tomorrow's tech, march 2014

March 2014

� FEELING DRAINED � EXPLORING 4.0L ENGINES � ABCS OF ABS

TomorrowsTechnician.com

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REAL WORLD.....................................12What’s In Your Tank?Although cases involving contaminated gasoline are relativelyrare nowadays, they still occur. Discover the common causes offuel system contamination in this article from Gary Goms.

ENGINE SERIES................................16Exploring 4.0L Service Opportunities The Ford 4.0L SOHC engine, the successor to the 60-degreeV6 pushrod OHV 4.0L engine, went into production in 1997for use in the Explorer and Mercury Mountaineer, and laterother vehicle makes. Larry Carley takes a look at some ofthe service issues around this engine that put out only about 210 hp.

UNDER COVER.................................22The ABCs of ABS and Friction ScienceIn Part #1 of our Undercover series, we highlight the happenings the Hydraulic Control Unit and its influence withanti-lock brake systems. Then, we address the science of friction materials in our second Undercover feature thatbegins on page 27.

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Career Corner: Entering the Workforce 4

Finish Line: Auto Show Poster Winner 8

Service Advisor: Diagnosing Parasitic Draw 32

Tech Tips: Indirect TPMS Systems 38

NASCAR Performance 43

Report Card: Maserati Alfieri Concept 44

Tomorrow’s Technician (ISSN 1539-9532)(March 2014, Volume 13, Issue 2): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron, OH44333 U.S.A. Complimentary subscriptions are available to qualified students and educators located at NATEF-certifiedautomotive training institutions. Paid subscriptions are available for all others. Contact us at (330) 670-1234 to speak toa subscription services representative or FAX us at (330) 670-5335.

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2 March 2014 | TomorrowsTechnician.com

EDITORIAL STAFF:


The saying, “You can’t teach an old dognew tricks,” is becoming more relevant interms of expanding business in the techno-logical world. Aged workers may have adifficult time adapting to the constantly

changing environment, and in this day and age, technology is not a mere suggestion like a new paintjob, but a necessary tool like a tire that keeps yourvehicle rolling.Though many negative connotations come with

hiring a new graduate over a more experienced, olderworker, new graduates like yourself will become beneficial in the long run. For example: • For starters, new graduates may be willing to trade

off a lower starting salary for more vacation days ortime-off days – which can reduce costs at a small shop.• Recent graduates are eager to work because they

have just spent many years preparing for the workworld. • New hires like to prove to themselves that they can

succeed, which means they will want to work hard.That hard work then turns into taking on more tasks,which translates into more work getting done. They willtake care of shop owners’ day-to-day tasks, givingthem more time to devote to other matters, such asexpanding or improving their overall business. • Another benefit graduates offer is their

schedules; they are flexible, because generally theydon’t have many outside distractions, which also

plays into more work getting done.• Along with the possibility of increasing profitability

and the efficiency of completing day-to-day tasks, newgraduates can also provide a fresher outlook on certainaspects of business. They can offer an outside perspec-tive and their opinion of how the business compares toothers in the area or country. Their new ideas can altershops and create more revenue over time, reiteratingwhy graduates are a worthwhile investment.• The obvious benefit of hiring new graduates is

their knowledge of technology. Today, we live in ageneration where it is crucial to adapt to the system.New graduates have grown up in this time, so youalready have extensive knowledge and experiencewith new technology. Explain during an employment interview that your

skills would be helpful in converting a shop owner’sdated facility into a modern workshop. You can help make this a smooth transition and can

quickly learn and possibly adapt the business’ computer applications.Hiring a new graduate would also increase the

diversity in a shop, which allows for balance. A shopshould not just have one type of employee, but a medley of people who specialize in different things. If a shop owner wants only older employees, ask him

or her how would a vehicle operate with just olderparts?Source: theundercoverrecruiter.com/hiring

Career Corner By AutoProJobs.com staff

WHY YOU’RESPECIAL TOTODAY’SWORKFORCE

5 Tips toSpringClean yourRésumé

If you find that your résumé isn’t getting the resultsyou want, spring is the perfect time to clean it up.

Ford R. Myers, career coach, speaker and author of“Get The Job You Want, Even When No One’sHiring,” (www.getthejobbook.com) suggests the fol-lowing five tips to freshen up your résumé this spring.

1. BE BRIEF: Less is Always More — Of the fivemain sections of a résumé - Personal Information,Career Summary, Professional Experience, Educationand Affiliations or Professional Development — theCareer Summary is where brevity counts most. “The Summary is a brief statement of who you are,

where you’re ‘coming from,’ and what skills andexpertise you have to contribute to an organization.All you’ll need to grab the reader’s attention are fiveor six lines of text highlighting the benefits and contributions you offer as a professional,” states Myers.

2. BE SPECIFIC: Résumés that get noticed focus onspecific results. Quantify everything you can, includingretention rates, sales numbers, profit margins, increas-es/decreases, performance quotas, time frames, num-bers of people/projects, and so on. Whenever possi-ble, use percentages, dollars and hard numbers.“Although individuals should be as specific as possi-

ble throughout the entire résumé, this “quantifica-tion” tip should be exercised most in the ‘ProfessionalExperience’ section. Here is where your past jobs,roles, responsibilities and accomplishments are listed.

It’s also where most employers and recruiters focus90% of their attention. The information you presenthere, and how you present it, can decide the fate ofyour candidacy within about 10 seconds of scanningtime,” explains Myers.

3. BE ACTIVE: Myers urges résumé writers to usestrong action verbs at the beginning of every sen-tence and phrase. Words such as “create,” “launch,”“initiate,” “devise” and “conduct” have a lot moreimpact than a vague phrase such as “responsible for.”

4. BE SELECTIVE: Focus on information that is trulyrelevant to your career path and edit out the rest.“There is no need to focus on your after-school job orhigh school achievements if they are not relevant tothe career you are looking for or if they are in yourdistant past,” says Myers.

5. BE HONEST: Myers warns job seekers to neverlie on a résumé, “If you lie, you will always lose in thelong run. Your résumé is a ‘living document’ that willbe edited and updated through the course of yourjob search and your entire career,” adds Myers.“Taking a good look at it this spring, as well as thestart of every season, will help you put your best footforward.”Reprinted by permission of Ford R. Myers, a nationally known Career Coach and author of “GetThe Job You Want, Even When No One’s Hiring.”Download your free bonuses now at www.careerbookbonuses.com. �


5 Tips toSpringClean yourRésuméFord R. Myers Offers Five Simple Ideas to ImproveYour Resume so it Will Get Better Results

Each month, Tomorrow’s Tech takes a look at some of the automotive-related student competitions taking place in this country, as well asthe world. Throughout the year in “Finish Line,” we will highlight not only the programs and information on how schools can enter, butwe’ll also profile some of the top competitors in those programs.Because there are good students and instructors in these events, we feel it’s time to give these competitors the recognition they deserve.

