the rear O2 sen-
sor and it looked to be oper-
ating as expected in spite of
the exhaust leak.
While we were aware that
fresh air entering the exhaust
system could lead to an O2 code,with our budget constraints in
mind, we set out to run the mon-
itors in an attempt to get the car
through state inspection, giving
the customer some time to
budget for the necessary addi-
tional repairs.
Our experience with Hyundais
has taught us that they can be a bit
of a challenge when it comes to set-ting monitors, and it really pays off
to be sure the setting criteria is met.
Weve been in the habit of having
the scanner hooked up whenever
were road testing a driveability
problem or setting monitors to
confirm setting criteria.
In the case of the Elantra, were
looking for a starting coolant
temp below 104 F with a gain to
54 July 2014 | Import-Car.com
Photo 2: High-pressure pump, driven off of the
camshaft.
[HyundaiFeature FUEL & EMISSIONS
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120 F before the test will run. There are additional
parameters that have to be met depending on the
monitor, and its well worth the time to look them
up on a service information system. The ECUs
know nothing about being close enough; if its
looking for 104 F, then 105 F wont cut it and the
test will not be run (and some tests will look for an
even higher temp). If the thermostat doesnt let it
get there, youre wasting your time trying to run
the test. I dont know about you, but I cant tell a
10-degree difference on the average temp gauge.
While the Elantra ran well, it took only a couple
of drives before we had the O2 code back. When
we monitored the front O2 signal, it appeared to be
switching well, but it was hard to tell if they were
all within a second. Knowing that the exhaust leak
could be an issue, we replaced the flex section of
the pipe. With the now-quiet exhaust system, the
signal from the O2 sensor looked better, and it took
awhile, but the code eventually still set. At thispoint, were back to looking into our service info
and checking for issues on iATN, something that
should have been among our first steps.
A quick search on iATN covered the things we
already did, but also mentioned problems with the
grounding of the alternator bracket to the block, as
well as the engine ground and body grounds near
the battery. Id like to say that I know exactly how
the bad grounds affected the O2 readings, but Im
afraid I cant. But I can say that after we cleaned the
grounds, the car set the monitors in two trips and
we had a successful repair and happy customer
who no longer talks about needing a new car.
WHATS NEW?
A lot has changed since 2002, to the point that on
the more current Hyundais youll find direct injec-
tion (GDI); drive-by-wire throttles; timing chains
rather than belts on some engines; and idle stop and
go (ISG) technology on the latest models.
By now, we should all be aware of direct injection
and how it works. Simply speaking, this system
injects the fuel directly into the cylinder rather than
before the intake valves in the port. Injecting thefuel into the cylinder takes advantage of the cool-
ing effect of the fuel, resulting in a more dense mix-
ture that permits the use of a higher compression
ratio, providing increased horsepower and torque.
More torque results in the same acceleration with
less throttle opening, which increases the miles per
gallon. Efficiency is also improved with more pre-
cise timing of the injector pulse and eliminating the
fuel dropout that takes place with port injection.
You need enough fuel pressure to overcome theincreasing cylinder pressure to deliver the fuel into
the cylinder. Hyundai uses an in-tank, low-pressure
pump to deliver 65 psi to a camshaft-driven, me-
chanical high-pressure pump that will boost the pres-
sure to 580 psi at idle, to a maximum of 1,958 psi at
full throttle to ensure fuel delivery as the cylinder
pressure increases with rpm. This pressure is con-
trolled by an internal pressure regulator in the pump
and monitored by a fuel rail pressure sensor.
In the event of a failure, a limp home mode is pro-vided where 65 psi will be delivered. This system
also uses a new design and operating strategy for
the injectors that can handle the increased pressure.
Speaking of fuel pressure, good work habits are
more important than ever when dealing with this
type of pressure. Always release the pressure before
working on the system; its easy enough, especially
if you check your service information for the model
youre working on. You will have to remove the fuel
pump relay and start the car to run down the pres-
56 July 2014 | Import-Car.com
FUEL & EMISSIONS[HyundaiFeature
Photo 3: Air Intake with no more massair sensor. The engine load signal is
handled by the MAP sensor.
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sure.
The only downside to GDI
seems to be that with no fuel flow-
ing over the intake valves, there
have been some reports of carbon
buildup on the valves and ports.
