Brake & Front End, September 2012 by Babcox Media

September 2012

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You can reach us electronically at www.brakeandfrontend.com

975th Monthly Issue SEptember, 2012

Magazine

Cover Design by Dan Brennan

Features

30 Brake Pad Mumbo Jumbo It can be confusing when you look at an advertisement or the side of a brake pad box. Taken at face value, you would think that there would be no more brake noise, precise stopping distances and that brake pads last forever. As a technician, you know this is not true.

40 Independent Rear Suspensions Independent rear suspensions are starting to become the norm on not only cars, but SUVs of all sizes. The first advantage of an independent rear suspension is ride. The second advantage is handling.

48 48 Wheel Speed Sensor Service There is no way to quickly tell if a Wheel Speed Sensor (WSS) is passive or active. Both sensors have two wires and are located in the same position on the vehicle. Often, the service information will not indicate what types of sensors are on the vehicle. Trouble codes will not indicate if the sensors are passive or active.

BRAKE & FRONT END (ISSN 0193-726X) (September 2012, Volume 84, Number 9): 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) 6701234, Ext. 260, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for nonqualified 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.

BRAKE & FRONT END â&#x20AC;˘ September 2012

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COLUMNS 3550 Embassy Parkway Akron, OH 44333; (330) 670-1234 www.brakeandfrontend.com

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Viewpoint

EDITORIAL STAFF

Gonzo’s Tool Box

Jim Merle

Industry Review

Andrew Markel

Guess the Car

Publisher, ext. 280 jmerle@babcox.com Editor, ext. 296 amarkel@babcox.com

Tim Fritz

Managing Editor, ext. 218 tfritz@babcox.com

Larry Carley

Ad Index

Technical Editor lcarley256@aol.com

Dan Brennan

Brake Job: Honda Insight Hybrid

Graphic Designer, ext. 283 dbrennan@babcox.com

Cindy Ott

Alignment Specs: Cadillac STS

Advertising Services, ext. 209 cott@babcox.com

Pat Robinson

Circulation Manager, ext. 276 probinson@babcox.com

Brake Lubricants

Kim Hedgepeth

Tire Mounting Miscues Tire Tech: Torque Troubles Tech Tips Product Showcase NASCAR Performance Classifieds

Circ. Specialist, ext. 260 khedgepeth@babcox.com

CORPORATE Bill Babcox Greg Cira

President Vice President Chief Financial Officer Jeff Stankard Vice President Beth Scheetz Controller Brad Mitchell Director of eMedia

IN MEMORIAL Edward S. Babcox (1885-1970) Founder of Babcox Media Tom B. Babcox (1919-1995)

Brake Lights

TOP WEBSITE ARTICLES FOR SEPTEMBER

ADVERTISING REPRESENTATIVES

To read the entire article, go to www.brakeandfrontend.com and type the title of the article into the SEARCH box.

Bobbie Adams badams@babcox.com 330-670-1234, ext. 238

Getting Employees to Adopt the Right Culture

Dean Martin dmartin@babcox.com 330-670-1234, ext. 225

How many times during the day does a customer stop by or call, and ask to only speak with you, the shop owner? Do you know why? It's because in general, the experience the customer has when dealing with the owner of a business is much different than when dealing with an employee.

Performing a Brake Job on a 2005-2010 Toyota Scion TC The replacement of the pads and rotors on a Toyota Scion TC is straightforward, but there are some things that you should know before you start.

Diagnostic Solutions: Testing Automotive Batteries and Starters In the real world, battery and starter testing data can vary widely and for no apparent reason. Import Specialist Contributor Gary Goms explains through several real-world examples why battery age, ratings, state-ofcharge and starter design are so important for accurately determining the cause of the typical slow-starting or cranking, no-start complaint.

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Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 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

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VIEWPOINT

Menu’ Based Pricing

Must Go! enu-based pricing for repairs has been around since the 1920s. It is a business model that has worked for most of the industry, but on modern vehicles, it is quickly losing its effectiveness as a way to sell services and repair vehicles. There is no doubt that menu pricing can simplify the selling of maintenance, but when it comes to solving brake, suspension and wheel assembly problems, it can create more problems than it can solve. Up until the 1980s, a technician might have seen only three different basic suspension types, two types of drum brakes and maybe four caliper designs. Also, wheel assemblies almost never exceeded 15 inches, or were not equipped with tire inflation monitoring systems. Today, shops see a plethora of designs and problems that are unique to a specific make and model. So having one-size-fits-all prices and procedures for every vehicle can be almost impossible, and rationalizing that you will make money on most and lose some on a few is an expensive falsehood. In the eyes of the customer, the menu can give a false impression that picking an item on a menu can fix a problem, like how a dessert cart can satisfy a sweet tooth. Keep in mind that no matter how cheap the customer, their need and goal is to fix the problem on their vehicle. Also, selling off a menu

Andrew Markel Editor

amarkel@babcox.com

to solve a concern can create more communication problems than it solves. How do you get off the menu or at least stop using it as a sales crutch? The first step is communicating with the customer. The easy sell is not always the best solution to the driver’s problems. Getting approval up front for a menu job may seem like the path of least resistance, but typically with today’s vehicles it does not solve the problem and can result in miscommunication and extra phone calls where the shop could be put in a defensive position. Communicating with the customer can help to identify the concerns of the customer and reinforce trust and understanding. The next step is to change your menu. The menu that the public sees should only include maintenance services like oil changes, coolant flushes and tire rotation. The word “job” should not appear on the board unless “job” is in the name of your shop. Instead of selling (or the customer requesting) jobs from the menu, you can now focus on selling inspection and testing services that can be far more profitable to you. Using the terms “inspection and testing” are more accurate descriptions and imply to the customer that something is being performed on their vehicle. The term “diagnostic” to the customer has unfortunately been devalued and to them can mean someone pulling codes or sniffing the dipstick. Do not worry about not selling parts with testing and inspection procedures. The notion that you have to sell equal parts of labor and parts on the same ticket is not applicable to today’s vehicles. Next, create your own internal

BRAKE & FRONT END • september 2012

menu of symptom-based inspection and testing services. The testing and inspection services should include prices and procedures for brake, steering and suspension systems. Personnel at the front counter should know the procedures backward and forward. For example, if a customer asks for an alignment and the customer reveals that the vehicle is pulling to the left, you could sell them a symptom-based alignment service package that might include an alignment angle check and test drive. If your shop has a balancer that can measure lateral and road forces, you can include a “diagnostic” balancing service as part of the package. You can package this service to the customer at one price. The customer will feel more confident that the service will lead to a full resolution to the problem. Also, if the customer says that the pull occurs during braking, you can include a brake inspection as part of the package. It also means that the technician in the bay is not working for free during the inspection process. The next step is to start using customer interview forms that can be filled out by the service adviser or customer. Forms can help to reveal information that the customer might not typically give or the service adviser might not think could be associated with the problem. One of the benefits of selling symptom-based testing and inspection services is that you can directly sell services that use expensive capital equipment like alignment equipment and balancers with tire force measurement features. ■

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GONZO’S TOOL BOX

CUSTOMERS SAY THE DARNDEST THINGS Dealing With Wacky One-Liners From Your Customers id you ever notice some people have an excuse for just about anything? Did you also notice how some people have a quirky explanation for the problems with their cars? I sometimes wonder what some of these folks would think if they actually heard themselves from my side of the counter. I’ve heard it all (or, at least I think I have) … nothing surprises me any more. So, I thought I would jot down some of the wacky problem descriptions and customer requests I’ve heard over the years. For those who work on my side of the repair counter, see how many of these you’ve heard before. Here are a few of my all-time favorites:

“It’s not intermittent; I know it does it sometimes.” “I drive my car a lot, and it does this every day; last time it was a month ago.” “My car is going to blow up … I heard it ticking.” “Every time I shut my car off, it won’t start.” “My valve stems won’t stay aligned.” “My brother used to be a mechanic, so he knows everything.” “I lost my voltage in the car.” (Well, go find it!) “I’ve got a shortage in my car.” (“What are you short of?”) “I can’t afford the repair, so just fix what’s broken.” “I don’t want this car to last forever. I just want it to last long enough until I can afford one that will.”

