■ Shock and Strut TSBs
■ TPMS: Snow Tires
■ Tech Tips: Honda, Chrysler, Toyota
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MAGAZINE
BrakeandFrontEnd.com October 2012
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CONTENTS 32
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Publication
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976th Issue, Volume 84, No. 10
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ABS/ESC Valves
Brake Pad & Rotor Wear
Wheel Bearings
ABS/ESC solenoid operations Knowing what valves isolate, dump and pump can give you a leg up when diagnosing an ABS/ESC intervention problem and save you time.
Brake pad & rotor wear chart A worn brake pad and rotor can tell you a lot about what is going on with the caliper, hardware and hydraulic system. This chart can help you identify the condition, cause and solutions.
Pressing bearings in less time with fewer comebacks Press-fit wheel bearings are becoming more common on FWD and AWD vehicles. This step-by-step article shows you how to do it on the vehicle.
Editor Andrew Markel, ext. 296 email: amarkel@babcox.com Managing Editor Tim Fritz, ext. 218 email: tfritz@babcox.com
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Technical Editor Larry Carley Contributing Writers Gary Goms, Scott “Gonzo� Weaver, Larry Bailly, Bob Dowie and Randy Rundle
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Graphic Designer Dan Brennan, ext. 283 email: dbrennan@babcox.com
Advertising Director Cindy Ott, ext. 209 email: cott@babcox.com
Publisher Jim Merle, ext. 280 email: jmerle@babcox.com
Circulation Manager Pat Robinson, ext. 276 email: probinson@babcox.com
Circulation Assistant Kim Hedgepeth, ext. 260 email: khedgepeth@babcox.com
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DEPARTMENTS Columns 06 Publisher’s Perspective 08 Viewpoint 10 Gonzo’s Tool Box 16 Industry Review 26 Brake Job: Ford Focus 36 TPMS: Snow Tires 46 Alignment Spec: BMW 52 Ride Control TSBs 58 Codes and Key Cycles 60 ESC Reflash Repairs 66 Tech Tips 73 Products 75 Classifieds 76 Ad Index 80 Brake Lights Brake and Front End is a member of and supports the following organizations:
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Publication
ADVERTISING REPRESENTATIVES
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HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217 VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext. 282
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Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255
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Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212
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John Zick jzick@babcox.com 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext. 224
BRAKE & FRONT END (ISSN 0193-726X) (October 2012, Volume 84, Number 10): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE & FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to BRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.
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Publisher’s Perspective
By Jim Merle | PUBLISHER
We Know You’re Busy... “Something has changed,” was a comment made by a colleague when stopping by my office. It took her a few minutes to realize I had rearranged my office furniture. My hope is that you have already noticed a few changes with your October issue of Brake&Front End beginning with a new and more vibrant logo, plus larger type size and bigger photos.
issue of Brake&Front End. We work every month to fulfill our promise to you by delivering compelling content, industry news, product information and messaging from our valued advertisers. Our plan to make a change, which began earlier this year, wrapped up in mid-September. We addressed every detail of our magazine by involving a
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“Something has changed”
We know you are busy and understand we need to get to the point. That means fewer words and more photos to enhance the in-depth, technical undercar repair subject matter that you count on with every
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number of our team members across our organization. This redesign exercise reminded me of what an incredible, passionate and opinionated bunch we have under one roof. Our talented group of professionals, pictured
below, includes our inspiring graphic designers, smart and industry-engaged editors and supportive management team. Collectively, our aftermarket and publishing experience exceeds 175+ years, but that doesn’t mean much unless you are pleased with the results. Our project isn’t completed. We have exciting plans to bring interactive technology within our pages to connect you directly to video and ultra-cool graphics from your smart phone or tablet. All great stuff! Stay tuned! Please share your comments with me. It’s always nice to hear from you. — Jim jmerle@babcox.com 330-670-1234 ext. 280
Viewpoint
By Andrew Markel | EDITOR
BRINE TIME: Corrosion for Cash
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othing is worse than having a brake job take longer because of stuck bolts, rusted dust shields and bleeders that have welded themselves shut. If you live in a state that does not get snow, you can stop reading now. If you live in the snow belt, you are about a month away from what they are predicting to be on of the worst winters in recorded time. It is not the adverse driving conditions that scare me. It is a truck with a large white tank strapped to the back spraying brines on the roads as a new strategy called “anti-icing.” When I see these trucks, old wounds on my knuckles start to ache and I can smell WD40 for no particular reason.
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{“Anti-Icing”
The solution, or brine, is composed of Magnesium or Calcium Chloride. On paper and in laboratory testing, these chemicals are typically 50% less corrosive on steel than road salt. This is a strong selling point when you consider that the same people who operate the salt trucks also maintain the bridges. But, the brines stick to vehicles long after the storms have passed and even into summer.
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They stick to frames, cradles and on the top sides of fuel tanks. Every time it rains, the brines are reactivated and start to corrode vehicle components. At least three recalls have been issued for corrosion to frames and related components. The major victims of the corrosion are brake lines and even brake pads. I talked to one shop owner in Ohio who said that 30% of his business was replacing brake and fuel lines due to corrosion. He said it has been getting worse over the past four years. It used to be that people stayed home if the roads were not clear and less aggressive methods, like sand and rock salt, were used. In those good old days, bolts came off easier,
frames did not rust and life as a technician was easier in the snow belt. Magnesium Chloride and some brine solutions can become a conductor of electricity. On busy roads where the Magnesium Chloride solution is turned into mist by passing cars, the ceramic insulators on power lines become coated with a film that can conduct electricity. This has resulted in wooden power poles catching fire and transformers exploding. When you see that truck with the white tank on the back, you can think of it as an armored car increasing you bottom line. But, it is a cruel mistress that also slows down repairs and skins knuckles. ■
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Gonzo’s Tool Box By Scott “Gonzo” Weaver Gonzosae@aol.com
One More Busted Knuckle That Comes With the Territory
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nyone who has ever worked on cars is familiar with the grease, the grime, the clanking of a loose rod bearing or the snap of a fuse that comes with the territory. And, along with the noises and smells of the business, there are also the scrapes and the bruises. Sometimes, I can go an entire week without cutting myself or jamming a finger, but then there are those days where I have to make a mad dash for the First Aid kit.
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“... those scars and calluses are my own personal business card.”
Like a lot of technicians, I've got scars, a couple of broken fingers and a few swollen joints from working on cars all these years. The older I get, the more war wounds I seem to collect. Age sure doesn’t help with the eyesight, or the knees, or, oh, let’s not forget about that aching back! Let's face it, working on cars and trucks is a physically demanding job, as well as a mental workout. I can remember a time back in my youth when I would bench press a tranny up into the car while lying on a dirt floor. I don’t think I’ll try that
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these days. I'm much older now and I've grown out of that macho style of auto repair. Doing some Herculean feat, which only ends up with another scar for my efforts, is no way to end the day. I sure wish I would have understood that back then. I was changing the U-joints on a truck, on one particular day. The customer had dropped it off early that morning, and I said I could have it done by lunchtime. The joints weren't that hard to
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change, but getting the driveshaft off was difficult. Three of the four rear yoke bolts came off without a problem, but with the fourth one, I wasn't so lucky. The wrench slipped off, and, with the force I had on the bolt, my whole arm shot skyward. A sliver of MIG welding wire was still on the joint where the rear yoke housing is welded to the actual driveshaft pipe from the factory. This made for a perfect slice and dice on my forearm. I had most of my forearm wrapped up by the time the customer picked the truck up
that afternoon. “What did you do to that arm?” he asked. I told him how it happened in all the gory details. I'd like to say he was concerned, but not just about my arm. He was more concerned with his truck. “So, you still got the Ujoints changed?” he asked. My wife just rolls her eyes when I come home with a new bandage on. I think she enjoys tormenting me while she cleans up my newest wound. Outside the daily workings of the shop, I'm asked to speak at different functions, or invited to some event where I'll be shaking a few hands. I used to worry about the roughness of my hands, especially when I was in a room of businessmen and women who had no concept of manual labor work in their daily vocations. But, you know, I've come to realize that I should be proud of what I do, and those scars and calluses are my own personal business card. Even with a few extra scrapes and scars, I'm still going back to this job tomorrow. I don't plan on gouging a test light into my hand while reaching down into an engine bay, but you know … it’ll happen ... maybe not today, but it will. ■
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ABS/ESC
ABS, ECS (HCU) Diagnostics by Gene Markel
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nder normal braking conditions, the master cylinder supplies fluid to the HCU and routes the pressure to the calipers. The solenoids are not energized allowing fluid to pass directly from the master cylinder to the caliper. The top solenoid is an isolation valve that isolates the HCU from the master cylinder during stability control interventions; more on that later. The next valve goes by the many names including “inlet,” “apply” and “isolation.” When it is energized, this solenoid allows pressure form the pump to pressurize the circuit or allow other valves to dump the pressure and release the caliper. Below the inlet valve is the release/outlet/dump valve. When energized, it dumps the pressure and releases the caliper.