edited by Tomorrow’s Tech staff


FORD/AAA SETS DATE FOR NATIONAL FINALSThe national Ford/AAA Student Auto Skills com-petition, which fosters young people's interest inthe automotive industry through a spiritednationwide competition with opportunities towin prizes, scholarships, tools and awards will beheld June 8-10, 2014 in Dearborn, MI.Instructors are also eligible to win equipment,

service publications, trophies and prestige fortheir schools. Opportunities with the Ford ASSETprogram will be available to many of the compe-tition finalists. The 2014 grand-prize will be an all-expense

paid trip to the Wood Brothers Racing facilitywhere the students and instructor will work onrace cars and learn from top automotive engi-neers. As part of the job-shadow experience, thewinners will also attend a race as VIP. For more information, visit:

https://autoskills.aaa.com

Sixteen high school artists were recognized as prize winners in The North American International AutoShow (NAIAS) 26th Annual High School Poster Contest.This contest provides a unique opportunity for students to become involved in the annual auto show,

while gaining experience in creative competition. Studentscreated automotive-themed posters that met various contest requirements. Developed to engage the creative minds of Michigan's

future artists, the 26th annual contest saw a record 73 highschools participate, submitting 989 poster entries. Some ofthe winners included:

NAIAS Announces Poster Winners

Chairmen's AwardLindsey Simon

12th gradeRomeo Engineering and Technology Center

Washington, MI


RICHARD P. SCHARCHBURG STUDENT PAPER AWARD COMPETITIONIn an effort to encourage researchand writing effort among universi-ty students in the area of automo-tive history, the Society ofAutomotive Historians confers itsannual award for the best studentpaper in the auto history field.The award is named for RichardScharchburg, the late Professor ofHistory at Kettering University,eminent automotive historian, andpast vice president of the Societyof Automotive Historians. Persons submitting papers must

be enrolled at educational institu-tions (upper-class undergraduate orgraduate level) at the time of sub-mission. This competition is inter-national in scope, but papers mustbe in the English language. Papersalready published or scheduled forpublication will not be accepted.

Manuscripts should not exceed10,000 words, and should be dou-ble-spaced. An abstract isrequested. Judging criteriainclude clear statement of pur-pose and testable hypothesis,accuracy and thoroughness ofresearch, originality of theresearch, documentation, qualityand extent of bibliographicresources, and writing style.Diagrams, graphs or photographsmay be included. Submissions must e-mail dated

by June 10, 2014. Upon recommendation of the

judges, the winning paper will con-sidered for publication in theSociety’sAutomotive HistoryReview and thewinner will receive

a plaque and a cash prize of $500.Submissions should be sent to:

John A. Heitmann, Ph.D, Chair,Student Awards Committee,Department of History, Universityof Dayton,[email protected]. �

Do you have an outstanding student or a group of students that needs to be recognized for an automotive-related academic achievement? E-mail us at [email protected].

11th Grade Award, 1st Place�Zoe Wilson�

Careerline Technical Center�Holland, MI

The automotive-themed poster entries were judged by chairmen from the NAIAS, an automotive designer from General Motors, as a representative from State Farm Insurance.To view all of the winning posters, visit: http://www.naias.com.

State Farm Insurance Award�Angelica Paparizos�

12th grade�Henry Ford II High School�

Sterling Heights, MI

Best Theme Award�Tiffany Teng�11th grade�

Novi High School�Novi, MI

For more information on the paper, visit: www.autohistory.org/index.php/student-paper-award.


Real World

Although casesinvolving contaminatedgasoline arerelatively rare

nowadays, they still occur.In many cases, technicianshave replaced the fuelpump or mass air flow(MAF) sensor to address aP0171/P0174 “lean-condi-tion” DTC with no result. In all likelihood, the

technician didn’t considerthe possibility that the vehicle’s fuel might be contaminated with E85gasoline, diesel fuel, stalegasoline, or, to a lesser degree, sugar andwater. The fact is that the first three fuelcontaminants tend to lean out the air/fuelmixtures, while sugar and water generallycause intermittent cranking, no-start and

stalling complaints.In total, and depend-

ing upon the percentagepresent in the fuel tank,contaminated fuel canmimic the symptomsproduced by defectivefuel pumps, fuel injectorsand fuel control compo-nents like MAF sensors.

Lab WorkBecause organic chemistry is the study ofincredibly complex fossil-fuel hydrocarbon com-pounds left behind by living things, I will likely

simplify to the point of error in the followingtext. Nevertheless, as the name implies,hydrocarbon fuels like gasoline are composedof hydrogen and carbon atoms generallyobtained by refining animal-based fossil fuels

WHAT’S IN YOUR TANK?Common Consumer Contaminations

Adapted from Andrew Markel’s article in


like crude oil. Oxygenated hydrocarbon fuels likeethanol and methanol include oxygen atoms in theirchemical make-up and are obtained by fermenting aplant-based biomass.Since oxygenated fuels contain part of the oxygen

needed for combustion, oxygenated fuels require lessatmospheric oxygen to create a “stoichiometric”air/fuel ratio than does pure gasoline.During our discussion of the various fuels, I’ll use

the term “stoichiometric” to indicate when all of theoxygen and hydrocarbons contained in an engine’scylinders are completely consumed during combus-tion. We’ll also look at differences in specific gravity,heat output in British Thermal Units (BTUs) andoctane rating. Specific gravity simply compares theweight of a fluid to the weight of an equal volume ofwater at room temperature. Since hydrocarbon fuelsare lighter than water, their specific gravities will beless than “one.”BTUs are a comparative measure of heat produced

by equal weights of hydrocarbons when combinedwith oxygen. Octane ratings are the tendencies ofvarious hydrocarbons to self-ignite when mixed with astoichiometric volume of air and compressed in aclosed cylinder. Octane ratings are important becausegasoline engines require a fuel that will not self-igniteunder extreme levels of compression.In direct contrast, diesel engines require a fuel

that will self-ignite under the same compressionextremes. Consequently, the Research OctaneNumber (RON) of some diesel fuels is about 25,whereas the RON of most regular-grade gasolinesold in the U.S. ranges around 87 RON. Last, butnot least, the lack of fuel volatility (Reid VaporPressure) becomes an important consideration

when diagnosing fuel contamination issues atfreezing or sub-freezing operating temperatures. Major symptoms of contaminated fuel can include

cranking no-start, hard starting, stalling, loss of powerand poor fuel economy. Because symptoms of fuelcontamination generally appear immediately afterrefueling, the fuel gauge needle pegged on fullshould always be a diagnostic “red flag.” And,because some drivers simply add fuel rather thantopping off their tanks, it’s doubly important to ask ifthe vehicle has recently been refueled. With thoseprecautions in mind, let’s look at some of the symp-toms associated with the following fuel contaminants.

E85 GasolineAlthough it’s hard to think of E85 gasoline as a fuelcontaminant, it’s important to remember that E85 isdesigned for use only in flex-fuel vehicles. Becausepure ethanol requires approximately 150% more vol-ume to support stoichiometric combustion than doespure gasoline, some early flex-fuel vehicles use anethanol sensor in the fuel line to estimate the volumeof ethanol in the fuel.Later flex-fuel vehicles simply use data inputs from

their air/fuel ratio sensors to adjust fuel injector pulsewidth to accommodate increased volumes of ethanol.Most flex-fuel vehicles can be identified by an exterior flex-fuel emblem and, in many cases, a yellow gas cap.Many motorists inadvertently top off their fuel with

E85 because they are unaware that E85 gas pumpnozzles are generally equipped with yellow covers.Immediately afterward, they begin experiencing lean-fuel driveability symptoms such as hard starting andloss of power accompanied by a P0171 or P0174DTC, depending upon the application. At this point,let’s note that “ethanol” and “methanol” are

14 March 2014| TomorrowsTechnician.com

distinctly different alcohol compounds.Methanol is used in racing applicationsbecause its high latent heat of vaporiza-tion keeps the engine cool, and because itproduces slightly more horsepower thangasoline. But, even with those advantages,methanol has a major tendency to corrodemetal surfaces and degrade fuel hoses, O-rings and other soft fuel system compo-nents.