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“The tail lights went out on my car.” “When did you notice they were out?” “At night.” Two weeks after a customer has called, he arrives at the shop and tells you,“I’m the guy who called yesterday.” “I’m not in a hurry for it.” (A sign they’ll be calling in less than a half hour to check on it.) Scott “Gonzo” Weaver Contributing Editor Gonzosae@aol.com

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“I need to pick it up today.” (Closing time comes along, and they are nowhere to be found.) “I don’t care what it costs, just fix it.” (Sure you do!) “I’ll have to wait on it, even if it takes you all night to fix it.” “All you mechanics are alike!” (I have a twin?) “I should have learned to fix cars, so I could tell you what’s wrong with it.” “You’ll have to work around my dog; he stays in the car.” “I already know what’s wrong with it; I don’t need you to tell me what’s wrong.” “So what’s wrong with it?” “I don’t know; I sued the last mechanic who worked on my car.”

“I want to speak to the mechanic who worked on the car. (Oh you do?) Then I want to speak to your boss. Oh, you’re the boss, well then I want to speak to the owner. Oh, you’re the owner, then I want to speak to someone in charge.” “I saw smoke coming out of my vents, so I poured water down them. Now when I turn on the blower motor, it gurgles in the car. Did I do that?” Never a dull moment at the repair shop, that’s for sure. I’d like to think each and every one of us at some point in time said something stupid to a service person. I know I have, and I’m sure with my wacky sense of humor, they’d be talking about it for a long time. You just have to laugh at the comments after a while. You can’t take it too seriously or you’ll just drive yourself crazy. Next time you get somebody at the counter and he or she wants you to take a guess at a repair rather than actually diagnose it, tell him or her what I say. “Sure, I’ll take a SWAG at it.” And when they ask, “What’s a SWAG?” you can tell them: “Scientific Wild $%# Guess.” ■

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INDUSTRY REVIEW Brought to you by

AAPEX ADDS EXTRA DAY FOR LEARNING FORUM EDUCATION SESSIONS Organizers for the Automotive Aftermarket Products Expo (AAPEX) have announced that the Learning Forum education sessions at this year’s AAPEX will start on Monday, Oct. 29, instead of Tuesday, and will continue throughout the event. AAPEX will be held Tuesday, Oct. 30 through Thursday, Nov. 1, at the Sands Expo Center in Las Vegas. The new, four-day Learning Forum will include more than 30 free sessions open to all AAPEX attendees. Specific sessions are recommended for general aftermarket audiences, warehouse distributors, manufacturers, retailers, auto repair shops and parts stores. Sessions are designed to provide attendees with industry trend information, new techniques and technology to help them improve their businesses. The following Learning Forum sessions will be offered on Oct. 29: • “Outlook for Fuel and Raw Material Costs: How it Impacts Everyone in the Aftermarket,” speaker Jason Schenker, Prestige Economics LLC • “The Partnership Path to Brand Differentiation and Success!” with speaker Jackie DeLise, Vermillion Consulting • “Intellectual Property: What You Don’t Know Can Hurt You,” speaker Sarah Bruno, Arent Fox (sponsored by MEMA Brand Protection Committee) • “Culture Eats Strategy for Lunch: Why and How to Define and Nurture Your Company Culture,” s p e a k e r S h a w n Pa r r, B u l l d o g Drummond • “Sprechen Zie Brand?” with

autocarepro:news

s p e a k e r S h a w n Pa r r, B u l l d o g Drummond

“The New Aftermarket: We Have an App for That.” • “The New Aftermarket: We Have an App for That,” speaker Derek Kaufman, C3 Network Inc. Learning Forum sessions will be held at the Venetian Hotel, on the Venetian/Palazzo Congress Center Level 1, Marco Polo Rooms 701-706. All sessions are accredited by the University of the Aftermarket toward the Automotive Aftermarket Professional (AAP) and Master Automotive Aftermarket Professional (MAAP) designations. With the Learning Forum starting before the official opening of AAPEX, attendees are reminded to adjust their travel plans and schedules accordingly. To register for AAPEX, visit the event’s website, www.aapexshow.com. For a complete list of sessions, visit the Learning Forum on the AAPEX website.

FIFTY-SIX NEW MOOG STEERING AND SUSPENSION PARTS EXPAND BRAND’S COVERAGE TO MILLIONS OF ADDITIONAL VEHICLES The MOOG steering and suspension line from Federal-Mogul now includes 56 new parts that expand the brand’s coverage to millions of additional foreign nameplate and domestic passenger vehicles. According to Federal-Mogul, the Moog brand – as the automotive service industry’s “Problem Solver,” – delivers innovative product designs that provide enhanced performance and durability

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and help make installation easier. The latest MOOG products now available through replacement parts distributors include left and right lower control arms equipped with MOOG ball joints for Volkswagen GTI, Golf, Jetta and New Beetle passenger cars, model years ranging from 1998 to 2010, and millions of General Motors light trucks and SUVs manufactured between 1988 and 2002. In total, Federal-Mogul has added 17 control arm SKUs for a broad range of foreign nameplate and domestic applications. Other new MOOG parts include a rear adjustable compensator link for several Buick, Chevrolet, GMC, Oldsmobile, Pontiac and Saturn SUV and van applications, model years 2001 through 2007; sway bar link kits for 2011 through 2012 Ford Mustangs; and lower ball joints for 2002 through 2005 Land Rover Freelanders. For more information regarding MOOG steering and suspension parts, visit the brand’s technician-focused www.moogproblemsolver.com website or contact your MOOG supplier. To identify the right MOOG part for virtually any application, use the www.FMe-cat.com electronic catalog.

IDENTIFIX DIRECT-HIT SUBSCRIBER BASE JUMPS BY 40 PERCENT IN PAST TWO YEARS Identifix Inc. has announced three significant milestones for the company’s award-winning online tool, Direct-Hit. According to the company, Direct-Hit has exceeded 35,000 subscribers, with the number of vehicle look-ups now reaching 15 million per year. These numbers are WWW.BRAKEANDFRONTEND.COM

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up from 25,000 subscribers and 12 million look-ups in 2010. In addition, the company reports that the number of Hotline Archives has reached 525,000, which represents an increase of 25,000 Hotline Archives over the past six months alone. According to Indetifix, Direct-Hit delivers diagnostic and repair information quickly by eliminating the frustration of time-consuming factory flowcharts with shortcut tests and confirmed fix procedures created from more than 3.8 million calls to the Identifix Repair Hotline. Collected from more than 100,000 technicians in the field, these fixes are validated by the company’s staff of more than 45 ASE Master L1 Carline Specialists. Fo r m o r e i n f o r m a t i o n , v i s i t www.identifix.com.

KYB AMERICAS LAUNCHES NEW STABILITY CONTROL AND SALES TRAINING PROGRAM KYB Americas Corp. has launched a new stability control and sales training program for service

purpose of shocks and struts, a belief in the value of maintaining vehicledesigned control and communication techniques to explain these important points to the motorist, the company says. “As a manufacturer, it’s vital to consider the knowledge and training needs of our distribution and service provider customers,” said KYB Director of Marketing and Training Mac McGovern. “We spearheaded our stability control and sales training program to supplement KYB’s superior product, with knowledge and communication tools the service provider can use to create sales opportunities in their shop.”

providers. KYB Americas says the program was created, in part, to address the rapid increase of strutequipped vehicles and the higher cost of replacing them, which has made it more difficult for the service provider to earn the sale. Training includes shock and strut technical information, how to evaluate shock and strut performance and how to easily communicate the purpose and value of maintaining vehicle-designed ride control performance to their customers. Stability control and sales training programs are administered by qualified KYB ride control specialists in live classroom sessions or interactive online webinars in the U.S. and Canada. At the end of the program, attendees can expect to have a better understanding of the true

FEDERATED LAUNCHES TOYS FOR TOTS PARTNERSHIP WITH U.S. MARINE CORPS RESERVE

“As a manufacturer, it’s vital to consider the knowledge and training needs of our distribution and service provider customers.”