The typical ABS intervention begins with the release and apply solenoid valves energized to get a locked wheel moving again. The main braking pressure is still applied by the master cylinder. The apply solenoid is cycled to allow the pump to maintain pedal height and proper braking pressure. The outlet valve is closed and the inlet valve is opened. The pump applies pressure to the wheel.
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ABS/ESC
If the wheel is still outside the wheel slip parameters, the cycle will start over. This happens very quickly. The operation of the solenoids and pump will cause a “kick back” or pulsation in the pedal.
ENERGIZED ENERGIZED
ABS RELEASE HOW DO SOLENIODS WORK?
ENERGIZED
ABS APPLY
An ABS solenoid coil is energized by a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor). The circuit grounds the solenoid coil and the valve is opened or closed. A diode is used to dissipate the current in the collapsing solenoid coil. A solenoid coil should have between 10-15 Ω of resistance. But, on modern units, it is impossible to measure the values of the solenoids. BrakeandFrontEnd.com 13
ABS/ESC
ENERGIZED ENERGIZED
ESC APPLY ESC operations begin with the ESC isolation solenoid valve energized. This allows the isolation of the master cylinder from the HCU (yellow). The release and apply solenoid valves are also energized and the pump turned on so the correct action can be taken. This allows the charging of the accumulator. The apply solenoid is cycled to allow the pump to apply braking pressure to an individual caliper. â–
ENERGIZED ENERGIZED
ENERGIZED
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Industry Review
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Brake Manufacturers Council Selects NSF International as Official Brake Friction Material Registrar The states of California and Washington recently enacted legislation to limit the amount of copper and other constituents used in brake friction materials. To demonstrate brake manufacturers’ compliance with new state regulations, the Brake Manufacturers Council (BMC) of the Automotive Aftermarket Suppliers Association and the Motor & Equipment Manufacturers Association (MEMA) has selected NSF International to serve as its official registrar. The California and Washington regulations are scheduled to begin in 2014 and will be in full effect by 2025.
Both states require a third-party registrar to verify which friction materials do not exceed the allowable amount of regulated material and to publicly list friction materials complying with the laws. “The BMC is committed to reducing the role of copper and constituents contained in brake friction material. Over the last several years, the Council appointed a committee which developed certification guidelines, product and packaging marking and worked with the Society of Automobile Engineers (SAE International) to create material testing stan-
GUESS THE CAR! WIN $50! #8
What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visiting www.BrakeandFrontEnd.com/guessthecar The winner will be randomly selected from correct entries and awarded $50. Entries must be received by November 1, 2012.
#7 October Solution: Buick Allure Solved by: Micah Uttech Store Manager NTB Watertown, WI
CONGRATULATIONS Micah Uttech! Employees of Babcox Media, industry manufacturers and Brake and Front End advertisers are not eligible to enter.
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Industry Review dards,” said Brake Manufacturers Council Chairman Bob Wilkes. “Through the committee’s efforts, the BMC issued a call for proposals, which led to the selection of NSF International to be its registrar of record.” To allow consumers to know
which of the three levels of compliance a brake pad has reached, the BMC has created a new set of trademarks (the LeafMarks), which will appear on brake packaging and the brakes themselves. There are three different LeafMarks – one for each level: ■ Level “A” regulates cadmium, chromium, lead, mercury, and asbestos.
■ Level “B” is the same as A but copper must be less than 5 weight percent.
■ Level “N” is the same as B but copper must be less than 0.5 weight percent. NSF International has been granted the right to authorize the use of the BMC’s LeafMark to manufacturers in compliance through stringent testing standards. “The Automotive Aftermarket Suppliers Association and Brake Manufacturers Council are pleased to be associated with NSF International and its nearly 70-year history of certification Circle #18 for Reader Service
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Industry Review coupled with its extensive automotive industry experience,” said Bill Long, AASA Executive Vice President and Executive Director of the BMC. “As our third party registrar, NSF is well qualified to manage the certification of multiple testing laboratories and provide data exchange with state requirements.” NSF International tests and certifies auto parts with its Automotive Collision Replacement Parts Certification Program, including reinforcement bars, steel bumpers, step bumpers, brackets, absorbers, external vehicle lighting, and other parts. Complementing this program, the NSF Automotive Collision Parts Distributor Certification Program helps close the gap in the supply chain between parts manufacturers and body shops and was developed to meet the needs of collision repair shops, insurers as well as consumers. NSF will use the knowledge and systems from these programs to quickly and efficiently begin registering fric-
tion material. “It is an honor to be selected as the registrar of choice for the Brake Manufacturers Council. We look forward to working with the Council to ensure environmental and friction material standards are met,” said Bob Frayer, Director of NSF International’s Automotive Collision Certification Programs and Engineering Laboratories. NSF International, through NSF International Strategic Registrations, Ltd., is one of the largest management systems registrars (ISO) to the auto industry. NSF-ISR is recognized by the International Automotive Task Force to provide ISO/TS 16949 certification in the automotive sector and provides certifications to the following: ISO 9001, ISO 14001 and OHSAS 18001 in addition to other standards. For more information about NSF’s Automotive Parts Certification Programs, email Bob Frayer at frayer@nsf.org or visit nsfautomotive.com. ■
ACDelco Welcomes Fall Car Care Season with 'Spin to Win' Promotion From Oct. 1 through Nov. 30, ACDelco independent service centers, including ACDelco Professional Service Center program participants, can earn a "Spin to Win" token for every $250 purchase of ACDelco products. Each token is worth anywhere from $15 to $150 in reward points, which can be redeemed on more than 3,000 products and services. “Our Spin to Win promotion gives service centers a great opportunity to leverage the busy fall car care season and prepare their customers’ vehicles for the upcoming winter months,” said Carol Kohlstedt, ACDelco national promotions manager. For a complete list of program rules, eligibility and redemption details for the ACDelco Spin to Win Promotion, visit www.acdelco360.com or see your participating ACDelco distributor. ■
Industry Review Mitchell 1 Adds Estimator Feature to ProDemand Mitchell 1 has embedded an Estimator feature into its ProDemand repair, diagnostic and maintenance information program to help professional technicians streamline their workflow, making it even easier and quicker for them to create estimates. “In addition to adding the Estimator feature to ProDemand, we also enhanced the editing capabilities to help technicians improve their workflow and give them more control over their estimates,” said Gary Hixson, market manager for Mitchell 1. “Now it’s easier than ever to write the estimate accurately the first time, which saves time and increases shop efficiency.” Benefits of the new Estimator feature: ■ Parts and Labor: Labor times and parts pricing are included for domestic and imported vehicle models going back almost 30 years, giving technicians an extensive selection of vehicles to produce more estimates. ■ OEM scheduled maintenance: Maintenance services are presented based on time and mileage intervals, as well as dashboard indicator lights. ■ Enhanced Editing: Technicians have more freedom to customize the estimate by editing labor times, adding parts manually, adding or
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deleting lines, and moving lines in the estimate to group items together. ■ More Capacity: Technicians can now save up to 200 estimates, giving them expanded visibility into their customers’ estimate history. ■ Fluids are Included: Simply add a line for the fluid and enter a price. The estimate total displays the fluids with tax automatically included. ■ Enhanced Printing: Technicians can suppress selected fields (like part numbers and labor hours) to customize the printout that they show the vehicle owner. ProDemand provides repair, diagnostic and maintenance information to help professional technicians complete their jobs faster, easier and smarter. ProDemand presents information from service repair manuals in a consistent, easy-to-understand format, providing all of the descriptions, procedures, specifications and diagrams that technicians need. Returning all of the relevant findings quickly saves time because technicians don’t have to conduct multiple look-ups to find what they need. For more information on Mitchell 1 products and services, visit the company’s website at www.mitchell1.com. ■
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Industry Review FEDERATED LAUNCHES NEW MICROSITE FOR TOYS FOR TOTS CAMPAIGN
Federated Auto Parts has launched a new microsite that is ready to accept donations to the Marine Toys for Tots Foundation. The special site is one of the ways Federated and its members will help raise money and collect toys for the annual Marine Toys for Tots program in 2012. “We are very pleased to be able to offer this online donation option as a fast, easy and secure way to make donations to the Marine Toys for Tots campaign,” said Mike Schultz of Federated Auto Parts. “Although we will be collecting toys at participating Federated Auto Parts store locations from October through December, many folks have asked about making financial contributions. The new microsite is the perfect way to do so.” The Federated microsite — www.FederatedAutoParts.com/ToysforTo ts.aspx — links directly to the Toys for Tots website. Donors can use a credit card securely to make a monetary donation. There also is a form that can be printed out and mailed in with a check made out to Toys for Tots. “We kicked off our partnership with the Marine Toys for Tots Foundation at the Federated 400 on Sept. 8 in Richmond and the response has been phenomenal,” Schultz added. “Members, associates, customers and manufacturing partners have all expressed interest in helping this extremely worthwhile cause that brings the magic of Christmas to less fortunate children each holiday season.” For more information about Toys for Tots, visit http://www.toysfortots.org. For more information about Federated, visit www.federatedautoparts.com. Circle #24 for Reader Service
Babcox Memorial and AVI Education Scholarship Recipients Announced The Automotive Management Institute (AMI), in conjunction with Babcox Media, recently announced Peter Rudloff, owner, Pete’s Garage, Peter Rudloff Inc., Newark, DE, as the recipient of the Tom B. Babcox Memorial Scholarship. The scholarship recognizes a management-oriented member of the Automotive Service Association (ASA) Mechanical Division. The recipient receives $1,000 to be applied toward expenses to attend educational sessions and view the latest repair technologies and equipment during the Congress of Automotive Repair and Service (CARS), Oct. 10-13 in New Orleans. AMI, in conjunction with Automotive Video, Inc. (AVI), also announced Charlene Parlett Charlene Parlett and Edward Roth as the recipients of AVI Education Scholarships. Edward Roth The scholarships recognize automotive service professionals who have a strong desire to improve their management and technical skills through education. Parlett receives $1,000 to attend CARS, while Roth receives $1,000 to be applied toward expenses to attend seminars offered during the AVI Training Conference in Las Vegas, Oct. 29–30. For more information, visit http://bit.ly/RQFPmF. ■
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Brake Job
2000-2007
Ford Focus
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he 2000-2007 Ford Focus is based on the Ford global C1 platform, shared with the European Ford Focus and Volvo S40. Nothing is really groundbreaking about the brake system. But, not paying attention to the details can end in a post brake job comeback.