Diesel Fuel DilemmasBecause the specific gravity or density ofdiesel fuel (0.825) is higher than gasoline(0.787), it contains about 15% more heatenergy. Diesel fuel also contains wax-likeparaffins that tend to “gel” in sub-freezingambient temperatures and clog theengine’s fuel filters. And, since winter-blended diesel fuels flow much better at low ambientoperating temperatures, their effects as a fuel contami-nant might vary at sub-zero temperatures. Another diagnostic issue with higher-density diesel fuel is that itdoesn’t flow well through low-pressure fuel injectorsfound on gasoline engines. The symptoms of diesel contamination depend greatly

upon the percentage present in the tank. A lower percentage might result in a minor power loss while,thanks to a lack of volatility, a greater percentage mightresult in a cranking, no-start condition after an overnightcold-soak. One basic test for diesel fuel is to place a fewsample drops of gasoline on your fingertips and rub themtogether. If an oily residue is left, suspect diesel fuel contamination. If the cranking, no-start vehicle has fuelpressure, but acts as if it has a fuel delivery problem, tryadding a substitute fuel like propane to the air intake. Ifthe cylinders begin to fire, again suspect diesel fuel contamination.

‘Stale’ FuelThe symptoms of stale gasoline are caused by a loss ofvolatility, which means that the gasoline has lost its “light-end” components and will, therefore, not vaporize wellenough to support ignition. Case in point, I was called todiagnose a vehicle with a poor cold starting and coldengine performance complaint. The symptoms would varyaccording to ambient temperature. The diagnostic “redflag” was a fuel gauge needle pegged on “full.”Draining the tank and installing five gallons of fresh

gasoline resolved the complaint. Afterward, I discov-ered that the driver had filled his tank from an above-ground tank containing gasoline that was 1-1/2 yearsold. Exposure to extreme day/night temperaturechanges had long ago driven most of the highly

volatile, “light-end” hydrocarbon components of thefuel into the atmosphere.

Criminal ContaminationWhile many myths continue to circulate about how sugarin fuel tanks will ruin an engine, keep in mind that sugarwill not dissolve in pure gasoline. It can, however, dissolvein trace amounts of water created by normal fuel tankcondensation. Case in point, a high school teacher had hisIsuzu Rodeo towed in for a cranking, no-start complaint.According to the teacher, his Rodeo had progressively runworse during the previous two weeks. It didn’t take longto discover that no fuel was flowing through the throttlebody injectors. Removing the fuel tank revealed that thebottom of the tank was coated with a thick, cola-typesyrup. Evidently, a disgruntled student had poured asugar-based cola drink into the fuel tank, and from thereit gradually migrated to the fuel injectors and stuck thefuel injector pintle valves closed. Although water contamination is rare, it can result

from something as simple as using an old, rusty gas canto refuel a vehicle. In any case, small percentages ofwater will be absorbed by ethanol gasoline, while largepercentages can absorbed by using an isopropyl alco-hol additive. Greater percentages of water will quicklysettle to the bottom of the tank or in-line fuel filter,where the fuel pump can pick up a few drops, causingan intermittent stalling or cranking, no-start complaint.Draining the contents of the in-line fuel filter is perhaps

the quickest way of confirming water contamination.Testing on single-line fuel systems with no Schrader portor in-line fuel filter can be difficult. Here again, the besttest procedure is to try starting the engine on a substitutefuel source like propane. If the vehicle starts, it most likelyhas a fuel contamination problem. �


The Ford 4.0L SOHC engine is the successor to the 60-degree V6 pushrod OHV4.0L engine, and is the latest in a long series of engines produced at Ford’splant in Cologne Germany. The SOHC version went into production in 1997 foruse in the Explorer and Mercury Mountaineer, and later became an optionalengine for the 2001 to 2011 Ford Ranger, 2001 to 2010 Mazda B4000, 2005 to

2010 Ford Mustang and 2005 to 2009 Land Rover LR3.Rated at a rather anemic 210 horsepower, the 4.0L SOHC V6 is not exactly a high

output engine. It also has an unusual overhead cam drive setup. Unlike most otherOHC V6 and V8 engines that drive both overhead cams directly from the crankshaftwith a belt or chain, this engine has an intermediate jackshaft in the middle of theblock where a pushrod cam would normally be located. A short timing chain on thefront of the engine connects the crankshaft to the intermediate jackshaft. A second,longer timing chain behind the first chain connects the front of the jackshaft to theoverhead cam on the left side of the engine. A third timing chain in the back of theengine connects the rear of the jackshaft to the overhead cam in the right cylinder head.There is also a balance shaft in the crankcase of engines used in 4x4 trucks, which is drivenby a fourth chain directly off the crankshaft.Why Ford designed the cam drives this way is anyone’s guess. It probably allowed the

engine to be shorter and more compact. But one of the unintended consequences of this fore-and-aft split cam drive arrangement is that it makes the timing chains, guides and tensioners VERYdifficult to replace — which makes for an expensive repair when a chain guide or tensioner fails onone of these engines (a common problem on high mileage engines, especially if the owner has neglected regular oil changes).

Engine Series Adapted from Larry Carley’s article in

‘EXPLORING’OPPORTUNITIESService Notes to the Ford 4.0L Engine

TIMING TROUBLESSome of the early engines up through 2002 in the

Ranger and Explorer have had a timing chain rattleproblem due to the poor design of the original teflon

chain guides. The noise is most noticeable when a coldengine is first started, and is usually loudest from 2400 to3000 rpm. The same noise problem can also develop in2003 and newer high-mileage engines as a result of chainguide wear. In some instances, the guide may break anddisintegrate and spew debris into the oil pan. This mayalso cause one of the timing chains to break (typically thefront left chain). Fortunately, the 4.0L SOHC is not aninterference engine so a timing chain failure won’tbend the valves. But it does create an expensiverepair for the vehicle owner.Ford issued a TSB for the timing rattle problem and

released a redesigned “‘cassette”‘ (the timing chain,gears, guide and tensioner assembly) for the left front tim-

ing chain. This timing chain cassette can be replaced without hav-ing to pull the engine out of the vehicle. But, if the engine has a badrear chain or guide, or a chain guide has failed and throws debris intothe crankcase, you will have to remove the engine to make therequired repairs. That includes removing the flywheel and flexplate sothat the rear cam drive cassette can be replaced, and pulling the oil


pan so any debris in the oil pan andoil pickup screen can be cleanedout. You’ll also need a special tool kit(Ford or aftermarket) to hold thecams and tension the timing chains,and to prevent the crankshaft fromrotating while you’re doing the camdrives. You’ll also need the properpuller to get the harmonic balanceroff the crankshaft.The redesigned Ford primary

timing chain service kit includes animproved chain tensioner andchain guide, chain, jackshaft andsprockets. Kit number 2U3Z-6D256-AA is for balance shaftengines in 1999 to 2001 4x4Explorer/Mountaineer, 2001 to2002 4x4 Sport/Sport Trac and all2002 Explorer/Mountaineer(except engine codes 2G-960-AAand 2G-964-AA). Kit number2U3Z-6D256-BA is for non-balanceshaft engines in 1999 to 20012WD Explorer/Mountaineer and2001 to 2002 2WD Sport/SportTrac, and all 2001 to 2002 Ranger.