There are many theories on what
causes this carbon buildup, but all
seem to substantiate that the oil
that passes through the intake
manifold from the crankcase ven-
tilation system is a major cause.
Some engineers feel the problem
starts when fuel contacts the back
of the intake valve, resulting in asoot-like substance that encour-
ages the carbon buildup.
As technicians, we should be
encouraging our customers to use
a top-grade gaso-
line and periodically add a fuel
additive like Techron. The good
news is we perform a fair amount
of service on Hyundais and
havent experienced this issue.
Idle stop and go is the latest
technology also aimed at increas-
ing efficiency in mileage and
emissions. As the name implies,
this system turns the vehicle off
when its stopped when certain
criteria is met. It looks at factors
like brake pressure, battery con-dition and vehicle speed to make
its decisions. When the vehicle is
stopped at a traffic light, the en-
gine is turned off until the brake
is released, at which point the
engine will restart. An electric oil
pump is equipped to maintain
the necessary pressure in auto-
matic transmission-equipped
cars to allow the transmission torespond without lag.
All of this new technology is
certainly interesting, and while
some of it may create a diagnos-
tic challenge, it makes this job as
an import vehicle specialist so re-
warding. Embrace the challenge
to keep up with the changes, and
avail yourselves to the wealth of
available information. IC
58 July 2014 | Import-Car.com
FUEL & EMISSIONS[HyundaiFeature
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DIAGNOSING CLUTCH ASSEMBLY
NOISES
Noise can resonate from many areas of a
vehicles driveline. There are several types of
noises associated with the clutch assembly.
The release bearing is most often blamed for
being the cause of noise when, in many cases, it
is not the release bearing at all. For example,
technicians often describe a squeaking
noise emanating from the bell
housing. This noise occurs
while the vehicle is idling in
neutral and goes awaywhen slight pressure to the
clutch pedal is applied.
Technicians frequently mis-
take the release bearing as the
source of this squeaking. The true cause is low
release system preload. A defective or worn
release bearing will make more noise when the
clutch pedal is depressed.
Modern hydraulic and self-adjusting cable
clutch release systems require a preload on the
release bearing. The bearing
requires a preload of approxi-
mately 28 lbs. This preload
causes the release bearing to
run constantly on the clutch
diaphragm fingers when the engine is
running. Insufficient preload allows the
release system components, such as theclutch release fork, to be loose on the pivot
points. The fork will move around more than
when the preload is correct, often causing a
squeaking or clunking noise.
60 July 2014 | Import-Car.com
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In hydraulic systems, the pre-
load is provided by a spring in
the slave cylinder. To prevent or
eliminate noise associated with
low preload, install a new slave
cylinder.
In cable systems, the preload is
provided by the ratchet and
pawl. To prevent or eliminate
noise associated with low pre-
load, replace the cable with a
new cable. Replacing the cable
will allow the ratchet and pawl
mechanism to maintain the prop-
er tension and provide the cor-rect preload to eliminate noise.
Additionally, be sure to inspect
the ratchet and pawl for exces-
sive wear.
Important Tip: A faulty release
bearing will make more noise
when a load is applied (clutch
pedal depressed), not less.
Courtesy of Schaeffler Group USA
KIA
ADDED GROUNDS CAN SET
CODES
Additional grounds can typically
benefit a vehicles electrical sys-
tem. That is, unless the vehicle is
a 2008-to-present Kia equipped
with a battery sensor. If an extra
ground cable is installed on the
negative battery terminal, it can
cause the battery sensor to send
incorrect information to the en-
gine control module (ECM),
which can generate all sorts of
problems.
You can determine if the vehi-
cle has a battery sensor by look-
ing for a connector attached to
the negative battery terminal as
shown in the image below.
Battery Sensor Function
The battery sensor transmits infor-
mation about battery voltage and
temperature to the ECM. Armed
with that information, the ECM
controls alternator voltage output
and the vehicles various electrical
control systems.
On vehicles equipped with the
ISG (Idle Stop and Go) feature,for example, the idle-stop and
auto-start function is dependent
on the battery state of charge
(SOC) and state of health (SOH)
information received from the
battery sensor.