FRONT BRAKES Pads should be replaced when there is 3mm or less of friction material. The rotors have enough material on them to last at least one
turning on the lathe. The runout specification for these vehicles is .002� and disc thickness variation should be far below .0008�. The calipers mount to the brackets using caliper guide pins with Allen heads. The sleeves and boots should be disassembled, cleaned and lubricated every time the brakes are replaced. The torque for the guide pins is 21 ft/lbs and the caliper bracket bolts should be tightened to 75 ft/lbs.
REAR BRAKES
Front Anti-Rattle Clip
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The majority of Ford Focuses come with rear drum brakes. The only way to remove the drum without disturbing the wheel bearings is to remove the four mounting bolts on the bolts
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Brake Job
back of the trailing arm. The axle nut can be removed to pull the drum, but you will be disturbing the preload on the bearing. Also, the wheel hub retaining nut can be re-used only four times and requires a torque setting of 174 ft/lbs. The linings use an adjuster at the top of the drum under the wheel cylinder. Make sure the adjuster is clean, lubricated and the end that contacts the shoe is not worn. On models with rear-disc brakes, Ford uses a hand-brake that is incorporated into the rear caliper. To service the caliper, remove parking brake cable and remove the lower bolt to swing the caliper upwards. The rear-disc brake cars require the familiar method of turning the piston while applying pressure. The calipers mount to the brackets using caliper guide Circle #28 for Reader Service
Rear Brake Drum Adjuster
pins with Allen heads. The sleeves and boots should be disassembled, cleaned and lubricated every time the brakes are replaced. The torque for the guide pins is 21 ft/lbs and the caliper bracket bolts should be tightened to 55 ft/lbs. Most models were fitted with a PCRV valve fitted between the master cylinder and the rear brake lines to the rear wheels. The valves control the hydraulic pressure applied to
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Brake Job
the rear brakes, thereby reducing the risk of rear wheel lockup under braking. Some models that were fitted
Rear Brake Load Sensor
with a rear brakes are fitted with a load sensing proportioning valve to control the rear brakes. It is mounted to the rear subframe and sway bar. The brake load sensor proportioning valve adjustment must be carried out with the vehicle in the correct ride height condition. The vehicle should be in an unladen condition and when the vehicle weight is on the road wheels. Also, the fuel tank should be full. If not, for every quarter Circle #30 for Reader Service
the tank is missing, add 22 lbs. over the rear wheels. Loosen the brake load sensor proportioning valve lever retaining nut and valve spring setting bar screw. Position the brake load sensor proportioning valve lever on the stabilizer bar so that the valve spring setting bar is central in relation to the setting bar screw. Measure the dimension between the lower end brake load sensor proportioning valve spring hook and the groove on the valve spring setting bar; it should be 57mm. Set the brake load sensor proportioning valve spring setting bar to the correct position. While tightening the brake load sensor proportioning valve spring setting bar screw, make sure that the setting bar does not move. Tighten the brake load sensor proportioning valve spring setting bar screw. â–
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Brake Pad Wear
Brake Pad by Andrew Markel
OUTER PAD WEAR EVEN WEAR
Pads have equal amounts for friction material, within 2-3 mm, on both pads.
The outboard brake pad shows increased wear when compared to the inboard pad.
Cause:
• Outer pad is continuing to ride on the rotor after the caliper releases. • Caliper guide pins and bushings seized. • Pads seized in slides.
• Brake caliper and connected hydraulics are operating properly.
Solution: • Replace the brake pads. • Replace hardware including abutment and anti-rattle clips. • Service caliper guide pins and slides.
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Causes:
Solution • Replace the pads. • Service caliper guide pins and bushings. Replace if necessary. • Service caliper slides and lubricate. • Inspect the caliper for damage to the guide pin holes. Replace if damaged or corroded.
Brake Pad Wear
INNER PAD WEAR
TAPERED PAD WEAR Friction material is worn in a wedge pattern. This can happen horizontally or vertically.
Causes: • Errors during the installation of the pads. • Worn caliper guide pin bushings. • One guide pin or slide seized.
Solution: The inboard pad shows increased wear when compared to the outboard pad.
Causes: • Worn caliper piston seal not allowing the piston to return to the rest position. • Caliper guide pins and bushings seized. • Pads seized in slides. • Piston has damage or corrosion. • Problem with the master cylinder.
Solution: • Replace the pads. • Inspect the hydraulic brake system and check for residual brake pressure. • Service caliper guide pins and bushings. Replace if necessary. • Service caliper slides and lubricate. • Inspect the caliper for damage to the guide pin holes and piston boot. Replace if damaged or corroded.
• Replace the brake pads. • Service caliper guide pins and bushings. Replace if necessary. • Service caliper slides and lubricate. • Inspect the caliper for damage to the guide pin holes. Replace if damaged or corroded.
CRACKING, GLAZING OR LIFTED EDGES ON THE PADS The friction material on the pads is damaged physically and shows signs of thermal distress.
Causes: • Driver overused the brakes. • Improper bedding/break-in procedure when the pads were installed. • Defective brake pads. • Hydraulic system problems preventing the release of pressure. • Caliper not about to release due to seized components. • Parking brake not retracting fully.
Solution: • Replace the brake pads. Re-evaluate pad selection. • Perform recommended break-in procedure. • Inspect the caliper for damage to the guide pin boots and piston boot. Replace if any signs of heat damage are present. • Service caliper guide pins and bushings. • Service caliper slides and lubricate. • Inspect the caliper for damage to the guide pin holes. Replace if damaged or corroded. • Adjust the parking brake.
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Brake Pad Wear
OVERLAPPING FRICTION MATERIAL The top edge of the pad overlaps the top of the rotor.
Causes • The wrong rotor or pad on the vehicle. • Worn guide pins, caliper bracket or caliper.
Solution: • Replace the pads. • Check rotor diameter with OE specifications.