Internal IssuesIf the head gasket is leaking,replacing the left head gasket canbe done with the engine in thevehicle (assuming there is enoughroom to pull the head). But if the

right head has to come off, theonly way to remove the head iswith the engine out of the vehiclebecause of the rear cam drive onthe right head.If the engine in your customer’s

vehicle has a timing chain rattleproblem, and the engine has lessthan 100,000 miles on it, doing anoil change and using a light viscos-ity, pure synthetic oil can some-times quiet the noise. The lighteroil will flow to the timing chainmore quickly following a cold startand reduce the noise somewhat.However, if the engine has a lot ofmiles on it (more than 100,000) orchanging motor oils makes no dif-ference, replacing the timing chaincassette(s) will likely be necessaryto quiet the engine.As we mentioned earlier, this is a

rather involved repair procedure soalways refer to the Ford service lit-erature for the step-by-step details.If you try to wing it as you go, you’lllikely be in for some unpleasant sur-prises along the way. The jackshaft drive gear and

cam drive gear retaining bolts areTTY (torque-to-yield) and shouldnot be reused. If you don’t replacethese bolts with new ones, there’sa risk of breakage. The rear jack-

The 4.0L SOHC engine was found under the hood of many Ford andrelated SUVs and light trucks, as well as 2005-’10 Mustangs.

shaft bolt is also covered by a small circularplug on the back of the engine. It looks like afreeze plug but isn’t.The front left chain tensioner can be tricky to

extract because of its close proximity to thethermostat housing and coolant sensors. Youmay have to remove the thermostat housing ifyou can’t get the tensioner out with a wrenchor deep socket.The left (front) and right (rear) cam drive cas-

settes for this engine are different, and thedesign and quality of the parts can varydepending on the supplier. Some aftermarketsuppliers buy their cam drive cassettes from thesame original equipment supplier that Forduses, while others do not. Since this is a labor-intensive repair that should only have to bedone once, don’t try to save money on a no-name part. Go with the genuine Ford replace-ment parts or parts from a quality-brand after-market company. Other “fun” parts to replace on this engine include

the heated PCV valve on the back of the left valvecover. It’s out of sight and hard to reach with littleclearance between the engine and firewall.

Trouble CodesIf the Check Engine light is on and you’re doing mis-fire diagnostics on a 2006 and up Explorer, a newscan tool PID that’s available on these models is theactual burn time of each individual spark plug. Bycomparing the spark durations, you can quickly see ifa spark plug is fouled or a cylinder has low compres-sion because the burn time for that cylinder will be

longer. If you see a cylinderwith a shorter burn time, itwould tell you that cylinderis running lean or the sparkplug gap in that cylinder isworn or set too wide.On some 2005-’10

Mustangs with automatictransmissions, there can bean annoying vibration at idle,especially when the A/C ison. The problem is not theengine, but an exhaust vibra-tion. Ford TSB 05-8-6 saysthe cure is to install adamper kit to dampen theannoying vibration. The kit isP/N 5R3Z-5F240-A.

Final NotesThe original equipment spark plugs are platinum witha 100,000-mile service interval. Make sure you installthe correct replacement plugs because the ones forthe 4.0L OHV pushrod engine are shorter and won’tposition the electrode the correct distance into thecombustion chamber. Though Ford diehards tend tostick with the original Motorcraft brand spark plugs,any brand of spark plug will work in these enginesprovided the plug manufacturer has a listing for theengine application. The plug gap is 0.054” on mostapplications.The crankcase oil capacity on the 4.0L SOHC V6 is

5 quarts, usually 5W-30 for the older vehicles and 5W-20 for the newer ones. Refer to the vehicle owner’smanual for the recommended viscosity. �


One of the unintended consequences of the 4.0L’s fore-and-aft split cam drive arrangement is that it makesthe timing chains, guides and tensioners VERY difficult toreplace and an expensive repair when a chain guide ortensioner fails. Courtesy: Cloyes Gears

Drop-Ins WelcomeAt some point, some might argue that it’s

cheaper and easier to simply find a good usedengine and replace the old motor rather thanrepair it. This might be a viable alternative IF youcan find a good used low-mileage 4.0L SOHC V6that can be swapped into your customer’s vehicle.But, by the time many of these engines end up ina salvage yard, they don’t have a lot of miles leftin them. A better option if your customer is will-ing to spend the money would be to install aremanufactured engine. A reman engine from areputable supplier should be completely recondi-tioned to original specifications and come with anextended warranty. Some suppliers offer a three-year or 36,000-mile warranty with their remanengines. That’s a better deal than the 30-dayguarantee many salvage yards offer (which doesn’t include labor!).

A short timing chain onthe front of the engineconnects the crank-shaft to the intermedi-ate jackshaft.


The Anti-lock braking system(ABS) computer or HydraulicControl Unit (HCU) is a nodeon a high-speed Class 3Controller Area Network

(CAN) vehicle bus. This means that the diagnostic

information can be typicallyaccessed through the OBDIIDiagnostic Link Connector(DLC).The ABS controller/modula-

tor is the heart of any ABS orElectronic stability control(ESC) system. The modulatorgets the brake pressure fromthe master cylinder.Inside are the valves and

solenoids that control the pres-sures to the wheel. During normaloperation, the pressure from the mastercylinder goes through the HCU unaltered. ABS is the foundation of the ESC system.

ESC systems add software and sensors likeYaw, steering angle and even control of thethrottle to keep the vehicle under control. A basic ABS four-channel system will have eight

solenoids (4 isolation/4 dump) or two for eachwheel. Some systems will have more solenoids orvalves to isolate the master cylinder from theHCU. ESC systems will typically have 12 or more.

APPLYWhen the master cylinder applies pressure, itgoes directly to the wheel because theoutlet/dump solenoid is closed. This is a normalbraking event. The unit is in a “passive” state.

HOLDIf the system senses a wheel is locked, theinlet/isolation solenoid is closed to prevent anymore pressure from the master from reaching thewheel. The wheel might start to turn.

Undercover

THE ABCSOF ABS & ESCWHAT’S HAPPENING INSIDE THE HCU

Adapted from Andrew Markel’s article in

RELEASEIf the wheel does not start to turn,the outlet/dump valve will open.This will release or bleed off thehydraulic pressure that is holdingthe wheel. The wheel will nowrotate.

REAPPLYSince pressure from the mastercylinder has been bled off, thepump in the HCU will spool upand apply pressure. The outletvalve is closed and the inlet valveis opened. The pump applies pres-sure to the wheel. If the wheel is still outside the

wheel slip parameters, the cyclewill start over. This happens veryquickly. The operation of the sole-noids and pump will cause a “kickback” or pulsation in the pedal.