Federated announces that it will be a national corporate partner of the U.S. Marine Corps Reserve Toys for Tots campaign in 2012; a pro-

GUESS THE THE CAR! CAR! WIN GUESS WIN $50! $50! #7

What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visiting www.BrakeandFrontEnd.com/guessthecar or scan the QR code to the right with your smart phone. The winner will be randomly selected from correct entries and awarded $50. Entries must be received by October 1, 2012.

September Solution: Ford Edge Solved by: Josh Conklin Monro Muffler, Brake & Tire Marathon, NY

CONGRATULATIONS JOSH! Employees of Babcox Media, industry manufacturers and Brake & Front End advertisers are not eligible to enter.

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gram that delivers new toys and the magic of Christmas to less fortunate children each holiday season. The partnership kicked off at the Richmond International Raceway (RIR) during race weekend (Sept. 78) for the Federated Auto Parts 400 NASCAR Sprint Cup race. “We believe in the mission of the Marine Toys for Tots campaign and look forward to helping collect toys and donations for this extremely worthwhile organization,” said Mike Schultz of Federated Auto Parts. “When we announced at our annual meeting that we were working with Toys for Tots, we raised $65,000 in about 10 minutes, so to say our members and associates are excited about this partnership is an understatement.” Federated and its members will collect toys and money for Toys for To t s f r o m O c t o b e r t h r o u g h December at participating Fe d e r a t e d A u t o P a r t s s t o r e s throughout the country.

NEW RAYBESTOS BRAND CHASSIS PARTS RELEASED FOR LATE MODEL APPLICATIONS Raybestos brand chassis parts – a member of the Affinia family of brands – has added ball joints, tie rod ends and sway bar frame bushings to the Raybestos chassis catalog for the following 2003-2012 models: Ford Truck F150 (2010-2012) • P/N 505-1472, Ball Joint – Lower Chevy Silverado 2500HD/3500HD and GMC Sierra 2500HD/3500HD (2011-2012) • P/N 405-1239, Tie Rod End – Inner Ford Truck F250/350 Super Duty (2011-2012) and F450/550 Super Duty (2005-2012) • P/N 401-2373, Tie Rod End – Right Outer Jeep Wrangler (2007-2011) • P/N 410-1098, Tie Rod End – Right Inner

Lexus GX470 (2003-2009), Lexus GX460 (2011) and Toyota 4 Runner (2012) • P/N 550-1703, Sway Bar Frame Bushing Mazda Truck CX-9 (2007-2012) • P/N 550-1724, Sway Bar Frame Bushing According to Affinia, Raybestos ball joints are designed to match the individual OE applications for the best possible steering control, ride quality and service life. Advanced Technology synthetic bearing designs hold tighter alignment tolerances for longer tire life, and the permanently attached polyurethane dust boots provide clean, consistent, long-lasting performance, the company says. Raybestos tie rod ends specifically match the ball and socket design for built-in strength and lasting durability, the company says. High strength steel forgings provide maximum stability, safety and service life, according to Affinia. Raybestos sway bar links use performance-enhancing, low-friction de-

AD INDEX Advertiser Name . . . . . . . . . . . . . . . . . . .Page Number

Moog Steering & Suspension . . . . . . . . . . . . . . . . . . .42,43

ACDelco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,71

Motorcraft,Ford Motor Company . . . . . . . . . . . . . . . . . . .27

Advance Auto Parts Professional . . . . . . . . . . . . . . . . . . .21

NAPA . . . . . . . . . . . . . . . . . . . . . . . . . .Cover,Cover 2,1,7,45

ADVICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Nissan Motor Corp. USA . . . . . . . . . . . . . . . . . . . . . .Cover 3

Akebono Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

Nucap Industries . . . . . . . . . . . . . . . . . . . . . . . . . . .31,32,34

Auto Value/Bumper to Bumper . . . . . . . . . . . . . . . . .Cover 4

O'Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Autodata Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

Packard Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

BendPak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

Parts Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

BendPak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Insert

Parts Plus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Best Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

Performance Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

CARDONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Raybestos Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . .50,51

CARQUEST Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Red Kap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

DEA Products/Pioneer Inc . . . . . . . . . . . . . . . . . . . . . . . . .49

SKF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

DIRECTV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38,39

Sunex International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Ford Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

Tenneco/Monroe Shocks . . . . . . . . . . . . . . . . . . . . . . . . . .44

Gabriel/Arvin Innovation . . . . . . . . . . . . . . . . . . . . . . . . . .29

Tenneco/Walker . . . . . . . . . . . . . . . . . . . . . . . . . . .Poster,54

Jasper Engines & Transmissions . . . . . . . . . . . . . . . . .59,64

Uni-Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Mevotech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Volkswagen Parts & Accessories . . . . . . . . . . . . . . . . . . .10

Mohawk Lifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Wagner Brakes/Federal-Mogul . . . . . . . . . . . . . . . . . . .24,25

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signs and are cold forged for superior strength and stability. The full ball stud maximizes performance surface area, Affinia notes. The company adds that the parts come with the “best parts and labor guarantee in the industry,” allowing technicians to install the products with “100 percent confidence.”

OHIO TECHNICAL COLLEGE PARTNERS WITH JASPER ENGINES & TRANSMISSIONS Ohio Technical College (OTC), a provider of specialized technical training in a wide variety of transportation fields, has formed a partnership with Jasper Engines and Transmissions to use its products in the school’s Automotive and AutoDiesel programs. Through the partnership, JASPER, a maker of remanufactured gas and diesel engines, transmissions and differentials, will provide engines, transmissions and differentials along with manufacturing, marketing and sponsor support to OTC. Students will train on the company’s products during a sixweek course held in the new Jasper Engines and Transmissions Training Center Lab building. “We are excited to have JASPER as the official automotive engine and transmissions partner of OTC, and they will have a great presence in training the next generation of technicians,” said Tom King, VicePresident of Enrollment M a n a g e m e n t a n d Te c h n i c a l Training for OTC. “The Jasper Engines and Transmissions Training Center allows our students to work with quality products that come from a leader in remanufacturing.” The training center will consist of five classrooms: three engine labs, one automatic transmission lab, and one manual transmission and differential lab. Students will learn disassembly, measuring, cylinder honing,

how to work with heli-coil inserts, timing belt installation and proper re-assembly and torque procedures. The JASPER course will also train students on automatic transmissions in rear- and front-wheel drive vehicles which will be covered in car diagnostic testing as well as transmission removal and reinstallation. In addition, the manual transmission classes will cover differentials.

GABRIEL ANNOUNCES WINNERS OF ITS ‘OWN THE CHROME’ SWEEPSTAKES

corrosion protection and product life,” said Michael Lipski, vice president, sales and marketing, Gabriel. “And the added incentive to possibly win an ‘Own the Chrome’ gift card worth up to a $25,000 was very appealing.” Seven winners received Gabriel “Own the Chrome” gift cards: • One (1) Grand Prize Winner $25,000 Gift Card M. Brickley — Tennessee • One (1) First Prize Winner $2,500 Gift Card C. Nanna — Vermont • Five (5) Second Prize Winners $ 500 Gift Card P. Kilgore — Tennessee D. Phelps — Kentucky A. Walker — Iowa I. Hazen — Ohio L. Mills — N.C. Gabriel supports its sales events by supplying POP material packets including a poster, counter display and rebate pad, as well as information on its website during the event. To p a r t i c i p a t e i n t h e G a b r i e l National Fall promotion, call 1-800251-5932.