Service Tips and Guidelines ■ Rotors should wear evenly. The plates of the rotor should wear at the same rate. If one plate is thinner, it will affect the thermal and structural properties of the rotor. ■ Always replace calipers in pairs. Failing to do so can result in a braking imbalance or pull. ■ If the pads and rotor have been worn past recommend levels, inspect the caliper’s piston boot and the piston. Once the piston has been out so far, it may not retract properly. ■ Corrosion on the outside of a caliper can extend inwards to the bore of the guide pins and squeeze the bushings. Replacement of the caliper is recommended. ■ Brake wear should be the same on both sides of the axle. ■ The piston seal loses its flexibility as it ages. This will not allow the piston to return to its rest position. This can cause the brakes to drag and increase pad wear. ■ Follow the recommended OE procedure to adjust the parking Circle #34 for Reader Service
brake. Not doing so may result in overheated brake pads. ■ Once a brake pad has been heat tortured, it is done. ■ All calipers should be inspected for wear and damage to the piston boots and seals. Piston boots can be punctured by road debris or improper installation. A puncture will allow moisture and other corrosive material into the piston seal area causing damage to the seal. ■ Tapered pad wear is normal for some vehicles, especially for small rear floating caliper designs used on rear brakes. Check for a wear specification in the service information. ■ Some electronic brake distribution may have faster than normal rear brake pad wear rates. This is normal in some cases. The reason for this wear is because the rear brakes are used to control nose dive. If the wear is greater than expected, check for TSBs. Often, the OEM will issue new software for the hydraulic control module that solves the problem. ■
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TPMS Service
Shops & Drivers Need to Think of TPMS in Winter Tire Changeovers
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he time to change to and from snow tires is both a regional and personal decision. Whenever it takes place, a changeover brings with it a need for consumers to make some decisions. To purchase or not purchase a second set of wheels needs to be followed with questions about TPMS sensors. Selling a second set of TPMS sensors can be very profitable. Also, there are several more options for sensors that were not available just a few years ago. Also, performing change overs can decrease the time for your return on investment for the equipment you have purchased to service TPMS equipment. Sean MacKinnon, TIA’s director of automotive training development, strongly recommends installing new sensors for the winter tire set. However, if a decision is made to switch OE sensors to the aftermarket winter tire wheels, MacKinnon suggests installing a new TPMS service pack to ensure proper sensor operation and a tight air seal. “Exposure to road salt and other ice-melting chemicals takes its toll on TPMS components,” he says. Of course, there are customers tempted to completely omit TPMS sensors, effectively disabling a safety feature of the vehicle. “Schrader would never recommend any consumer eliminating sensors,” Paul Wise, Schrader International’s director
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TPMS Service of product line management and marketing, emphatically states. “TPMS is a legislative-mandated, safety-enhancing, OE-based system that can save lives. It has multiple benefits, including safety, fuel savings and reduced environmental impact.” He says TPMS should always be on a customer’s vehicle, regardless of if and when he or she changes over to winter tires for the winter driving season. “The accident and fatality statistics due to low tire pressure are significant and well-documented, and they need to be shared with drivers.” MacKinnon says the practice of excluding TPMS sensors from a wheel assembly during a tire changeover could be construed as a direct violation of U.S. motor vehicle safety codes.
Changeover Challenges There can be some difficulty with some vehicles when using the same sensors on summer and winter wheel assemblies. Wise cautions that a TPMS relearn procedure may be necessary if the same sensors are used for both tire sets, but their positions on the
axles change. As always, training for tire technicians is important. MacKinnon says TIA’s Certified Automotive Tire Service training program provides in-depth TPMS information, including sensor and service pack installation, relearn procedures, tools and troubleshooting.
“Using a handheld TPMS scan and programming tool, test each tire for sensor activity.” — Sean MacKinnon “Using a handheld TPMS scan and programming tool, test each tire for sensor activity,” he explains. “Test results will indicate if any changes are needed to the customer’s setup of the winter tires. The technician can then inform the consumer of the proper service steps that can ensure a successful changeover.” MacKinnon reminds shops that a TPMS relearn fee is becoming more common, especially if the
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customer has not made a major purchase at the service location. At this time, it’s rare to find vehicles with on-board computers capable of tracking two different sets of tires’ TPMS information. The feature is found on several Toyota and Lexus SUVs and minivans, according to MacKinnon. Some replacement sensors can be fitted with rubber snap-in valve stems that provide further protection against winter road salts and materials that normally corrode aluminum valve stems. Of course, this time of year brings more glowing TPMS warning lights, as cold temperatures cause a drop in tire pressure. MacKinnon reminds technicians to check the spare tire since an increasing number of vehicles with full-size spares are equipped with a fifth TPMS sensor.
Back to Summer Sooner or later, the threat of snow will end and the switch to summer tires will begin. The same changeover process will take place, including a costly swap of sensors if the customer opted for a single set. A system relearn may be required by the vehicle and the TPMS should be inspected for possible service, depending on what type of services take place during the seasonal exchange. If a consumer refuses the TPMS service, many locations are opting to decline the business by not servicing the vehicle. Should a consumer choose to buy winter wheel-and-tire assemblies and the vehicle is TPMS-equipped, the service location should require the customer to implement TPMS for the winter tire set. ■
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Wheel Bearings
Pressing Bearings in Less Time with by Andrew Markel
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ore and more vehicles are being equipped with pressed-in wheel bearings. Servicing these bearings requires a little bit more finesse and tools when compared to hub units or tapered roller bearings. With the right tools and information, these jobs can be moneymakers. The driver of this 2002 Jaguar was complaining of noise, ABS MIL light was illu-
Photo 1
minated and the speedometer was inoperative. The noise was confirmed on the test drive and was isolated with the vehicle in gear running on the lift. This bearing and knuckle design is used on Ford, Mazda and Volvo. Using a scan tool, no data was coming from the wheel speed sensor. This wheel speed sensor is used by the ECM to drive the speedometer. As a rule, there should be no perceptible play in the wheel
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Wheel Bearings
Fewer Comebacks bearing. On this vehicle (Photo 1), there was no endplay, but the bearing was very noisy. Removing the axle nut should be performed while the brake caliper bracket is still on the vehicle. Lock the rotor into place with a punch in the fins of the rotor. On vehicles with solid rotors, remove the nut while the vehicle is on the
Photo 2
ground with the wheel on the vehicle. Do not use an impact wrench. Damage can occur to the CV joint or differential. Remove the caliper bracket and rotor. Inspect the wheel flange for damage and any signs of distortion. A damaged flange can cause runout and ultimately a pulsation complaint. On most late-model vehicles, active wheel speed sensors are mounted in the knuckle (Photo 2). Active sensors have two
Photo 4
Photo 5
Photo 3
wires and the relator wheel is part of the rear seal or the bearing. An easy way to identify this type of sensor is the flat blade of the head. Push the CV joint out of the stub axle with a forcing screw (Photo 3). Using a hammer can damage the threads on the axle. Once the CV joint is free in the splines, use a slide hammer to pull the stub axle from the knuckle (Photo 4). The stub axle will typically come out with the outer seal, race, bear-
ings and carrier (Photo 5). If equipped, remove any C-clips in the bore. On this vehicle, the bearing will be removed and a new bearing installed while on the vehicle. Tool kits to perform this type of work are available on most tool trucks and online. They can save time by not having to remove the knuckle from the vehicle. This can save an alignment or making a trip to the press. Most instructions tell users to detach the knuckle at BrakeandFrontEnd.com 41
Wheel Bearings the ball joint. In most cases, this allows the knuckle enough swing to be able to remove the CV axle. But, there is an easier way for some vehicles. On this vehicle, removing the bolt that holds the front of the control arm allows enough clearance to pull the axle free (Photo 6).
This can eliminate damage to the ball joint boot. Set up the tool so the rear adapter makes contact with the inside part of the bearing and on the other side should be a cup the old bearing will fall into (Photo 7). Lubricate the bolt of the tool before using. I
Photo 6
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recommend a few drops of 80w-90 gear lube. Do not use lightweight lubricant. Once the bearing is removed, inspect the bore of the knuckle for damage. The bore should be free from corrosion. Check the bore for roundness using a snap bore gauge (Photo 8). The
Photo 7
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Wheel Bearings gauge should rotate in the bore easily. Any distortion in the bore can cause a new bearing to fail prematurely. When pressing in the new bearing, make sure the adapter
Photo 9
Photo 8
Photo 11 Photo 10
does not come in contact with the seal (Photo 9). Make sure the seal with the tone ring is facing inwards. It is recommended that an impact is not used for this part of the repair. The stub axle and flange can be installed in a variety of ways. Using a forcing screw can do the least amount of damage if the inner race is supported (Photo 10). Some technicians swear by freezing the flange in a freezer or with dry ice. The stub axle should not be seated fully. The final position of the stub axle should be set when the axle nut is tightened and the final pre-load is applied. Circle #44 for Reader Service
Don't reuse the old hub nut on the axle if possible. Install a new one and torque to bearing or OEM’s specifications (Photo 11). It is nearly impossible to give a general torque specification for a locking nut. There can be large differences depending on bearing type and housing.