HCU Mechanical ProblemsMechanical issues with the HCUare rare, but they can happen.Valve seats and pintles canbecome stuck or not seat properlydue to debris, corrosion or con-taminated brake fluid. If the inlet/isolation valve is stuck

open, it will not affect normalbraking in any way. It will only hurtthe ABS system. This could lead toa pulling condition during ABSactivation. If an outlet/dump valve is stuck

open in one circuit, this could

cause a pull condition during nor-mal braking. This is due to the lossof brake pressure at a wheel.Typically, this is not discovereduntil brake hoses, calipers andother parts have been replaced.

Testing SolenoidsElectricallySometimes a stuck or defectivesolenoid or pump will set a code.


Where You Find ESCFor all 2012 model year vehi-cles, stability control is stan-dard. For model year 2008, themajority of vehicles sold weresold with ABS and optional stability control. Most of thesesystems have something incommon, sensors that measurethe dynamics of the vehicle andthe intentions of the driver.These systems depend on a

multitude of sensors that meas-ure wheel speed to pressure sensors in the modulator body.But, three sensors on a stabilitycontrol system can sense thecondition of the shocks orstruts on a vehicle. Theseinclude yaw, pitch and steeringangle sensors.

A solenoid has a resistance between 2and 8 ohms. On some units, it isimpossible to access the individualsolenoids. Testing of the unit with a scan tool

with bi-directional control might be thebest way to confirm the condition ofthe HCU.Most vehicles equipped with ESC will

have 12 valves or solenoids in theHCU. Eight solenoid control thewheels. Four additional solenoids canblock off the master cylinder and allowthe pump to send pressure to a specif-ic wheel.Understeer is a condition where the

wheels are turned, but the vehicle con-tinues to travel in a straight line. This issometimes described as a push. The ESC computer would see this

event through the sensors. The wheelspeed sensors in the front typicallyread slower than the rears. The com-puter would also see that the steeringangle is greater than the intendedpath.The ESC system needs to intervene

before the event occurs. It needs toanticipate the problem and correct asthe vehicle travels.This is what the ESC sees during an understeer

event. The SAS angle is at +52º, this means that thecustomer has the wheel turned to the right at a signif-icant angle. Even with the steering wheel turned, theyaw and accelerometer read like the vehicle is goingstraight.

The APPS or throttle pedal position sensor shows thedriver is off the gas and the brake pedal is not pressed.The deciding information for the system is in the

wheel speed sensor inputs. Between the front andrear, there is a 6 to 9 mph difference between thefront and rear speeds. The front wheels are travelingslower than the rears. �


Teves Mark II Hydraulic System (2 Solenoids/2 Valves per channel)

Contamination always has negativeconnotations. For brake pads, it hasdual meanings. First, it can meancontaminated friction surfaces thatalter friction levels and performance.

Second, it can mean contamination to the envi-ronment from brake dust. In this article, we will attempt explain both

issues because both forms of contaminationstart when a brake pad is pressed into a rotorand friction is generated.

Friction and DustFriction is the force resisting the relative motionof elements sliding against each other. In thecase of cars and trucks, it is the brake padspushing against a rotor that changes kineticenergy into heat.If you could mount a microscope on a brake

pad, you would see bits and pieces of the padand rotor breaking away from the surfaces asthey contacted the rotor. As this is happening,the heat is physically and chemically changing

the exposed friction material and bits andpieces are being torn or sheared from the rotorand pad.Some particles become part of the friction

surface or the rotor while others are cast off tostick to wheels and eventually be washed downthe drain and maybe into rivers and streams. The bottom line is that for the brakes to

function, the rotors and pads have to wear.Even a brake rotor’s metallurgy can determinehow a pad wears.

The Secret Sauce ofFrictionHow the components in thefriction material shear, breakand interact duringbraking candetermine apad’s

THE SCIENCE OF FRICTION

Undercover Adapted from Andrew Markel’s article in

UNDERSTANDING THE EFFECTS OF THE ROTOR AND PAD


friction level, noise and wear characteristic.A brake pad may require up to 20 different raw mate-

rials. Some raw components of a friction material areabrasive, while other components lubricate. Some components, like structural fibers and resins, hold thepad together, while other components tune the friction levels through various temperature ranges. Tuning the components in a brake pad mix is like

tuning a graphic equalizer on a stereo for the bestsound. This is the black art of friction material formu-lation and why some pad manufacturersprotect their recipes like Coke andKFC’s seven secret herbs andspices.

Two Types of FrictionSo friction is friction right? Wrong.There are two types of friction when itcomes to brakes.Abrasive friction

is the breakingof bonds ofboth thepadmaterialand thecast iron ofthe disc when thecaliper pushes them together.

Adherent (or adhesive) pad material forms a very thintransfer layer of pad material on the surface of therotor. The two surfaces are the same materials andgenerate friction by breaking or shearing the bonds inthe pad.Abrasive friction is the wearing of the pad and rotor

to change forward motion into heat. Both compo-nents wear. Semi-met pads and some non-asbestos-organics use this type of friction.Adherent (or adhesive) pad material transfers a very

thin layer of pad material onto the surface ofthe rotor. Ceramic and some NAO

pads use this type of friction. Thetransfer layer is bonded to

the rotor’s surface andcannot be washed

away by water orwheel cleaners.The only wayto remove it is

by removingit with abrake lathe

or abnormal heat.The layer is always

being worn and replenished by thebrake pad during braking. These padsproduce dust. Adherent friction is

easier on rotors, but the pads become


This is what a transfer layer looks like to the naked eye.

the primary wear component. With this type of pad, it is critical

to machine the rotor with the cor-rect surface finish and follow therecommended break-in procedureso the transfer layer can be estab-lished. With both types of friction, it is

critical for the rotor to have mini-mal runout. Abrasive friction mate-rials will wear away at high spotscreating disc thickness variationand pulsation. Adhesive or adher-ent friction material could depositthe friction material unevenly andcause brake judder.

Bad StuffWhy do some pads use compo-nents that could be consideredharmful to the environment andpeople? Part of the answer is that

the effects on the environment ofsome components were not fullyrealized until a few decades ago. Copper is used in brake pads as

an abrasive, but two states(Washington and California) havelegislation limiting its content inbrake pads. Copper performs sev-eral functions: it adds structuralintegrity to the brake pad materi-al, reduces fade so that brakesremain effective through extendedbraking events, transfers heat effi-ciently, and helps brakes be moreeffective in cold weather. Copperalso has properties that help pre-vent brakes from squeaking andshuddering. But the brake dust from these

pads is the leading cause of cop-per contamination in lakes andstreams.

The same can be said aboutasbestos. This naturally occurringfiber is a great structural fiber thatresists heat. However, in the 1970s,scientists found that the dust causedcancer and asbestosis in technicians.Most friction material companiesstopped using it, or never touchedthe asbestos at all because it put notonly their customers at risk, but alsotheir own employees. Some components are not harm-

ful during manufacturing, but dur-ing the heat of braking, they canchange and even combine withother elements and oxidize.

How harmful is this stuff?There is no need to purchase aHaz-Mat suit to work on brakes. Aslong as you use common sensepractices, like using a liquid brake

cleaner and not compressed air,you should be fine. But, alwayscheck the MSDS sheets for anyproduct used in your shop; thisincludes brake pads. The main focus of the new laws

in Washington state and Californiais protecting the environment.Much of the dust that is emittedinto the air is blown onto areas

next to the road, or is washed intothe storm drains when it rains.Most storm drains flow directly tocreeks, rivers and marine waterswithout wastewater treatment.Copper and other harmful materi-als can hurt and kill small marineanimals and even render some fishwithout a sense of smell. �


A friction material has many different components. Kevlarfibers help to give the brake pad structure under high temperatures.