ACDELCO ENHANCES TRACKING TOOL, ADDS TRAINING PATHS Gabriel (Ride Control LLC) has announced the winners of its “Own the Chrome” sweepstakes, which was a part of the company’s national “Own the Chrome Sales Event” from March 1 to April 31. Gabriel’s “Chrome-tastic” national sales event offered savings of up to 25 percent to customers who purchased four qualifying Gabriel products. These customers also were automatically entered to win one of seven “Own the Chrome” gift cards. “Gabriel’s ‘Own the Chrome’ sales event helped encourage consumers to choose the four corner ride control replacement job, while reminding customers that Gabriel uses a superfinished chromed piston rod on every shock and strut we make for added

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ACDelco has updated its Learning Management System (LMS) website to give users an at-aglance snapshot of their progress toward completion of the technician training paths. ACDelco recently enhanced its LMS to give shop operators a global, single point of access for technician training. This easy-to-use, Webbased application is designed to streamline both the delivery and tracking of training to save time, money and improve productivity. These latest enhancements allow participants to access the site through acdelcotechconnect.com, enter their log-in information and view a customized training status WWW.BRAKEANDFRONTEND.COM

report in real time. The status report shows all the training paths to which a technician is currently assigned, followed by a chart that identifies courses completed in each path. ACDelco adds that those who complete select training paths (Brakes, Electrical, Engine Performance and HVAC) can receive a custom Training Excellence Specialist magnetic medallion for display in their shop. When participants click on the link, they can expand the chart to view detailed classes for each training path. They can click on the course number to view course details, enroll or test out of the course (selected courses only). ACDelco also has added four new training paths to its training website to keep up with today’s technicians’ varying skills sets. They include: • Automatic Transmission / Transaxle Specialist • Body Electrical and Communication Specialist • Light Duty Diesel Specialist • Suspension and Steering Specialist ACDelco is offering a free test drive of selected online training courses for a limited time. Even employees of shops that are not members of the ACDelco Professional Service Center program can visit www.acdelco.com/trainingtestdrive for a list of available courses. Click the “Test Drive” menu and select a course type. Click the “View” link next to the course and select: “Launch Course.”

MITCHELL 1 TO HOLD SHOP MANAGEMENT SYSTEM TRAINING WORKSHOP IN SEATTLE Mitchell 1 will hold this year’s third and final Shop Management System Training Workshop Oct. 4-6 in Seattle, WA, at the Hotel Monaco,

located at 1101 4th Ave. The training workshop is designed for those who have previously established competence using their shop management software and now want to learn more advanced capabilities, better methods and shortcuts. This two day session will guide users through all levels of functionality in the Mitchell 1 Manager and ManagerPlus system. Instructors will explore program setup values, inventory, reporting, best practices and advanced transactions as well as integration with aftermarket cataloging. Attendees will also learn about the new Mitchell 1 SocialCRM customer retention and new customer acquisition service during a relaxed evening reception. For more information or to register for Mitchell 1’s Management System Training Workshop, visit http://buymitchell1.com/form/m1user sinfo.htm.

TRICO EX FACTOR PROMOTION REWARDS FALL WIPER SALES T r i c o Products recently announced the TRICO EX Factor fall wiper blade promotion, which not only offers consumers mail-in-rebate discounts on TRICO blades, but also provides counter professionals and service technicians who sell the most TRICO blades an opportunity to win an ultimate racing experience. The top individual counterperson or technician who sells or installs the m o s t T R I C O E x a c t Fi t , Te f l o n S H I E L D, T R I C O F l e x , T R I C O NeoForm or TRICO Force blades between September 1 – November 16 will win the Ultimate Exotics Racing Combo Ten-Car VIP Experience in Las Vegas for themselves and a guest. One winner and a guest will drive up to ten exotic cars in the same day while comparing and contrasting power and handling of the world’s most exclusive super cars including,

BRAKE & FRONT END • september 2012

an Aston Martin V8 Vantage, a Ferrari F430 F1, a Lamborghini Gallardo LP550 and more. Roundtrip airfare, two night’s lodging, ground transportation and an onboard video capturing the day at the track will also be included. TRICO is offering up to a $10 mail-in-rebate for consumers who purchase a pair of qualifying wiper blades or one TRICO Exact Fit rear blade from September 1 – November 16. To further aid in the efforts of counter professionals and service technicians while generating instore excitement, a variety of promotional materials are also available for sales support. To learn more and begin participating, contact your local TRICO sales representative for additional details. All contest materials, full information and promotional displays can be found at www.tricorebates.com/POPorders. For more information on TRICO product lines, please contact Trico Products at (800) 388-7426, or visit www.TricoProducts.com.

SUNEX TOOLS CELEBRATES 35TH ANNIVERSARY WITH PROFESSIONALS

SUNEX Tools celebrates the company’s 35th anniversary with a contest that rewards professional automotive technicians and jobbers with a chance to win SUNEX air tool packages and an all expense paid VIP Race Day Experience in Miami, FL. For more information, visit www.sunextools.com. ■

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BRAKE JOB

Honda Insight

1999-2006

he Honda Insight might be a rare bird when compared to the Civic or Accord, but they are like all vehicles in that they wear out brake pads, shoes and rotors. Servicing the brakes on the Insight does not require dealing

By Andrew Markel

with the high voltage hybrid system. The Insight has a conventional

brake system. The master cylinder, booster and ABS system are regular production pieces and do not require special tools. It does not have the complexity of the Priusâ&#x20AC;&#x2122; pedal stroke simulator. Servicing the Insight brake system is just like working on any other brake system. But, the devil is in the details when working on this highly efficient vehicle.

The Owner The Insight owner is not your typical Prius owner. The average Insight owner is well educated and a bit of a loaner due to the choice of a two-seat vehicle. They love their Insight and realize that Honda will probably never make another one like it, so they want to make it last forever. Another thing the first-generation Insight has going for it is a loyal following on the internet at InsightCentral.net. This is one of

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the best model-specific internet forums where owners and even technicians can get good advice.

Front Brakes The front brakes are conventional single-piston calipers that are similar to the Civic. Front pad life can last more than 60,000 miles due to the weight of the vehicle. The Insight is not prone to pulsation complaints.

The Insight uses aluminum calipers. Take care when installing banjo bolts and bleeders to prevent cross threading. The caliper pin and bracket bolts use Dacro coated fasteners to prevent corrosion. Make sure you replace with similar fasteners. Always replace the hardware and service the caliper slide pins as part of any brake job. The caliper guide pins use a reverse-pin type guide on the upper bolts that have two dust boots.

ROTORS Standard: 16.9 - 17.1 mm (0.665 - 0.673 inch) Service Limit: 15.0 mm (0.59 inch)

Rear Brakes The Insight uses self-adjusting rear drums. The linings have a service limit of 1 mm. The Insight has a two-piece rear drum design with aluminum fins. The internal brake surface is made of conventional cast iron. This design has significantly reduced weight over a cast iron drum. The use of aluminum fins on the outside helps to assist with cooling. Machining this drum can be difficult, and all attempts should be made to remove as little material as possible. Also, inspect for cracks in the friction surface of the drum.

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â&#x17E;&#x17E;

DRUMS Standard: 179.9 - 180.0 mm (7.083 - 7.087 inch) Service Limit: 181.0 mm (126 inch)

2.Disconnect the idle stop switch connector, and loosen the idle stop switch (CVT). 3.Lift up the carpet. At the insulator cutout, measure the pedal height (C) from the middle of the right

Parking Brake After servicing the rear brake shoes, loosen the parking brake adjusting nut, start the engine, and press the brake pedal several times to set the self-adjusting brake before adjusting the parking brake. The brake should be fully engage after 4 to 6 clicks. 1. Block the front wheels and raise the rear of the vehicle. 2. Remove the center console. 3. Pull the parking brake lever up one click. 4. Tighten the adjusting nut until the parking brakes drag slightly when the rear wheels are turned. 5. Release the lever fully, and check that the parking brakes do not drag when the rear wheels are turned. Readjust if necessary. 6. Make sure the parking brakes are fully applied when the lever is pulled up fully. 7. Reinstall the console.