What Failed? The reason why this bearing failed is two-fold. First, there was a significant impact the caused the balls to make a mark in the outer race. When a vehicle hits a curb, pothole or other object in its path the force is transferred to the small surface area of the bearing. The impact may cause damage to the races
Wheel Bearings
Photo 13 Photo 12
and the rollers/balls. This damage is called brinelling. Brinell marks may cause the bearing to make noise immediately or it may not. But, as the marks keep rotating, it is damaging the entire bearing. If the impact is great enough, the pre-
load on the bearing can change. This can lead to more damage and noise. On this bearing, it is obvious the pre-load was destroyed by the condition to the seals (Photo 12). On the inner seal, the balls impacted the seal. The
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reluctor ring on the outer seal shows signs of heat damage (Photo 13). When the ring separated from the rubber material, the wheel speed sensor stopped working. The tone ring is magnetic and can be detected using a card that detects the permanent magnets in the seal. â–
Alignment Spec
SPONSORED BY
1998-2006 by Andrew Markel
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he BMW E46 was the best selling generation of the 3-Series. The rear-wheel drive sports sedan is one of the more complicated cars to align, but it has many service and repair opportunities. The front suspension is a strut design with the familier sickle-shaped control arm that was introduced on this platform in 1983. The rear suspension carried over from the E36, but it has a unique rear trailing arm design. The best advice given by many BMW dealership technicians is to measure the ride height before starting an alignment. The rear suspen-
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sion is sensitive to changes in both front and rear heights. BMW specifies the ride height must be within ±2mm. The measurement is taken between lip of the wheel well and the bottom of the rim. The specifications vary between coupes, sedans and suspensions packages. Check your service information for the right spec.
FRONT SUSPENSION The number one component to fail on the BMW E46 front suspension is the rear control arm bushing. The bushing is attached to the uni-body directly next to the driver and
passenger foot wells. When this bushing gets soft, it will change the toe, camber and caster. This will result in inside edge tire wear. Camber can be adjusted ±0.5º by moving the upper strut mount in slots cut in the strut tower. If you cannot get the camber into spec with this
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Alignment Spec REAR SUSPENSION DIAGNOSTIC CHART
adjustment, start looking at the ride height, bushings and cradle. Other more radical camber adjustment kits are available that can change the camber by -3.5Âş, but these are for track day cars. Adjusting the toe is the same as any other vehicle. BMW makes it easier with marks on the steering rack and shaft. If the toe is adjusted properly and the marks match up, you should not have to recalibrate the steering angle sensor. But, the output for the steering angle sensor should be checked with a scan tool to make sure it reads that it is centered. If a tie rod or the rack is replaced, the sensor must be recalibrated. Also, the steering angle sensor must be coded or reflashed if it has been replaced.
REAR The rear suspension on a BMW E46 is very unique. The design is called a "C" arm type. BMW calls it an Circle #48 for Reader Service
“Elastokinematics� suspension system that is designed to be pliable (like elastic) which absorbs the longitudinal and axial forces of driving providing better handling characteristics. The rear has more than a dozen mounts and bushings that can soften and eventually fail. This can result in noise and change in the alignment angle. The design may seem complex, but the engineers at BMW designed the trailing arm and links to change camber and toe as the vehicle rolls and squats. This is why measuring the ride height before the alignment is critical. The differential is mounted to the sub frame using a hydraulic mount. The sub frame is mounted to the body at four vibration absorbing rubber mounts. The upper transverse control arms are made from cast aluminum for weight saving. Some drivers may complain of a pulling during acceleration
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Alignment Spec and braking. This could be due to worn bushings. A change in camber also means a change in toe; this means that camber must be adjusted first. Camber is adjusted using an eccentric bolt on the lower control arm. If the collar nut is tight-
1998-2006 BMW 3-SERIES E46
ened more than 10 times during adjustment, it must be replaced again because the self-locking effect becomes too slight. Toe is adjusted by changing the position the plates that connect the trailing arm to the body called a bearing pedestal.
Release screws 1-1/2 turns at bearing pedestal and attach special tool 32 3 030 to screw head and to a notch in the plate. Turn special tool and adjust toe-in to specified value. Under certain circumstances, a fracture in the steel body structure could form in the area around one of the rear axle carrier mounting points. As a result, a distinct clicking noise can be heard from the area of the rear axle carrier during certain driving conditions. Specifically, the noise may be heard during load reversals on the rear axle, such as when starting from a stop, engaging forward or reverse gears, or when rapidly changing gears. As a result of the proposed settlement of a class action lawsuit, a national sub-frame inspection and repair program has been developed. Under this program, any current owner of a U.S.-specification E46 3 Series car may have his or her E46 inspected to determine whether any damage to the rear axle carrier support is present. If damage to the rear axle carrier support is found during the inspection, and the vehicle qualifies for the repairs, BMW will repair the vehicle using one of two approved repair procedures; either a structural epoxy repair or replacement of the rear axle carrier, depending on the evaluation of the damage. â– Circle #50 for Reader Service
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Ride Control
SHOCK AND STRUT TECHNICAL SERVICE BULLETINS GM: Squawk or Creak Type Noise from Front of Vehicle Models: 2008-2011 Buick Enclave 2009-2011 Chevrolet Traverse 2007-2011 GMC Acadia 2007-2010 Saturn Outlook
Condition Some customers may comment on a squawk, creak or itch type noise coming from the front suspension of the vehicle that may be more noticeable in cold temperatures. This noise will most likely be heard during small to medium suspension travel. The noise may occur with the vehicle traveling straight and/or during turns.
Cause The cause of this condition during cold weather conditions may be due to the inside diameter of the front strut jounce bumper rubbing against the piston rod of the strut, creating a slip-stick condition.
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Correction 1. Identify the noise at the upper strut mount area. The concern may be on both sides of the vehicle. 2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI.
Important Take care not to damage the dust boot or mount cup during removal. 3. Pull the dust boot/jounce bumper assembly out of the strut mount jounce cup (1). 4. Slide the dust tube/jounce bumper assembly down to expose the top portion of the piston rod (1). A long screwdriver or pry bar may be required to pop the dust boot/jounce bumper assembly from the mount cup. 5. Apply grease, GM P/N 12345579 (in Canada, 10953481), around the circumference of the piston rod ONLY in the exposed area (to top 25 mm [1 inch] of the piston rod, measured from bottom of mount cup). 6. Raise the dust tube/jounce bumper assembly up to the mount cup. 7. Rotate the dust tube/jounce bumper assembly on the piston rod to ensure grease is distributed around the rod. 8. Re-seat the dust tube/jounce bumper assembly into the mount cup. Note: After installing the dust tube/jounce bumper, the vehicle should be driven over a road surface that will input sufficient jounce travel into the suspension, which will aid the dust tube/jounce bumper assembly into the mount cup (speed bump, driveway entrance or other bump). Note: For 2007-2008 model year vehicles built prior to March 01, 2008, if after performing the above repair the condition is still present, refer to Corporate Bulletin Number 07-03-08-006B for additional information.
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Ride Control Shock Absorbers Mounted Upside Down Most modern shock absorbers utilize a twin (dual) tube construction; in order to work properly, the inner of the two tubes (working chamber) should stay completely filled with oil. The outer (reserve) tube contains an oil reserve along with air or a pressurized gas. If the unit is mounted inverted (rod side down), the air or gas in the outer chamber can enter the inner working chamber, resulting in poor damping performance. Therefore, twin tube shock absorbers should not be mounted upside down (or on their side), with the exception of specially designed units that incorporate a gas cell, or cellular gas material, designed to keep the gas retained in the outer reserve tube. Courtesy of Monroe.
Larger Spring Seats on Replacement Struts As a safety feature, some replacement struts are equipped with a large diameter lower spring seat. This seat is designed to prevent a broken coil spring from contacting the tire. Clearance should
be checked if larger tires, tire chains or replacement wheels are being used. Courtesy of Monroe.
Coil Spring or Strut Mount Rubs on Fenderwell When installing existing components onto a replacement strut, care must be taken to insure the upper spring seat is installed with the correct orientation to the lower spring seat or mount. The orientation of the upper spring seat determines the direction that the coil spring is bowed to allow for inner fender clearance. If the orientation is off, the spring may rub on the inner fender well when the wheels are turned or when the suspension is compressed.
FORD: Crunching or Creaking Noise from Front of Vehicle on Low Speed Turns and Bumps Models: 2012 Focus
Problem Some 2012 Focus vehicles built on or before 9/9/2011 may exhibit a crunching or creaking noise from the front suspension area on low speed turns.