In the past, I’ve always hunted down parasiticdraws with my multimeter set on the amperagescale in series with the battery cable, along withjumper leads to open and close the connection,so I could watch for the amperage drop.

I also needed to know what a safe level was inorder to see the actual draw (or lack of). Sometechs use a dead-man switch attached to the bat-tery post instead of jumper wires. For me, it’swhatever I have handy at the time, and time ismoney so the quicker I can get to the source ofthe problem, the better that is for my bottomline.Sometimes, these draw tests can take hours to

complete, depending on what module you’relooking at and the length of time it takes topower down (Sleep Mode).I find it not only awkward, but a little confus-

ing, to have all of these devices on an adjacentworktable or balancing precariously on the edgeof the fender. It wouldn’t be the first time I’veknocked something over and had to set it up allover again. I want to get in there, find out what’swrong, inform the customer, and get the jobdone. And, it almost never fails that I’m the guy who

will pick up the meter and find the amp fuse isblown because I never bothered to switch theleads back over before putting the meter away.I’m usually aware of this only after I’ve got every-thing all set up and ready to start my amperage

Service Advisor

HUNTING DOWN CAUSES OF

PARASITIC DRAW

Adapted from Scott “Gonzo” Weaver’s article in

draw tests. When this happens, it’s time to slowdown, take the meter apart, remember where I hidthe extra fuses so I wouldn’t lose them and then haveto start over all again. The other thing you need to properly perform the

draw test is determine the correct values for each system’s parasitic draw. I find it a lot easier to watchthe meter values dropping off to their sleep modewhen I have a pretty good idea as to which module itis. But this requires me to stand over the meter andbe ready to pull fuses (if needed) at a moment’snotice, all of which is time consuming, involves lots ofconnections that have to be working correctly, as wellas a lot of patience on my part. With too many variables, something can, and usually does, go wrong.When it does, I think there has to be a better way.

I really would like to have a way to at least isolatethe offending circuit quickly, efficiently and accuratelywithout all these hassles. How about a way I can see the draw without discon-

necting anything? No pulling fuses, no need for adead-man switch and no need for that temperamentalamp meter hook-up, which we all (me included) forgetto switch back when we check voltage the next time

we need the meter. Well, there is…Before parasitic draw testing, it was the tried-and-true

old test light method between the battery post andcable. While it wasn’t precise as far as voltage or amper-age, it was accurate enough and it got the job done.If the test light was even partially lit up, there was a

draw. I never worried about the actual amount; it wasn’tas important as the “where is it.” So, how about a wayto locate these draws in a late-model car and not worryso much about the exact values; just find the problemand leave all that technical mumbo-jumbo aside. Thereis a way, and all it takes is your voltmeter. Start with a good multimeter (DVOM) with an mV

scale (millivolts) and a couple of good test leads withsharp, pointed ends. Put the meter on the millivoltscale and your test leads on the two test points onthe back of the suspected fuse, and then measure thevoltage. Yes, put the negative lead from your meteron one of the fuse test terminals and the positive leadon the other. (On some fuses, these little test spotson top of the fuses are quite small, so this is wherethe sharpened points of the test leads will help out.) A good practice session for this method is to try this

on a car that is working. Find the dome light fuse andwatch the meter. If there is no current flow across thefuse, the meter will read a flat zero. If there is a currentflow in the fuse, you will measure a steady voltage dropof some sort from the time the door is opened to thetime the dome light finally goes off. It doesn’t matterwhat the voltage is, just that it is there.The reason this works is that all circuits have some

resistance in them. This resistance to current flow


Causes of DrawIn most cases, excessive parasitic draw runs

down a battery if the vehicle is parked at least3-5 days. Excessive parasitic draw is generally caused by

interior lighting remaining on, modules not timing out correctly and poorly engineeredaftermarket electronics. While modules on mostvehicles time out in about two hours, somemight require longer periods. Most auto manufacturers now list normal parasitic drawsfor their various lines. The rule of thumb for parasitic draw is about 20-50 milliamperes (mA)of current with all modules timed out and accessories turned off. — Gary Goms

causes a minute change in thevoltage readings from the sourceto the load itself. Current flow alsocreates heat, heat increases resist-ance and current flow through thisresistance is seen on your meter asa voltage drop. Any voltage meas-ured across the fuse then indicatessome current flow.If you get a small, fluctuating

voltage, you’re probably not onthe fuse test points. This is wherethose sharp test probes really helpout again. There should be either no volt-

age at all, or some sustained volt-age level that will be constant.Just like any other testing method,practice makes perfect, and tryingthis out on a car with no problemsis a good way to see how thiswhole thing works.

Some mV meters are so sensitivethat you may even see a fluctuatingvoltage reading as you get close tothe fuse, or in the air around the cir-cuit when it’s not hooked to any-thing. If so, try touching the twoleads together before you hook itup. If all is well, the meter shouldread zero voltage at that point. I prefer this method to the amp

meter testing method. During theprocess, I’m not disconnecting any-thing, I’m still looking at a voltagedrop (not amperage) and I’m lesslikely to screw up another amp fusein my meter. I’ve even had successwith this by starting at the MAXIfuse, then following the wiring dia-gram to break it down even furtheruntil I found the source of the draw.The only time I start pulling fuses is

after I’ve gotten the draw isolated toone section of the wiring diagram orfuse box. I’m not concerned so muchwith accurate values or amperageloads, just where the draw is originat-ing. The fact that I’m seeing voltageon the meter in a circuit that should-n’t have any current movement isenough information for me to sus-pect that this circuit is the culprit. This is as close to using the old

test light method as I’ve ever found. Mind you, the reason the test light

worked at all is for the same reasons this test works. The presence of any load requires both positiveand negative to create current flow. Thus, the reason the test light lit at all. Give it a try; I’m sure you’ll be impressed. Good hunting! �

BATTERYCHARGINGTIPSDo not turn thecharger on untilboth leads havebeen connected tothe battery. Connectpositive to positive,and negative tonegative. Do not reverse the connections as doing so may damagethe charger and battery.Slow-charging at 6 amps or less is best because it develops less

heat inside the battery (which can damage cells and increase evapo-ration). A slow charging rate will also break up the sulfation on thebattery plates more efficiently to bring the battery back up to fullcharge.“Smart chargers” also work well because they automatically adjust

the charge rate to the battery’s state of charge. Most start out witha charging rate of 15 amps or higher, then taper off the chargingrate as the battery charge comes up.Fast-charging a battery saves time, but risks overheating and dam-

aging the battery. If using a fast-charger, don’t use the highest set-ting. Use the “boost” setting only when cranking the engine.Refer to the battery’s reserve capacity (RC) rating to determine

charging times and rates. The charging rate (in amps) multiplied bythe number of hours of charging time should equal the reservecapacity of the battery. (Example: a dead battery with a RC rating of72 will require charging at 6 amps for 12 hours.)