Regenerative Braking The Insight is a simpler hybrid and does not decouple the engine, generator and electric motor with a planetary gear. The system uses both the hydraulic brakes and generator to slow the vehicle. During deceleration, the gasoline engine is switched into a fuel cut mode, and the IMA system is operated in generation mode. In this mode, the IMA motor/generator is driven by the wheels. The IMA system uses inputs from the brake pedal position switch and on later models, an accelerometer to determine how much regenerative braking should be used. A properly adjusted brake pedal position switch can make a big difference in the operation of the regenerative braking. If a customer complains that the regenerative brakes are grabby, readjusting the brake pedal position switch might solve this problem.

Pedal Height 1. Disconnect the brake pedal position switch c o n n e c t o r, loosen the brake pedal position switch locknut (A), and back off the switch (B) until it is no longer touching the brake pedal.

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side center of the pedal pad (D). • Standard pedal height (with carpet removed): 184 mm (7 1/4 inch).

ch r o n i z e d . A l way s a d j u s t t h e brake pedal position switch first, then adjust the idle stop switch; never adjust the switches independently. •When the brake pedal is released, the brake pedal position switch is normally open and the idle stop switch is normally closed. 7. Check the brake pedal free play.

ABS

4. Loosen the pushrod locknut (A), and screw the pushrod in or out with a pair of pliers until the standard pedal height from the floor is reached. After adjustment, tighten the locknut firmly. Do not adjust the pedal height with the pushrod pressed. 5. Screw in the brake pedal position switch (A) until its plunger is fully pressed (threaded end (B) is touching the pad (C) on the pedal arm). Then back off the switch 1/4 turn to make 0.3 mm (0.01 inch) of clearance between the threaded end and the pad. T i g h t e n t h e l o c k n u t f i r m l y. Connect the brake pedal position switch connector. Make sure the brake lights go off when the pedal is released. 6. After adjusting the brake pedal position switch, adjust the idle stop switch (D) with the same procedure used in step 5. When finished, start the engine, and make sure the engine stops when the brake pedal is pressed (CVT). Note these items during adjustment: •When either the brake pedal position switch or the idle stop s w i t c h n e e d s a d j u s t i n g, b o t h switches must be adjusted together to keep their functions syn-

The insight uses a conventional ABS system with two special features. First, if the ABS system is activated, it will turn off the IMA drive. This is to make sure t h e p u m p h a s e n o u g h p o w e r. Second, the system has a hill holding function called the Creep Aid System (CAS). The CAS prevents the vehicle from rolling forward or backward on a hill during which the driver releases the brake pedal by controlling brake pressure. When the ABS modulator control unit receives a CAS activation request signal from the PCM, the system assists the driver to get the vehicle started by holding the brake pressure. This control is done not only on hills, but also on level roads. When the driver lifts his foot off the brake pedal to get the vehicle started, the brake switch is turned off, and the brake pressure is held by operating the TCS valve and the CAS valve.

Bleeding To bleed the system after hydraulic component replacement many bleeding methods can be used. If the HCU is replaced, it requires the use of a scan tool.

Bleeding Sequence: LF, RF, RR and LR. For additional service articles and tech tips covering the Honda Insight, visit www.brakeand frontend.com. ■ WWW.BRAKEANDFRONTEND.COM

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ALIGNMENT SPECS

By Andrew Markel, Editor

2005-2011 Cadillac STS he best way to describe the Cadillac STS is to think of it as a big CTS. Both are based the same Signum rear-wheel-drive platform, and both have AWD versions. Like most luxury cars, the STS has a number of options that can influence how the car is aligned. The STS is one of those vehicles where a scan tool would be handy if you are performing alignment and chassis repairs. Every STS requires a scan tool to reset the steering angle sensor. Also, it maybe necessary to have an enhanced or factory scan tool to read codes, clear codes and look at sensor information. The STS has five options or RPO codes for the suspension. The RPO codes can typically be found on the underside of the trunk lid: FE1: This is the code for the standard suspension with conventional struts. FE2: This is a little stiffer with a different wheel and tire package FE3: This is the sport version tuned for larger wheels and tires. FE4: This is the V-Series calibrate suspension. F55: The F55 code is RPO code for the magnetic ride control option. The STS was the first mass production sedan to have active suspension dampening as an option. GM’s Magnetic Ride Control uses innovative magneto-rheological fluid-based actuators, four wheel-to-body displacement sensors, and an onboard computer to provide real-time, continuous control of vehicle suspension damping. The system responds in one millisecond to provide superior ride, handling and control on even the roughest road surfaces. Magnetic Ride Control uses a simple combination of sensors, as well as steering wheel and braking inputs from the

Sponsored by: driver to reduce noise, vibration and harshness for a smoother ride. Load leveling suspension is on most STS models. The system uses ride height sensors that are on the body and attach to the strut with a linkage. This sensors are not only used for the suspension, but the headlights.

Ride/Trim Height Measurement GM recommends a full tank of fuel to get the most accurate measurements. Jounce the car’s suspension several times, making sure to pull up and release several times. Trim height is a predetermined measurement relating to vehicle ride height. Incorrect t r i m heights can cause bottoming out over

BRAKE & FRONT END • September 2012

bumps, damage to the suspension components, and symptoms similar to wheel alignment problems. Trim heights should be within 13 mm (0.5 inch) to be considered correct. The front suspension Z height dimension is measured from the pivot bolt center line down to the lower corner of the lower ball joint. The D height dimension measurement determines the proper rear end

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turnbuckle tool (J45845) to aid in making the adjustments. The Hunter WinAlign CAMM on the feature is also available to help dial in this tricky adjustment. If an adjustment can not be completed, inspect the control arms and mounting points for damage.

Rear Suspension

ride height. Measure the vertical distance between the centerline of the inboard rear lower control arm bolt and centerline of the outboard rear lower control arm bolt. If the measurements are out of specifications, inspect for the following conditions: • Improper weight distribution; •Collision damage; and • Worn or damaged suspension components.

Front Suspension The front suspension on the Cadillac STS is a double wishbone style. The upper ball joint is a fol-

lower-style joint and should have no play radially or axially. The lower ball joint is a loaded joint. The lower ball joint should not have more than .125" of play radially or axially. The normal camber and caster adjustments are achieved by repositioning the lower control arm in slotted control arm brackets. GM and tool manufacturers offer a

The rear suspension uses multiple links. The upper control arm has an upper ball joint that should have zero play. Inspect all bushings for wear and excessive play. Rear Camber adjustment is achieved by moving the lower control arm in an inboard slotted control arm bracket. Toe is adjustable with the threaded lower link. If the thrust angle of the vehicle is beyond specifications, inspect the rear suspension carrier and mounting bushings. The rear suspension carrier can shift and cause excessive toe adjustments and thrust angle problems. ■

STS TSB: Groaning or Shuddering Noise At Low Speeds When Driving Over Low Profile Bumps Models: 2005-2006 Cadillac STS with Electronic Suspension Control (RPO F55) Condition: Some customers may comment on a groaning or shuddering noise at low speeds when driving over low profile bumps. Cause: This condition may be caused by the Electronic Suspension Control (ESC) system overcompensating at slow speeds due to road inputs. The groaning noise occurs in the ESC shock absorbers due to excessive fluctuating commands. Correction: To prevent this condition from occurring, a new software application and calibration have been released. This software update will modify the ESC activation rates at lower speeds, preventing the ESC from overcompensating when driving over gradual bumps at low speeds.■