Service Procedure 1. Road test vehicle making right and left turns at low speed in a smooth parking lot and attempt to duplicate noise. a. If the noise can’t be duplicated, do not continue. b. If the noise is duplicated, proceed to Step 2. 2. Replace the front spring and strut bearing on the side generating the noise. Refer to the part number chart below and match the spring tag color and part number to the tag color and part number listed in this article. If the tag is no longer on the spring, use the VIN search in Ford parts catalog to identify the correct spring application.
Chrysler: Front Strut Creaking and Grinding Models: Chrysler Minivans & 2001-2005 Chrysler Town & Country, Dodge Caravan, Plymouth Voyager (Short and Long Wheelbases) Circle #54 for Reader Service
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Ride Control 2001-2005 Chrysler Pacifica
Problem Customer may complain of a creaking, squeaking, grinding or groaning sound from the front strut area of their minivan or Pacifica while turning in either direction during low speed parking lot maneuvers. This is the result of the lack of lubrication to the front strut jounce bumpers.
FORD Click/Pop Noise from Front Sway Bar End Link
Models: 2005-2010 Escape 2005-2010 Mariner
Issue Some 2005-2010 Escape, Escape Hybrid, Mariner and 2006-2010 Mariner Hybrid vehicles built on or before 10/9/2009 may exhibit a click/pop noise from the front end when going over bumps. This may be due to the stabilizer bar end link to strut (upper) attachment.
Service Procedure Diagnosis This noise can be confirmed by raising the vehicle so the front wheels hang free, and rotating the front strut dust boot fore and aft or side-toside. 1. Remove and disassemble the left strut assembly. 2. Clean and inspect the jounce bumper. 3. Apply a liberal amount of synthetic silicone and/or fluorinated grease to the upper area of the jounce bumper. 4. Reinstall and repeat for the right side. 5. Once completed, realign the vehicle as necessary. In the figure above, a smaller jounce bumper is used in the Pacifica and short-wheelbase minivans. A larger jounce bumper is used in the longwheelbase models. Courtesy of Moog.
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1. Using chassis ears, can the click/pop noise be isolated to the stabilizer bar end links? a. No - Do not continue with this procedure. b. Yes - Proceed to Step 2. 2. Inspect the sway bar end link to strut (upper) attachment nuts for signs of looseness. Is any evidence present of loose upper nuts? a. No - Replace sway bar end links and install revised upper nuts.
Note: The revised, taller nuts cannot be installed on the Sway Bar end link lower attachment. b. Yes - Remove and replace both upper nuts with revised, taller nuts. Torque to 46 lb-ft (63 N.m). It is not necessary to replace the stabilizer bar end link. â– For additional ride controlrelated tech tips, visit www.BrakeandFrontEnd.com.
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Codes and Key Cycles
What Sets a Code,
What it Takes to Turn it Off By Scott “Gonzo” Weaver
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BD II brought a lot of changes regarding how a technician diagnoses a vehicle. With OBD I, a failure had to occur in order to produce a service code, while OBD II can monitor failures or even partial failures. These days, codes have become part of the normal process in determining a fault. There are several different types of codes. Beyond engine, transmission, HVAC or body codes, there’s also a way to break down the priority of some of those codes. If you’re not sure which is a low-priority code and which is a high-priority code, try disconnecting a sensor with the engine running. If the service light doesn’t come on right away, there’s a good chance it’s not a high-priority sensor.
DRIVE CYCLES In order to understand the priority of a code, we also will need to define a drive cycle. A drive cycle (or trip) consists of a complete warm-up from cold with the vehicle driven for a length of time that allows the coolant
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temperature to rise by at least 40° F. (Note: A startup has to be less than 160° F in order to start a drive cycle.) An example of a drive cycle would be a cold-started engine (for example, where the coolant temp is below 122° F and the air temp and coolant temp are within 10 degrees of each other). The key can’t be on prior to a drive cycle because the O2 heater circuits would most likely be heating up and the results from the sensor diagnostics may not run. The fuel tank also has to be above a half tank, preferably three-quarters full. Outside temperature and other conditions also have to be met. This varies from manufacturer to manufacturer.
WHAT’S IN A CODE? Keep in mind, the purpose of all these codes is to inform the driver of the emissions that are being expelled from the tailpipe or communications that may be lost with certain modules of sensors. The drive cycles are how the PCM can determine the conditions. But, as we all know, there are a lot of consumers out there who ignore those little lights on the dash until it’s too late. Or, in many cases, the light isn’t on their list of immediate concerns or it disappears. How many times have you had a cus-
tomer call you and tell you that the light was on, but now it’s off? Chances are, if it didn’t go into history, that it met the criteria of the three consecutive drive cycles. However, that doesn’t necessarily clear it from history, and if you had a real frugal customer, you could tell them, “Oh, just drive the car around 40 times without any failures and the code will clear itself from history, as well.” But, that might get you a few strange looks at the service counter. Removing the battery source from the PCM brings up even more issues. That can bring on a “re-learn” for the computer, and it might involve a drive cycle to stabilize the idle or shift patterns. Using a scanner to clear the codes is still a better way for the tech and the owner. The point here is not necessarily detailing the procedures you’ll find in how each OEM sets up its particular internal tests and diagnostics, just awareness of what is going on when the key is cycled. This is just one example of how it’s done, but most are similar. If nothing else, at least you’ll have a reference to explain to your customer the reasoning behind key cycles, drive cycles and why a service light may go off one day and not the next. ■
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Reflashing Repairs
Reflash Repairs by Scott “Gonzo” Weaver
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and interpreting all the other systems’ information in the car. Like in a chess game, the king is the piece that is the
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E
SC or Electronic Stability Controls are going to be a standard feature on 2012 and newer cars. Learning what is all involved in these systems is going to be very important for every tech out there. These ESC systems come under different names with different manufacturers. Although they have different names, they all basically do the same thing. In a simpler term, it all comes down to “intervention braking.” What is intervention braking? It’s a way to allow the driver to regain control of the vehicle under most/or any circumstances. This is accomplished with the ESC module reading
Control Module) dictates the action of the transmission; the ABS (Anti-lock Brake System) determines brake use, and so
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“intervention braking”
key to survival in the game. For a decade or so, the PCM was always been considered the king. However, the PCM has to take a back seat to the ESC these days. The PCM’s (Power Control Module) main purpose is to dictate the reactions of the driver’s responses and control emissions; the TCM (Transmission
on with all the various computer systems in the car. With the idea that we need to have more preventive control of the vehicle, the ESC systems have to be given credit where credit is due. Even though each of these different systems do talk to each other and perform their task well, it’s the ESC that stands out as the king piece in this chess game of vehicle mobility. Everything in regards to the operation of the vehicle has some bearing on the ESC system. Mind you, we are talking about an intervention with regards to the overall control of the vehicle in either emergency situations or in regards to weather conditions or the angle of the car. (At least the
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Reflashing Repairs glove box door isn’t part of it … yet.)
How is this Accomplished? The ESC systems takes in account wheel speeds, steering angle, angle of inclination, frontto-rear sway, weather conditions, and many other factors. Complicated yes, but once you break down the individual sensors that are involved, it can be quite simple to understand.
“anticipated braking”
}
Take for instance the pawns in this chess game: the wheel speed sensors. The ESC takes its needed information from the ABS unit and will determine if there is a need to bring the car back under control. This could be an under steer condition, over steer condition, or even a snow plowing condition, such as when the wheel is turned sharply, but the wheel speeds are different. It can see all of this with the help of the steering angle sensor and various other control sensors. If one of these situations is present, the ESC will direct the ABS to start braking the appropriate wheel to regain control.
Factors to Consider One of the other factors the ESC will look at is the wiper switch activation or with some sort of humidity indicator. These signals will tell the ESC of a condition that might reduce brake efficiency do to the weather. The ESC has the ability to tell the ABS to pulse the brake pads against the rotor about every 90 seconds or so to dry the brake rotors off (brake Circle #62 for Reader Service
drying). Not to make this even more complicated, there is also an algorithm for brake temperature coefficient values. The computer knows the type of material used in the brake pads from the original manufacturers and if it feels you are reaching a critical point where brake fading may occur, it will unlock the calipers and allow the pads and rotors to cool off before reapplying the pads against the rotors.