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Performance has a new address


Indirect Tire Pressure Monitoring Systems(TPMS) are the systems that do not have airpressure sensors inside the tires. Rather, theydetect a low tire by comparing relative wheelspeeds via the Anti-lock Brake System (ABS)

wheel speed sensors. When a tire loses air, itsdiameter decreases slightly.Older indirect TPMS are not as sensitive to

changes in tire pressure as direct systems thatactually monitor the air pressure inside the tire,but they are not as expensive either. An indirectTPMS is a relatively affordable add-on to a vehi-cle if it’s already equipped with ABS. Even so,the vast majority of vehicles that have TPMS use direct systems rather than indirect.Federal law requires the TPMS to alert the

driver if the pressure inside a tire has droppedmore than 25% below the recommended infla-tion pressure. The same rules apply to directand indirect TPMS. Many vehicles abandonedindirect systems for direct systems to meet thefederal mandate.One of the weaknesses of older indirect

systems is that they may not turn on the warn-ing light if all the tires are underinflated by asimilar amount. If the recommended pressure is32 psi, but all the tires are 24 psi (down 25%),the system won’t know there’s a problembecause all the tires will be rotating at the same

Tech Tips

PRESSURE POINTSINDIRECT TPMS MAKING A COMEBACK

Adapted from Larry Carley’s article in

2007 Volkswagen Jetta

speed when the vehicle is being driven.New systems are taking advantage of better wheel

speed sensors and modules to make indirect systemswork. Indirect TPMS began making a comeback in 2011on all Audi models. The highly popular Honda Accordswitched to indirect TPMS for the 2013 model year. The2013 Mazda CX-5 is now also using an indirect TPMS.Some of the VW Golf platform vehicles have switched toan indirect TPMS. Most of these models have the optionalABS and stability control system.But even the newer systems suffer from the inability to

read the tire pressure when the vehicle is sitting still.

Indirect Applications Indirect TPMS applications include:• Audi 2011-2014• BMW X5 2002-2005• Buick LeSabre 2000-2005• Buick Lucerne 2006• Buick Park Avenue 1998-2005• Buick Regal 1999-2004• Buick Rendezvous 2003-2007• Chevy Impala 2000-2005• Chevy Monte Carlo 2000-2005• Ford Freestar 2004-2005 (some also have directTPMS)

• Ford Windstar 2001-2003• Honda Accord 2013-2014• Lexus LS430 2004-2006• Lexus RX330 2004-2006• Mazda CX-5 2013-2014• Mercedes C-Class 2007• Mercedes SLK 2005-2007• Mercury Monterey 2004-2005 (some also havedirect TPMS)• MINI Cooper 2004-2007• Oldsmobile Alero 1999-2000• Oldsmobile Aurora 2001-2003• Pontiac Aztec 2003-2005• Pontiac Bonneville 2000-2005• Pontiac Grand Am 1999-2002• Pontiac Grand Prix 2004-2006• Pontiac Vibe 2005-2007• Toyota Corolla 2005-2007• Toyota Matrix 2005-2006• Toyota Solara 2004-2006• Toyota Highlander 2004-2006• Toyota RAV4 2004-‘05• Volkswagen GTI 2007 and 2010• Volkswagen Jetta 2005-2007


Reaching for Reset ProceduresAll of these applications use a similar technology

and strategy to detect a low tire, but there is no com-mon reset procedure. Toyota is probably the best,with only one simple reset procedure for all of its indi-rect TPMS (though a slightly different procedure isused on the Lexus models).With so many different reset procedures, it’s impor-

tant to make sureyou’re using theright procedure forthe vehicle you’reservicing. TPMS reset proce-

dures may also befound in the vehicleowner’s manual (if ithasn’t been lost).Open the glove boxand check the indexin the owner’s man-ual for any TPMSinformation.

Audi ResetActions1) Find the fac-

tory tire pressurespecifications onthe placard locatedon the doorsill onthe driver's side. 2) Identify the

tire that is low onpressure and fill itup according tofactory specifica-tions. 3) Put the key in

ignition and startthe car, but don't turn the engine on. 4) Push the "Car" button located on the vehicle

control panel. 5) A menu will pop up on the screen, scroll down

and select "tire pressure monitoring."6) Select "Store Curr. Tire Pressure"7) The screen will then read, "tire pressures are

being stored."8) The tire pressure light should now be reset.

Resetting Toyota On Toyota applications, the reset procedure is fairly

straightforward, though it actually takes much longerto complete. Turn the key on (engine off), then press and hold

the RESET button until the flashing TPMS warninglight goes off. Or, if it is not flashing, hold the RESETbutton until the light flashes three times. Turn the key off. Hold on though: The relearn procedure is not com-

plete until the vehicle is driven at 19 mph or faster forat least an hour. You don’t have to do this, obviously, but your customer

should be madeaware of the fact thatthe TPMS reset pro-cedure won’t be com-plete until the car hasbeen driven awhile. During this time,

the TPMS systemmay not be able todetect a low tire, somake sure all the tireshave been inflated tothe correct pressurebefore the vehicleleaves your shop.

2001-’03Windstar Reset This TPMS system

detects differencesin inflation pressuresin one or more tires.The system uses theABS wheel speedsensors to monitorthe rolling radius ofthe wheel and tireassemblies. If a difference in rollingradius is detected,the ABS module illuminates the LTW

lamp located in the instrument cluster.1. Press the “Tire Reset” switch for a minimum of

three seconds. 2. The LTW warning lamp will flash three times

indicating a reset has been initiated.3. If the lamp illuminates always reset the tire

pressure to specification before resetting the system.

Indirect Reset for 2004-‘05 FreestarVehicles Without Message Center1. Hold the odometer reset button and wait for the

“TIRE PRESSURE SET” light to illuminate. 2. Continue to press the button for three seconds,

then release. 3. After three seconds, the low tire pressure


2003 Windstar

2005 Ford Freestar

warning lamp will flash three times,indicating that the low tire warningsystem reset procedure is com-plete.

Freestar Vehicles WithMessage Center1. Press and hold the SETUP

button and wait for the messagecenter to display “RESET FOR SYS-TEM CHECK.”2. Then press the RESET button

and wait for the message center todisplay “HOLD RESET TORELEARN.” 3. Press and hold the RESET but-

ton for three seconds. The mes-sage “HOLD RESET TO RELEARN”and the low tire warning lamp willflash three times, indicating thereset procedure is complete.• If the lamp illuminates, reset

the tire pressure to specificationbefore resetting the system. �


TPMS Q & A Q: Can the Tire Type and/or Placard Value be changed if aftermarkettires or wheels are installed?A: The Tire Type (P Metric, LT Load Range C/D/E) and the PlacardValue (Front Placard and Rear Placard, individually) are stored in thereceiver as calibrations and can be revised on some vehicles throughflash reprograming. Since the under-inflation threshold is calculated asa percentage of the placard; correcting the placard values when differ-ent tires are installed will bring the vehicle back into compliance.

Q: Can Tire Pressure Monitoring be turned off? A: No.Tire Pressure Monitoring is now a mandated safety system inthe United States and cannot knowingly be disabled by an OEM noran aftermarket service provider (49 USC 30101).

Q: Will a tire pressure sensor fit in every wheel? A: Stock wheels are designed to accommodate tire pressure sensors.Many aftermarket wheels also accommodate tire pressure sensors, butnot all do. In some, the valve stem hole is placed in such a way (pointingstraight into the middle of the wheel on some off-road wheels) that themotion detection components inside the sensor will not work correctly.