62 July 2014 | Import-Car.com
[ImportTechTips
Negative terminal
without abattery sensor
Negative terminal
with abattery sensor
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False Diagnostic
Trouble Codes
When an extra ground
cable is installed on thenegative battery termi-
nal, the battery sensor
can incorrectly report
that the battery is in a
discharged state, despite
a normal battery condi-
tion. The resulting improper op-
eration of various systems and
components can set the DTCs
shown in the table.The malfunction indicator
lamp may not be illuminated,
but numerous trouble codes
can be stored. If any of the
DTCs mentioned in the table
are set, be sure to remove any
additional cables attached to
the negative battery terminal.
Clear the codes and road-test
the vehicle to confirm the prob-
lem has been resolved. Advise
the customer not to install
additional ground cables at the
negative battery terminal.
Written by the ALLDATA
Community Automotive Diagnostic
Team, a select group of automotive
experts dedicated to helping techni-
cians fix hard-to-repair vehicles more
efficiently. Meet the team by visiting
http://support.alldata.com/alldata-
community.
2014 ALLDATA LLC. IC
64 July 2014 | Import-Car.com
[ImportTechTipsDTC DTC Name Cause MIL Illumination Causal Parts
U1111 Battery sensor fault Battery sensor is No Poor connectiondetected by ECM abnormal Open/Short
U1112 LIN communication LIN communication No Open or short LINerror error communication line
P0620 Alternator Open or short No Open or short in harnesscontrol circuit in harness Poor connection or
damaged harness
P2501 AMS voltage There is a wide voltage No Open or short in harnessrationality difference between Faulty battery sensor
battery sensor and Poor connectionactual value
P2502 AMS charging Battery voltage at the No Open or short in harnesssystem voltage power supply terminal of Faulty battery sensor
the ECM - Voltage from Poor connection
the battery sensor > 3V
P2503 AMS no battery State of charge (SOC) < No Open or short in harnesscharge calibration Open or short in charging
system Faulty charging system Battery sensor
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66 July 2014 | Import-Car.com
[Essentials
Genuine Intermotor ImportIgnition Wire Sets are unri-valed for quality, coverageand original match. No oneprovides more extras likefactory-installed separatorclips, anchors, protectiveloom and trays to keepwires sorted properly andsafely. Intermotor IgnitionWire Sets install with easefor exceptional power, performance and extra-long service life. For more information, visitwww.standardbrand.com.
Red Kap, the worlds largestautomotive apparel manufactur-er, launched a new line of shoppants and shorts designedspecifically for the automotiveindustry. The Red Kap Perform-ance Shop Pants are loaded withfeatures like a covered waist-
band button that preventsscratches; specialty pockets thatprovide storage for phones,tools and gadgets of all shapesand sizes; and reinforced doubleknees bend and flex easily whileproviding extra durability. Formore info, visitwww.redkapautomotive.com.
Ranger Products, a division of Bend-Pak Inc., is bringing another new tire
changer to market. The R80DTXFtire changer features an automaticbead lifter, variable speed turntableand bilateral bead loosener withdirect hand-operated controls. Othertime-saving tools include a travelingdrop-center tool, top bead assistrollers, dual lower bead lifting discsand a nylon non-marring wheelrestraint device tools designed toreduce effort, increase safety and
minimize operator fatigue. Visitwww.rangerproducts.com forcomplete details.
The Automotive Aftermarket IndustryAssociation (AAIA) is now the AutoCare Association. As the voice of ourentire industry and the champion fordriver choice, were bringing astronger focus to clearly communicatethe value we deliver to drivers, busi-nesses and the economy. Wevealways been driven by a spirit of inde-pendence. Now its time for everyoneelse to know it. For more information,visit www.autocare.org.
NAPAs Platinum Filter offers technol-ogy for the latest advancements insynthetic oil and performance oil filters.Featuring a host of oil filter innova-tions, including wire re-enforced,fully synthetic media and an ultra-durable Hydrogenerated Nitrilecompound anti-drain back valve(where applicable), this oil filterprovides the ultimate protection inthe NAPA family of oil filters. Visitwww.napafilters.com for more information.
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With the addition of newpart numbers to its Gray-werks line of high-qualitytransmission pans, ATP
Automotive now offerscomplete coverage formore than 165 million
vehicles on the road today.Key features include: Fits right
the first time; extra durablecoating on all steel pans; corrosion
resistance; drain plugs with gaskets includedwhere required; no need to reuse old parts.For more info, visit ww.atpautomotive.com.