}
Inclines and Rollovers Let’s say you’re on a steep incline and you have the car in drive. An inclinometer or accelerometer will measure the angle and determine that you don’t want to roll backwards. In this case, the ESC commands the ABS to hold the brake pads against the rotor and only allow the car to roll forward once it sees the gas pedal being depressed. Along with the condition where the rear of the car is moving out of alignment or the side-to-side tilt is greater than its programming, the YAW factor sensor now becomes the next pawn in the game and the ESC uses that information to determine if the brakes need to be applied. There’s even an algorithm for “anticipated braking.” This is where the ESC sees you have taken your foot off of the accelerator and makes the call that your next move is to apply the brakes. The ESC will tell the ABS to move the pads a bit closer than at their rest position for a much quicker brake
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Reflashing Repairs response. This also applies to emergency braking. Again, the ESC sees your reaction time from the gas pedal to the brake pedal and will apply the brakes harder and quicker than your foot can react, hopefully avoiding any conditions that could be fatal for the driver. My first encounter with a modern ESC system was on a 2009 Pontiac G6. The customer’s complaint was the traction light and ABS light would come on periodically. Anytime this happened, the brake lights would stay on. In order to make this repair you’ll need a Tech II scanner (or equivalent) to read the brake on/off signal. In this case, when I did manage to see the failure, the brake light command was stuck on. The only way to get it to turn off was to disconnect the BPPS (Brake Pressure Position Switch). Replacing the switch was only part of the answer. Once the switch is replaced, it also needs to be recalibrated to the vehicle. The BPPS ratio and the BPPS learned home must be equal. This is accomplished by using
the Tech II scanner and perform a BPPS calibration. But, I’m not done yet. On the very next test drive, the lights came back on and so did the brake lights. However, I did have an on/off signal for the brake command this time. But, even after repeated recalibrations, the BPPS ratio and learn home mode were out of sync with each other again. There is a service bulletin on intermittent brake lights that do not function correctly (reference number 08-05-22-009C). The service bulletin describes how to add dielectric lubricant to the connector pins of the BCM with a nylon brush to treat the pins against fretting corrosion. After following the service bulletin, there were no other problems with the system. I’ll call that a checkmate in my book. A couple of drive tests confirmed the repair. I didn’t see any mention of the traction light as an indication of the brake light problem anywhere in the diagnostics, but service bulletin did mention certain codes that affected the traction control. The chess game con-
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Even the replacement of a brake pedal switch requires using a scan tool to complete the repair.
tinues: I’m sure the manufacturers will be adding even more prevention controls to the ESC in the near future. My advice, find out as much information as you can on these systems and study them well. They’re not going away … they’re here to stay. The sad part for me is that there will no longer be any tire spinning, car sliding or donuts in the high school parking lot because the ESC system prevents that from ever happening with the technology developed for today’s cars. (Yes, I did my share of donuts back in my day.) Due to the constraints of what is possible to put into one article, it’s not possible to cover all the features of the ESC system. As technicians, all we can do is learn these new systems and prepare ourselves to diagnose and repair them. It’s a chess game for sure, but all we can do as a modern service technician is to wait for the manufacturers to make the next move. ■
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Tech Tips
CHRYSLER / HONDA / TOYOTA / LEXUS / SCION This month is sponsored by:
CHRYSLER: REAR BRAKE SWOOSH OR GRUNT models: • 2001 — 2003 (RS) Town & Country Voyager/Caravan. note: This bulletin applies to vehicles with rear drum brakes. symptom/condition: A cyclic swoosh, squawk, squeak or grunt sound from the rear of the vehicle may be heard during medium to light brake application. The sound will be related to the speed at which the tire/wheel turns (one sound per revolution of the tire/wheel). parts • Lubricant, Wheel Cylinder — Part No. 04883068. • Plug, Backing Plate — Part No. 04238721. • Sealer RTV — 05010884AA. repair procedure 1. Raise the vehicle on a hoist. 2. Remove the rear wheel. 3. Remove the rear brake drum. 4. Remove both rear brake shoes from backing plate using the procedures outlined in the appropriate Town & Country, Caravan and Voyager Service Manual. 5. Clean the area around the wheel cylinder boots. 6. Peel back the edge of both wheel cylinder boots to separate them from groove in casting.
Remove the boots and attached pistons from the wheel cylinder. 7. Apply lubricant liberally to the surfaces of the pistons and inside the bore of wheel cylinder without disturbing rubber cup seals. Presence of small amounts of corrosion visible inside the bore of the wheel cylinder can be ignored provided there is no evidence of leakage of brake fluid past the rubber cup seals. 8. Install the pistons and boots to the wheel cylinder. Make sure that the boots seal properly onto the casting groove all the way around the wheel cylinder. With your fingers, shuttle pistons back and forth in the wheel cylinder bore to distribute lubricant. 9. Ensure the wheel cylinder is sealed to the backing plate. If not, seal around the perimeter of the wheel cylinder using a small bead of RTV (p/n 05010884AA). 10. Install the brake shoes. 11. Wipe any spilled fluid from the outside of the wheel cylinder, as well as any other brake parts, including the linings. 12. Install the brake drums and rear tire/wheel assemblies. Torque the lug nuts to 135 Nm (100 ft. lbs.). Courtesy of Mitchell 1.
Don’t Reuse Torque-type CV Axle Nuts ApplicAtion: Front-wheeldrive vehicles with prevailing torque-type retaining unit. problem: Outer constant velocity stub shaft has movement in and out with resulting clunking and damage to the outer joint.
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cAuse: Reuse of retaining nut of a prevailing torque type. solution: Discard old retaining torque-type nut and always use a new one. Courtesy of CARDONE.
October 2012 | BrakeandFrontEnd.com
Servicing Honda Knock Sensors If the check engine light is on in a customer’s 1998 Honda Accord EX, with trouble code P0325, it could be caused by the knock sensor, the connection, wire harness or the Engine Control Module (ECM). Replace the knock sensor and the trouble code resets.
Tests: 1. With the knock sensor unplugged and using a digital volt ohmmeter (DVOM), check for 0.02V to 0.03V reference voltage from the ECM to the knock sensor. 2. Next use a scope and look for an AC voltage signal from the knock sensor when the engine rpm is increased. It should have a very rapid AC voltage pattern of 1V positive and 1V negative. If the signal is OK, verify that signal is correct back to the ECM. If there is no harness or knock sensor problem, always verify the connection at the ECM before replacing the ECM.
Tech Tips: The knock sensor harness is a shielded wire, so also unplug the alternator and verify that there is no interference in that circuit. Courtesy of Identifix.
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Tech Tips
TOYOTA / LEXUS
TOYOTA TECH TIP: FUEL GAUGE INCLINATION METER RESET Due to the unique bladder design of the 2001-’03 Prius fuel tank, it may be necessary to reset the fuel gauge inclination sensor if the combination meter has been replaced or the fuel level reading is determined to be inaccurate. Follow the procedure below to reset the fuel gauge inclination sensor.
into the “ODO” mode. 4. Turn off the ignition switch. 5. Depress and hold the “ODO/TRIP” button while turn-
Reset Procedure
(See Fig. 1 and Fig. 2): 1. Park the vehicle on a level surface. 2. Turn the ignition switch to the “ON” position. 3. Place the odometer display
Figure 1 ToyoTa
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ing the ignition switch to the “ON” position. Hold the ODO button for two seconds. 6. Release and press the ODO
TOYOTA / LEXUS
Tech Tips
button three more times within five seconds: Release-PressRelease-Press-ReleasePress and Hold. Continue to hold the ODO button for at least five seconds until the leveling information is displayed on the odometer. 7. Release the button. 8. Depress and hold the “ODO/TRIP” button until the odometer display confirms that reset has begun (odometer reads “1”). 9. Once reset is comFigure 2 ToyoTa plete, the odometer returns to normal. 10. Release the button. 11. Turn off the ignition. note: This procedure may take several attempts. If you are interrupted or make a mistake during any part of this process, you must start over from the beginning of the entire process. Each time you start again, remove the key from the ignition and wait at least five seconds. Technical service bulletin courtesy of Mitchell 1.