Q: Can the sensor be cleaned with a sharp pin?A: NEVER use a sharp object to clean the pressure port of the sensor;it can be damaged and lead to part failure. If the dirt/grime/obstruc-tion cannot be removed with a cloth, replace the sensor.

Q: Why are dashes (" - - "), or a pressure value of 148 PSI (1020 kPa),sometimes displayed after a battery disconnect? A: These displays come up after a battery disconnect/reconnectbecause the system is waiting for updated pressure information to besent from the tire pressure sensors. As each sensor transmits its infor-mation, the display is updated appropriately. Note that when dashesor 148 PSI (1020 kPa) are displayed after a battery disconnect/recon-nect, the System Malfunction warning is NOT displayed because thesystem is still working properly, and simply waiting for updated infor-mation from the sensors. Driving the vehicle above 20 mph (32 km/h)for 2 minutes gets the sensors talking, and restores the correct pres-sure values to the display. It is also possible to restore the values byusing a TPMS tool, using the "Activate" function at each tire to acti-vate the sensor (it is NOT necessary to put the system into Learnmode, in this special case).

2007 Toyota Corolla


Solution at www.tomorrowstechnician.com

Tomorrow’s Technician March Crossword

CrossWord PuZZleACROSS1. Hourly repair-labor cost (4,4)5. Auto-repair pro, briefly9. Today's tires, typically10. Roller-cabinet contents11. Tire-puncture cause, perhaps12. Hypoid lubricants (4,4)14. Ratchet attachment16. Shock-absorber ____ test19. Rubber-to-rim contact point (4,4)20. Uwanted brake or clutch contact23. Off-roaders' route, often24. Popular pickup size (4,3)25. Valve clearance adjustment26. Engine-hood supports (4,4)

DOWN1. Valvetrain components2. Electronic fault-finding system, briefly (1,1,1,1,1)3. IRS and RWD component4. Load ____, battery-diagnosis tool6. Valve-seat deterioration7. Radiator attachments8. Oft-stolen dash items13. Auto-lamp feature, maybe (1,1,1,4)15. Tire casing17. Diesels, V8s, etc.18. Windshield wiper adjunct19. Really write off a ride21. Relationship between gears22. Loose-piston noise

Track Talk

Trucks have gotten much truck-ier in the NASCAR CampingWorld Truck Series this year.

The 2014 race truckdesigns have undergone theultimate makeover – a newbodywork that more closelyresembles the productionvehicles they represent.

“Each manufacturer hasdesigned distinctly differenttrucks that they can use to pro-mote their showroom modelsthrough their involvement withNASCAR racing,” said RobinPemberton, NASCAR vice pres-ident of competition and racingdevelopment. “It's all about the

working relationships with theOEMs, the race teams andNASCAR to create a level play-ing field.”

Toyota Tundras, ChevroletSilverados and Ford F-150shave switched from the famil-iar, low-profile nose to muchtaller hoods featuring grilleand headlight designs thatare almost straight off the fac-tory trucks. The new frontends give the trucks a moreconventional profile than theslope nose models theyreplace.

Above all, the new racetrucks have a unique design

that will make it easier forfans to recognize theirfavorite model.

“The truck has a new lookthat fans can relate to withtheir own truck at home,” saidChad Little, NASCARCamping World Truck Seriesmanaging director. “Thecompetitors have beenhappy with the new trucksand we expect to continue tohave some of the best racingin NASCAR for our fans.”

Extensive research andtesting went into the devel-opment of the new bodies,with the goal of continuedclose competition whileallowing specific featuresfrom each model.

The introduction of thenew truck bodies follows suc-cessful launches of race vehi-cles in NASCAR’s other twonational series – the Gen-6 carlast year in the NASCARSprint Cup Series and the newmuscle-style models in theNASCAR Nationwide Seriesin 2010.

“Kudos to NASCAR for

allowing us to get back to theroots of what the trucks are sup-posed to look like,” said PatDimarco, NASCAR programmanager for Ford Racing. “Theyhave vertical grilles, and that'swhat trucks are.”

Former NASCAR Sprint CupSeries champion BradKeselowski, also a team ownerin the NASCAR CampingWorld Truck Series, appreciatesthe changes.

“We need Ford to be able tohave a truck that you can lookat from the grandstands orwatch on TV and say, ‘that lookslike my brand new Ford F-150,’” explained Keselowski.“That's important for the seriesand helps us keep the serieshealthy for a long time. Thetruck series is known for put-ting on some of the best racing.I wouldn't expect that tochange one bit.”

Check out the new-looktrucks in person at a racetracknear you this season. Visitwww.nascar.com for the 2014NASCAR Camping WorldTruck Series race schedule.

NASCAR Trucks Get Showroom-Savvy Makeover for 2014

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

www.facebook.com/NASCARPerformance

New look, same great racing: the truck body makeover means show-

room-inspired models on track for Chevrolet, Ford and Toyota.

Track to street: redesigned 2014 NASCAR Camping World Truck Series

trucks now more closely resemble the look of their street counterparts.

At the recent Geneva InternationalMotor Show, Maserati unveiledthe Alfieri, a 2+2 concept car to celebrate the brand's 100-yearanniversary.

The Alfieri is an exciting, but realistic and 100% functional proto-type that says much about thedesign DNA of future Maseratis. Infact, the Alfieri could well be a doorto the future of Maserati.The striking new concept bears

the name of Alfieri, the most prominent of the Maserati brothers,and the engineering genius whofounded “Officine Alfieri Maserati”in Bologna a century ago. TheAlfieri was created at the MaseratiCentro Stile in Turin by a smallgroup of talented young designersled by Marco Tencone. The projectwas masterminded by LorenzoRamaciotti.

There is no doubt thatthe Alfieri concept represents the trueessence of the Maseratibrand. It is a sleek,Italian style 2+2 like the1957 3500 GT, the 19595000 GT and the 1969Indy before it, and clearly affirmsMaserati’s racing DNA. Sportier in character

than the GranTurismo,the Alfieri boasts pro-portions that might well bearchetypal for a future true sportcar and certainly hint at the brand’sstylistic intentions for the near

future. “Maserati doesn’tchange. Maseratiis alwaysMaserati”, asRamaciottiputs it.The Alfieri

is based on the GranTurismo MCStradale chassis with a shorterwheelbase, giving it the propor-tions of a genuine supercar. Under the sleek body lies the

transaxle platform of the MaseratiGranTurismo. This 4.7L, naturallyaspirated, V8 engine fromMaranello develops 460 bhp @ 7,000rpm and 520 Nm @ 4,750 rpm andgives the Alfieri a real driving force. Thanks to a special exhaust

layout, the thoroughbred V8 alsoproduces a breathtaking sound thatmade a real impression in Genevawhen the concept was unveiled.

A six-speed, electro-actuated gearbox (MC Shift) is mounted in asingle unit with the limited slip reardifferential and connected to theengine via a rigid torque tube. Thetransaxle layout gives the Alfieri anoptimized front-rear weight distribution with a slight predominance to the rear axle.

Source: Maserati �

Report Card


Maserati Celebrates 100-Year Historywith Concept Release

tomorrow's tech, march 2014

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