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BRAKE PADS

BRAKE PAD MUMBO JUMBO How To Sort Out The Bull From The Brake Pad By Andrew Markel

t can be confusing when you look at an advertisement or the side of a brake pad box. Taken at face value, you would think that there would be no more brake noise, precise stopping distances and that brake pads last forever. As a technician, you know this is not true. In order to make the right selection, you must do your homework while still remaining skeptical. There are two questions you must always ask after a after a manufacturer makes a claim: 1. “Compared to what?” 2. “Does that include every application in the line?” The reason why some claims are broad and ambiguous is it leaves the company and customer to apply their own context. “Better” means one item is superior to another in some way, while “best” means it is superior t o a l l o t h e r s i n s o m e w a y. However, some brake pad manufacturers fail to list the way in each they are being compared. In the case of “better,” to what they are comparing (a competitor’s product, an earlier version of their own product, or nothing at all). So, without defining how they are using the terms “better” or “best,” the terms become meaningless. A n a d w h i ch cl a i m s “ O u r brake pad is better” could be just

saying it’s an improvement over using no pads at all. There are several common claims and features that many manufacturers use in their ads and on the side of the box or in an ad. Below are the most common ones and what they really mean.

1. Meets or

Exceeds OE Specs

The first question you should be asking yourself is: Where are these OE specifications? Is this a document that includes the dimensions as well as the materials used? The fact of the matter is that there are no documents like this shared with aftermarket brake pad manufacturers. OE brake pad specifications are proprietary to the OEM and the supplier of the original pads. One civil case has been filed against a company making these statements and it was settled out of court.

BRAKE & FRONT END • September 2012

It is OK to say “Designed to OE specification” or “Engineered to meet…”, but the pad manufacturer should be able to produce in-house or independent testing information where they compare their pads to the OE pads with either on-vehicle or dynamometer testing. Some aftermarket suppliers can make the claim that they can meet or exceed OE specifications because they were the OE supplier on a platform for the pads. Some aftermarket pads are better than the OE pads. The reason is two fold. First, as vehicles age, they accumulate more miles, more miles mean that the manufacturer has a better idea what the brake pad application needs to deliver better performance over the OE application. Second, some aftermarket friction materials will use better materials than the OEM due to less restrictive pricing.

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2. Reduced

Stopping Distances

Reduced stopping is one of the misunderstood and misused claims in the business. Stopping distance claims are almost never followed up by “compared to what?” Also, it is almost never stated how the tests were performed or if it was on more than one application.

d” e t s e T ter e m o m a n y “D

3. Dynamometer

Tested

If the box says, “Dynamometer tested,” this is a good thing. A brake dynamometer can be more sophisticated and larger than an engine dynamometer. Brake dynamometers can simulate the conditions the brake system will experience in a much shorter time with more controlled results. This means that a brake dynamometer can simulate the mass, inertia and performance capabilities of a vehicle. The typical brake dynamometer can cost anywhere between $350,000 (used) to more than $1 million. Some brake friction suppliers own dynamometers, while some lease dynamometers from testing companies. In 2013, many new dynamometer Society of Automotive Engineers (SAE) testing standards will be approved that are designed to simulate on-vehicle FMVSS test for brake pads and rotors. This is great news for the technician when they are shopping for pads.

5. Low

Copper Content

6. Low

A number of states are issuing guidelines on the amount of copper that can be present in a brake pad. Some pad manufacturers are making the claim their pads are “low copper.” Unless they can say their pads meet the standards of a specific state’s law, the claim is misleading. If the supplier makes the claim they are “copper free,” they should not have any copper.

Some manufacturers claim their pads are low dusting, dust does not show on the wheel or the dust is not attracted to the wheel. These are all viable claims if the pads are formulated with these attributes in mind. But, no brake pad manufacturer can claim that they do not produce brake dust ... this is impossible. All pads make brake dust.

Dusting

4. Quiet

Performance

Just about every pad on the market makes this claim. Since the word “quiet” means different things to different people, it is difficult to dispute this claim. This is another claim that should be followed up by the question, “compared to what?” WWW.BRAKEANDFRONTEND.COM

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“Scorche d” ” d e r u C “

7. Factory

8. Mechanical

This is a claim you should be looking for when you are selecting pads. Scorching or curing can save you time and comebacks. A brake pad is held together by resins. These resins need heat and pressure to cure. When the resins cure, the friction material becomes stronger. But, the curing process produces gases and smells. These gases cause brake fade and often the “new brake pad smell.” Some manufacturers will try to minimize this from happening by heating or “scorching” the pads in ovens to cure the resins. This process can reduce the chances of brake fade. For the technician, the process can reduce bedding and burnishing time during the test drive. For the driver, it can eliminate the new brake pad smell that they might experience during the first few hard stops. Bottom Line: If a brake pad is cured by scorching or heat treating it can reduce comebacks and eliminate the need for long break-in procedures.

On some demanding applications where noise and safety are critical to the performance of the entire brake pad, some manufacturers are turning to new attachment methods. Some manufacturers are creating stronger bonds with the backing plate through special surface treatments that create more sur-

Retention/ Mechanical Bonding

“M Bo e ndcha ed ni ” ca lly

Cured/ Scorched/ Heat Treated

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ic!

am r t! Ce O! e NA i-M m Se face area for bonding. Another approach has been new methods of mechanical attachment. One brake backing plate manufacturer is able to put hundreds of small hooks on the plate that grab the friction material. According to the manufacturer, the hooks increase the shear strength and can prevent edge lift of the friction material. Not only can it increase overall safety, but it can decrease incidents of unwanted noise.

9. Slots,

Chamfers Friction Shapes

OEMs tune the shape of the brake pad to the overall system. This includes elements like overall length, width and design elements like chamfers and slots. These physical dimensions and design elements can reduce excitation and shift natural vibrational frequencies. Some aftermarket brake pad manufacturers will tune the shape of their pads to suit older vehicles

and the characteristics of their friction material blend.

10. Long Life Making the claim of long life can be difficult to prove. So many variables determine the life and wear of the brake pad. Every vehicle and driver is different. Some manufacturers who make pad life claims will site AK Master or SAE J2522 testing. This test compares friction materials for wear and involves weighing the pad before and after testing.

11. Ceramic Ceramic materialâ&#x20AC;&#x2122;s structural properties are very stable under high temperatures, much like Corning cookware. But this is where the comparison ends. Ceramic materials that go into a brake pad are very small strands that are engineered to be a certain length and width. There are three advantages of ceramic pads in certain applications. First, since the ceramic mateWWW.BRAKEANDFRONTEND.COM

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rials offer stable performance under a wide range of temperatures, they can offer quiet performance. Second, ceramic brake pads manage heat in the caliper better on some vehicles than some non-ceramic applications. Third, ceramic brake dust does not show up on or stick to wheels like some other brake pad formulations. This could be an important factor if you have an expensive set of custom wheels. But, not all vehicles work well with ceramic formulations and the OE will tune the brakes to work with a semi-formulation.

quired for every application and only a few manufacturers can claim 100% of a line is positive molded. Positive molding uses a deep cavity mold that has the backing plate at the bottom. The mold uses higher pressures and temperatures than conventional flash molding. Positive molding allows the manufacturer to use less

resin. Less resin means less curing time and more stable friction. But, the tooling for positive molding is very expensive when compared to flash molding and is not profitable for some slow moving part numbers. Also, some formulations can only be flash molded. â&#x2013;

12. NAO Non-Asbestos Organic (NAO) friction materials typically wear more than harder semi-metallic compounds. Itâ&#x20AC;&#x2122;s hard to generalize about the wear characteristics of NAO and ceramic-based compounds because there are so many. Wear varies depending on the formula the friction supplier chooses for a particular application. Technically a ceramic is a NAO material.