Import-Car.com 67
Delphi Product & Service Solutions announces 20new Mass Airflow Sensors to its engine managementportfolio covering more than 10.2 million vehiclesbuilt from 1990 to 2013. Applications cover:Audi, BMW, Chevrolet, Hyundai, Kia, Lexus,Mazda, Nissan and Toyota.Delphi MAF sensors arebrand-new, never remanufac-tured. By testing to OE spec-ifications, Delphi ensures thatthe sensors provide accuratereadings and airflow output,which helps to reduce come-backs. Visit www.delphi.com for more information.
Arnott Air Suspension Products intro-duced both a remanufactured front-right and remanufactured front-left AirStrut Assembly for the 2006-11 C6
Chassis Audi A6, A6 Quattro, Avant andS6. Arnotts painstaking remanufactur-ing process includes adding a new pro-tective aluminum air sleeve, bump stop,crimping rings, dust boot, check valveand terminal plug. For more informa-tion, visit www.arnottindustries.com.
Five new Bosch Blue Brake pad sets
have been added to the Bosch cover-age line-up, expanding coverage formany late-model Asian, Domestic andEuropean vehicles such as the 2013-14Nissan Altima, 2012-13 GMC Sierra2500 HD and 3500 HD, and 2011-13BMW X3. The additional part numberstogether cover 0.6 million units inoperation. For more information, visitwww.boschautoparts.comThe LuKSelf
AdjustingClutch (SAC) isa revolutionarydesign thatsets the stan-
dard for performance and driver comfort. It is engi-neered specifically for passenger car and light truckapplications equipped with manual transmissions.Features and benefits of using a LuK SAC include:Increased wear capacity, less release load and consis-tent pedal effort over the life of the clutch. All thistranslates to longer clutch life and increased drivercomfort. Visit www.luk-us.com for more information.
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DI R E C T CLASS I F I E DS
68 July 2014 | Import-Car.com
Advertiser ...............Page Number
AAPEX........................................63
Advance Auto PartsProfessional.......................14, 46
ADVICS ................................24, 25
Air Suspension Partsby Arnott, Inc. ..........................42
Airtex Corporation................57, 62
Aisin World Corp. .......................39
ALLDATA ....................................43
Autel.us .....................................55
Auto Care Association................61
Auto Value/Bumper to Bumper...........Cover 4
Automotive Service Equip ..........60
Automotive Video/AVI.................65
AutoZone ...................................37
Bars Leaks................................58
BendPak .........................Insert, 64
CARQUEST Auto Parts..................3
CRP Industries.....................30, 31
Federal-MogulMotorparts...Cover 2 Gatefold, 13
Federal-Mogul Motorparts, MoogSteering & Suspension ......44, 45
Advertiser ...............Page Number
Gates, INA and Litens....16, 17, 19
GMB North America ...................33
Intermotor/SMP..........................15
K-Seal........................................27
KYB Americas Corp....................41
LIQUI MOLY GmbH .....................34
Litens Automotive Group............52
Mann + Hummel .......................36
Mercedes-Benz USA.....................5
Monroe Shocks & Struts.......20, 48
NAPA....................................11, 49
Nissan Motor Corp. USA...............7
OReilly Auto Parts.....................23
Parts Plus..................................59
Perfect Stop.........................28, 29
Red Line Synthetic Oil................38
Schaeffler Group USA ..............8, 9
Stellar Automotive(Lube Guard) ...........................12
TYC/Genera Corp. ......................35
Walker Products, Inc..................51
WIX Filters .................................47
WORLDPAC.........................Cover 3
AD INDEX
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Import-Car.com 71
DI R E C T CLASS I F I E DS
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Honda
72 July 2014 | Import-Car.com
[ImportInsights
May 2014 Honda and Acura vehicle sales showed anoverall increase of 9% compared to May 2013, whichshowed a similar increase vs. the previous year. The
Honda Division posted an increase of 9.8% with Maysales of 137,928 units. The Acura division gained 2.2%on May sales of 14,675, with light trucks increasing32.9% for the month on sales of 10,301 units. Year-to-date American Honda sales reached 610,413 units. Inparticular, Accord, Civic and CR-V each topped 30,000units in May, with the Accord up 19.3%.
Hot-selling Acuralight trucks contin-ued their record-set-ting pace, combiningto achieve the best
May sales in divisionhistory. Total Acuradivision sales in-creased 2.2% overlast year on sales of14,675 units in May.
Honda Sales Hot