DON’T LET TPWS PROBLEMS LEAVE YOU FLAT The 2004-2005 Lexus RX 330 and LS 430 do not require any special tools to service the Tire Pressure Warning System (TPWS) lamp and sensors after a tire repair. During initialization, the TPWS, located within the ABS or Skid Control ECU, learns the tire sizes from rotational speeds and resonance frequencies. Once the system has initialized, if tire pressures drop, the TPWS light will illuminate. Applicable Vehicles 2004 - 2005 model year LS 430 and RX 330 vehicles Circle #69 for Reader Service
Tech Tips
LEXUS / SCION
Initialization Conditions The TPWS light can illuminate requiring initialization if any of the following occur: 1. When air pressure is adjusted up or down. 2. When the tires are rotated. 3. When one or more tires are replaced. 4. When suspension components (i.e., struts, shocks, springs, knuckle) are replaced. 5. When an alignment is performed.
ize within one hour during normal driving conditions. note: Initialization can take up to one hour to complete. If the following conditions exist, low tire pressure may not be detected and initialization may not be completed: ■ The vehicle is equipped with snow tires, compact spare or snow chains. ■ The tire inflation pressure is excessively higher than specified, or tire inflation pressure suddenly
Initialization Procedure 1. Adjust the tire pressure to the specification. 2. Turn the IG switch ON, but do not start the engine. 3. a. Without Multi-Display: Press and release the TPWS switch to turn the TPWS light off. b. With Multi-Display: Press the TPWS switch to turn the TPWS light off. 4.a. Without Multi-Display: Press and hold the TPWS switch until the TPWS light blinks three times. b. With Multi-Display: Press and hold the TPWS switch until “Pressure Initial” appears on the Multi-Display. 5. The TPWS will typically initial-
SCION:
drops. ■ The vehicle is driven on rough, slippery, or frozen road surfaces. ■ The vehicle speed is less than 19 mph (31 km/hr) or more than 62 mph (100 km/hr) and the driving duration is less than five minutes. ■ On one or more tires, the tire tread pattern or manufacturer are different from the others. ■ The tires are not the specified size.
■ The tread wear varies among each tire. ■ The pressure of two or more tires drops at the same time. ■ Driving with rapid acceleration/deceleration or sharp turns. ■ The vehicle is overloaded. ■ Ambient temperature is below 32°F (0°C) or above 104°F (40°C). ■ The tires encountered impact on a pot hole or other road irregularity. ■ Aftermarket (non-factory) wheels installed on vehicle. Verify Initialization Initialization can be verified by monitoring the TPWS light during the bulb check: 1. The system IS initialized when the TPWS light and ABS light turn off at the same time during the bulb check. 2. The system IS NOT initialized if the TPWS light stays on for one second after the procedure. Courtesy of ALLDATA.
VSC/ABS DTC Set Due To Security System
On the 2004 Scion xB with the V5 security system, you may experience Vehicle Skid Control (VSC) and Anti-Lock Brake (ABS) lights ON with DTC C1231. Interference could be experienced when the steering column cover is reinstalled or when service work is performed, if the security system is not installed correctly. During security system installation, make sure the
V5 horn connector is positioned correctly. If DTC C1231 comes on, it will be necessary to replace the steering angle sensor and ensure the V5 horn connector is properly routed during reassembly following the instructions provided in the repair procedure. Steering Angle Sensor, P/N 89245-52010, will be required to make the repair.
70 October 2012 | BrakeandFrontEnd.com
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TechTips Applicable Vehicles: 2004 model year Scion xB vehicles equipped with the V5 security system produced before production change effective VIN JTLKT334440163535.
REPAIR PROCEDURE: (Review Steering Angle Sensor and Spiral Cable Sub-Assembly service and repair along with safety procedures in the ALLDATAÂŽ system before beginning.) The VSC Steering Angle Sensor is located below the steering wheel on the steering column and is attached to the Spiral Cable Assembly. 1. Remove the lower steering column cover. 2. Locate the V5 horn connector mounted under the steering column cover support bracket.
Circle #72 for Reader Service
SCION NOTE: The V5 horn connector is wrapped in gray foam padding. 3. Remove the zip tie. 4. Relocate the V5 horn connector above the steering column cover support bracket as shown in the illustration. Ensure that the connector does not contact the steering angle sensor connector when the column cover is reinstalled. The correct mounting location is behind the mounting bracket of the lower steering column cover. 5. Replace steering angle sensor. NOTE: Replacement of the VSC Steering Angle Sensor may require completing the Zero Point Calibration Procedure to restore system function. â– Courtesy of ALLDATA.
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Schaeffler Group USA Inc. has initiated the distribution of more than 180,000 LuK-branded technical assistance posters promoting proper diagnosis and installation of clutch kits, clutch hydraulics and flywheels. The poster is designed to help technicians identify common installation errors that lead to unwarranted product returns and reduction in productivity at the shop level. Visit www.Schaeffler-Aftermarket.us.
Circle #90 for information
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Get 5 quarts of Castrol GTX Conventional Motor Oil plus a NAPA Silver Oil Filter — on sale for $20.56 at your local NAPA AUTO PARTS Store this October. And don’t forget to watch Martin Truex Jr. and the #56 NAPA Car in their hunt for the Sprint Cup Series Championship! See participating stores for details.
Circle #91 for information TRICO Ice, an all-new, winter weather blade, provides maximum performance in extreme winter driving environments. Integrating the newest advancements made in wiper technology, this blade style features a wedge-shaped spoiler that clears away snow and ice buildup. The new design conforms to glass shapes to distribute even pressure for a clear wipe, while the low-profile contour compliments new vehicle models and maximizes line of sight. For additional information, visit www.tricoproducts.com/ice.
Circle #92 for information ACDelco adds two new Rapidfire spark plug part numbers to enhance its portfolio of competitively priced, single platinum spark plugs. Rapidfire #16 and #17 spark plugs cover 3.3 million 2000-2007 GM vehicles. Additional Rapidfire part numbers cover millions of non-GM vehicles. ACDelco Rapidfire spark plugs are backed by a three-year limited warranty. Visit www.acdelco.com/parts/spark-plugs.
94 SKF has added 31 new differential kits to its complete line of SKF differential, transfer case and transmission kits for automotive, light duty and commercial vehicle applications. Of the 31 new kits, SKF now offers rear differential kits for the popular 2001-2008 Chevy GMC 3/4 and 1 ton truck with 11.5 inch ring gear, available in part numbers SDK327 and SDK327-MK (SKF Master Differential Kit); and the 1997-2006 Jeep Cherokee and Jeep Wrangler TJ with a Dana 30 Axle, available in part numbers SDK334-TJ and SDK334-TJMK (SKF Master Differential Kit).
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With an estimated 60% of vehicles on the road in need of an alignment, Hunter Engineering Company developed the new Quick Check system to help shops quickly identify these vehicles and drive more traffic to the alignment bay. Quick Check captures toe and camber measurements and produces printed results in under a minute. Service writers can then use the easy-to-understand, color-coded printouts to alert customers of misalignment issues and generate more repair orders for alignment service.
Circle #95 for information
CARDONE has just released 34 additional SKUs of A1 CARDONE Brake Caliper Brackets covering many popular applications including:14-1443 Honda/Acura trucks 2005-2012; 14-1681 Hyundai/Kia 2006-2012; 14-1547 Nissan Altima/Sentra 2007-2010; 14-1379 Toyota Sienna 2004-2010; 14-1692 Volkswagen Golf/Jetta 2005-2012; and 14-1091 Ford Mustang 2005-2010. For more information, visit the CARDONE WebCat at Cardone.com.
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As Gabriel continues to expand its line of premium ReadyMount fully loaded struts you can rest assured in knowing that all new Gabriel pre-assembled ReadyMount designs are precision engineered, Component- and Unit-tested, then Fit- and Ride-tested to ensure quality, durability and performance. Check out the full, expanded line of Gabriel ReadyMount struts at www.Gabriel.com.
Federal-Mogul reports it has again expanded its MOOG line of replacement steering and suspension components. Among the 16 new MOOG parts added are what Federal-Mogul reports to be aftermarket’s first lower front ball joints for latemodel Pontiac Vibe passenger cars, along with nine new control arms covering a variety of popular foreign nameplate and domestic applications.
Circle #98 for information
Circle #96 for information
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Advance Auto Parts Professional now offers Wearever Platinum, an exclusive line of premium ceramic brake pads engineered to deliver quieter braking and superior stopping power. Wearever Platinum features the exclusive SoundLock Plus diamond pattern four-layer shim to lock in sound and utilizes CleanestWheelTechnology for superior dust reduction. Wearever Platinum brake pads are manufactured in OE specs. For more information, visit www.advancepro2pro.com/platinum or call 1-877-280-5965.
Circle #99 for information
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76 October 2012 | BrakeandFrontEnd.com
Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.co m
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Brake Lights
From Gaetano Viesti, Service Tech, Ventura Auto Repair “This 1998 Ford Ranger came in for a flat tire of all things. I think the flat was the least of his worries. The rear drum was so worn down, the shoes and wheel cylinder pistons shot out. The owners solution? Cut the brake line and kink it. Also, the shift linkage was broken. The owners solution? Get in, start the truck and cock the rear wheel. He would then crawl underneath the truck and manually engage it into drive at the transmission.”
Do you have your own bad brakes story and pictures? If you do, it could be worth $75 and, if selected, your story could appear in BRAKE & FRONT END. Send digital pictures and your contact information to: amarkel@babcox.com. ■
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