13. SEMI-MET Semi-Metallic pads use metal fibers to give structure and provide friction. The metals used are typically high quality steel, copper and other exotic metals. So what is the other part of the semi-metallic mix? It is a variety of materials like glues, lubricants and structural fibers. The manufacturer will blend the components together to give the best performance for that application.

14. Positive

Molding

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BRAKE LUBE

A LITTLE DAB WILL DO YA By Larry Carley taying power is what specialpurpose brake lubricants are supposed to have when the going gets hot. Under extreme driving conditions, some lubricants can’t stand the heat and melt off, evaporate, oxidize or burn. That’s why ordinary, general-purpose chassis grease should never be used for lubricating brake components. It won’t hold up. What’s needed is a specially formulated, high-temperature brake grease that can withstand the heat, and also not harm rubber seals or plastic bushings. What needs to be lubricated? Mechanical components in the brake system that slide, move, rotate or bear pressure. Why do lubricants work to reduce some brake noises? It is a simple answer. When a caliper finger is lubricated at the point it touches the brake pad, the lubricant creates a boundary layer that separates the vibration of the brake pad from exciting the caliper finger and the caliper. This is one approach to solving NVH problems that can have its limitations. In disc brakes, lubrication points include the caliper slides and bushings, self-adjuster mechanisms on rear disc brakes with locking calipers, and the parking brake cables and linkage.

Petroleum-based grease or oil should never come into contact with the rubber seals, pistons or other internal parts in a master cylinder, brake caliper or wheel cylinder. Why? Because petroleum-based products can cause incompatible soft materials to swell, rupture or leak. Brake lubricants, by comparison, are specially formulated products that are designed exclusively for brake applications and nothing else. The chemicals in these products are compatible with all commonly used seal materials, and will not harm these parts. There are several basic types of brake lubricants: those that are designed for lubricating hardware and mechanical components and typically contain a high percentage of solids (dry film lubricants), and those that are designed for lubricating seals, boots and other internal parts when assembling calipers, wheel cylinders

and master cylinders. Moly and graphite are both dryfilm lubricants that can handle high temperatures and pressures. Some of these products are rated to withstand intermittent temperatures as high as 2,400 degrees F! Moly and graphite have excellent staying power and won’t evaporate or burn off over time, and they won’t attract or hold dirt like ordinary “wet” greases can. Silicone-based brake grease is designed for caliper and wheel cylinder assembly work because silicone is an excellent lubricant for rubber and plastic. It is compatible with all rubber compounds including nitrile, teflon, nylon and other synthetic rubbers. Silcone’s normal working range is -40 degrees F to 400 degrees F. But it does not have the high temperature staying power of a high solids synthetic lubricant, and it is a “wet” lubricant that can attract and hold dirt, making it less suited for lubricating external metal-to-metal contact points, such as caliper mounts and shoe pads. This type of product is best suited for assembling calipers, wheel cylinders and master cylinders. There are three criteria to remember when selecting a brake lubricant. First, does it say that its a brake lubricant on the package? If not, do not use. Some lubricates may say they are a silicone or molybdenum disulfide based, but they may not be formulated to work on brakes. Second, look at the effective temperature range or the lubricant. At minimum, a lubricant should be able to handle 400 degrees Fahrenheit. Third, check to see if it contains petroleum distillates or any substance that can be detrimental to soft parts.■ WWW.BRAKEANDFRONTEND.COM

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CHASSIS TECH

REAR SUSPENSION

By Andrew Markel

ndependent rear suspensions are starting to become the norm on not only cars, but SUVs of all sizes. The first advantage of an independent rear suspension is ride. The second advantage is handling. When you are looking up at one of these from under a lift, keep in mind that alignment angles and the condition of suspension are all connected in order to give the best possible ride, handling and tire wear.

The Basics A vehicle’s weight, center of gravity, height and dimensions will influence the amount of weight transfer. The amount of weight transferred equals the vehicle’s weight times the center of gravity height, times the lateral or fore-and-aft force coefficient (expressed in g force), all divided by the track or wheelbase dimension expressed in inches. Weight transfer can be reduced by lowering the center of gravity height, by reducing the total car weight, or by increasing the car’s track or wheelbase width. Moving the wheels further apart works because it is expanding the base that is supporting the center of gravity. This design philosophy can be seen when comparing the different designs of the Ford Explorer over the past five years. Ford might have said that widening the track for 2003 gave more interior room for a third row seat, but it really made it more stable. Weight transfer happens during all maneuvers and for all drivers, from aggressive teenage drivers to senior citizens. Most crossover SUVs experience and deal with weight transfer a little bit differently than their car platforms. When a driver hits the brakes and turns the steering wheel, a variety of

things happen. When the brakes are applied, weight is transferred to the front wheels, and the nose of the vehicle dives and the rear may rise up. When the driver turns the wheel, weight is transferred to the outside front wheel and the body tilts to that side. As the driver returns the steering wheel back to center and accelerates out of the turn, weight is transferred to the rear and it squats down. To be a better technician, it is critical to look at these events from an alignment, steering and chassis perspective. Also, you must look at it from a parts perspective.

Dynamic Angles Alignment angles are not static. This is a critical concept that the undercar technician must understand. When a vehicle is on the

alignment rack and the angles are measured, it is only a small snap shot. Sometimes it is an incomplete picture that the technician needs to complete with a careful inspection and taking other measurements. The geometry and pick-up points of a suspension change in relationship to the road as the vehicle’s pitch and yaw changes. Also, angles like caster, camber and toe influence each other as the driver turns the steering wheel. Another factor is flex, or compliance, in the suspension and steering system. If a bushing is soft, it will compress and effectively change the suspension pick-up point. If a steering rack bushing is worn, the rack could move and induce bumpsteer and maybe give the driver an uncertain feel. Wheel bearings and hub units that have too much play

As the vehicle leans and dives, the rear suspension changes the toe angle.

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Circle #41 for Reader Service

As the vehicle leans and dives, the rear suspension changes the camber angle for the best handling. can cause changes in toe and camber. If more than one component has too much play, the tolerances could stack up and lead to a wild ride. Some of these terms and concepts, like weight transfer and contact patch, you may have only associated with race cars. But, on today’s road vehicles with sophisticated suspensions, these terms are coming off the track and onto the road. To understand the dynamic side of suspensions and steering, it is critical to first understand the weight transfer and how it interacts with the tires. These concepts can then be applied to the angles when the vehicle is in motion.

Suspension and Weight Transfer Suspensions are designed to do more than simply keep the passengers more comfortable. The forces of weight transfer have to be absorbed or taken up by the suspension system, otherwise they will be quickly expended at the tire contact patch and could result in a sudden loss of adhesion. Transferred weight is absorbed and dampened by the springs,

shocks and sway bars. These components are tuned to give the best possible tire contact patch, while still giving the occupants a comfortable ride.

Geometry While the suspension is absorbing the forces of weight transfer and transferring it as a controlled vertical load to the tire, the control arms, links and related components are working to maximize the geometry to give the best possible contact patch as the ride height and body attitude changes. Now that we have a solid understanding of weight transfer and tire performance, it can now be applied to a vehicle’s suspension and steering system. When a vehicle is engineered, even before the first production prototypes are built, the suspension, steering systems and chassis are tested on a computer. The testing will “virtually” measure the suspension angles under the full range of motion. Also, it will take into account dynamics, like weight transfer and body roll. From this information, the engineers will tune alignment settings. These computer models determine WWW.BRAKEANDFRONTEND.COM

Circle #42 for Reader Service

Circle #43 for Reader Service

Worn bushings in links that dynamically control the camber and toe can result in large camber and toe changes. the specifications and tolerances you see on an alignment console. This is a snap shot of the static settings for that moment in time when no outside forces are acting on the vehicle. Dynamic changes in camber can be difficult for some technicians to visualize. At speed, in a corner, the carâ&#x20AC;&#x2122;s body rolls (leans) to the outside of the corner. This lean and change in ride height is used by the suspension to change the camber to maximize the contact patch at that moment. Wheels do not move straight up and down without any changes in camber. Trailing arms and suspension links move in different radiuses and arcs that affect camber. To make this easier, stick your arm out and move it up and down. Notice, it does not move in a straight line. Instead, it travels in a circle or arc. Now, just move your arm at the elbow. Notice that it travels in a tighter arc with a shorter radius. The same is true for control arms, tie rods and other suspension links. Engineers use this effect to induce dynamic camber. On some of the BMW SUVs like the X5, the rear camber is -1.8Âş. This angle can change dramatically (along with the toe) under braking, acceleration and loads. These changes in the angles give the vehicle better stability. But, the angles also optimize tire wear. The dynamic camber change works well if the vehicle is in proper working order. If the ride height is wrong, static alignment angles are out of spec, or suspension com-

ponents have too much play in them, the whole geometry can make the car uncontrollable. This is why worn shocks, struts and springs could lead to longer braking distances and diminished handling. Also, if a vehicle has too much camber, it could diminish the braking ability by altering the contact patch.

Combining Camber and Caster Camber is influenced by caster when the steering wheel is turned. This relationship is called camber roll. Caster in a spindle will cause the hub and wheel to move up and down as the steering wheel is turned. This is why it is important to keep the steering wheel straight when making a camber adjustment. If the spindle moves downward due to caster, camber moves in the positive direction. If the wheel moves upward due to caster, camber will move in a negative direction. This effect can help to improve handling, while allowing a very neutral camber specification. Having a grasp on what happens to alignment angles and chassis dynamics when a car is braking and turning is critical in completing the total alignment and steering system picture. This understanding of what happens when the vehicle leaves the alignment bay can help you to diagnose problems faster and make more alignment-related sales. â&#x2013; WWW.BRAKEANDFRONTEND.COM

Circle #44 for Reader Service

Circle #45 for Reader Service

TIRE TECH

TIRE MOUNTING MISCUES Cautionary Tales From a Self-Proclaimed Non-Expert By Mac Demere, Contributing Editor

cl a i m e x p e r t i s e i n m a n y areas, including high-performance driving, tire safety, vehicle dynamics, diaper changing and calling in wild t u r k e y s. M o u n t i n g t i r e s o n wheels is not on that list. My only wisdom about tire mounting will be...

Miscue No. 1: Failure to get proper training. If you’re going to operate a tire machine, demand to be fully trained. If you manage those who operate tire machines, require they get the needed expertise. Otherwise, the operator can just go to the emergency room and break his arm there;

it’ll save the ambulance ride. I once tried to teach myself how to work a tire-mounting machine. I got a couple of tires demounted and mounted before I bent my first wheel. This was a simple-to-use machine from the late 1970s, so chuckle away at my youthful optimism and complete incompetence. The next mounted easily. My reaction, “Hey, this isn’t THAT hard,” is much like, “Hey, y’all watch this,” but without the alcohol or the lengthy hospitalization. On the next wheel, I got my arm stuck lengthwise between two moving things. I heard some very scary creaking and cracking before the machine stopped.

BRAKE & FRONT END • september 2012

Fractures of the ulna, radius and metacarpals would have been lovely because I didn’t have health insurance. It was great to be young and stupid, and minus insurance. “I’m glad I started mounting tires on a simple Coats 10-10,” said Tire Rack’s John Rastetter. “ To d ay ’s m a ch i n e s h av e t o o many levers and enough torque to do a lot of damage with only a few ounces of operator input.” My personal tiremechanophobia (fear of tire mach i n e s ) c r e a t e d a h u m o r o u s situation when I was helping mount and demount heavy truck tires: I was like a longtailed cat on a rocking chair-

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filled Cracker Barrel porch on a Sunday morning. Since I’m not even an amateur with tire changers, I enlisted Pete Liebetreu, tire changer product manager at Hunter Engineering Co., as the expert for the rest of this column.

Miscue No. 2: Not using the wheel’s drop center. “All modern passenger vehicle wheels have an area called a drop center,” said Lie betreu. “It’s designed to accept the tire bead during mounting. This ancient and important fact is often overlooked, misunderstood or just ignored. We’ve found the main cause of tire damage during mounting/dismounting comes from operators failing to feed the tire into the drop center. All is not quite that easy: Drop centers in Extended Height 2 (EH2) wheels (for run-flats) or reverse wheels are harder than ever to work with.”

Miscue

No.

Spacing the head too far away from the wheel rim. “Technicians mistakenly think they are going to reduce the

chance of scratching the wheel if they put the head far away,” said Liebetreu. “Instead, this just increases the stress on the tire, lever, themselves and the machine. And it increases the likelihood of damaging a wheel. Make sure your wheel protection pieces are in good shape and put the head off the wheel rim by about 1/16-inch.”

“It is not good to leave bite marks on your customers’ wheels” Miscue No. 4: Using bars instead of pushers. “Using bars to press a tire into the drop center is a good way to end up with a goose egg on your forehead,” said Liebetreu. “Tire chan gers can be purchased with various levels of pushers. Use them to do the pressing for safety of the operator and the equipment.”

Miscue No. 5: Not taking care when clamping aluminum wheels. “It is not good to leave bite marks on your customers’ wheels,” s a i d L i e b e t r e u . “A d d i t i o n a l l y, open-spoke and black-painted wheels really show the damage a tire changer can do.” ■ WWW.BRAKEANDFRONTEND.COM

BRAKE & FRONT END • september 2012

ABS WSS TOOLS

Wheel Speed Sensor Diagnostic Meter and Scope Methods here is no way to quickly tell if a Wheel Speed Sensor (WSS) is passive or active. Both sensors have two wires and are located in the same position on the vehicle. Often, the service information will not indicate what types of sensors are on the vehicle. Trouble codes will not indicate if the sensors are passive or active.

PASSIVE WHEEL SPEED SENSORS Passive wheel speed sensors are often referred to as “old school” or as conventional wheel speed sensors. These are the older version of wheel speed sensors that must be understood before moving onto newer active sensors.

Passive WSS are two wire permanent magnet sensors. The sensors output an Alternative Current (AC) voltage that is generated when a toothed tone ring or reluctor passes by the sensor. The ABS module monitors the change in frequency and amplitude as the wheel rotates. A sensor might not display 0 mph, but 3-5 mph; this is normal. But, if there is an unwanted activation at low speeds, using a scan tool may not be the best method. Do not get hung up on these low speeds; further tests are needed. Graphing the WSSs can be done with a scan tool. You should look for a clean signal from each sensor. All signals should track the same. When

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the vehicle is stopped, they should all evenly drop. When testing a passive WSS, the positive lead of the meter should be connected to the signal wire. The negative should go to the ground or a chassis ground depending on the test you are doing. The sensor and/or harness should be disconnected from the circuit so you are not measuring resistance in the ABS unit. The typical reading for a passive wheel speed sensor is between 1,000 and 2,500 ohms. This is a normal range for all passive sensors. The specification for active sensors is between 1,000 and 2,500 ohms. WWW.BRAKEANDFRONTEND.COM

Circle #49 for Reader Service

AC VOLTAGE With the meter set to AC voltage, spin the wheel by hand. The sensor should produce between .5 to 1 volt of AC current. The faster the wheel is spun, the more voltage is produced.

BIAS VOLTAGE PASSIVE SENSORS Some vehicles will send a DC voltage to the sensor through the ground wire. The signal will ride up on the DC signal. This is done so that the sensor can be tested by the ABS system without the vehicle moving. These types of vehicles will set WSS codes the moment the key is turned on. You can clear a WSS code and the moment the key is turned on, the code will immediately be back.

Circle #50 for Reader Service

The ABS computer is looking at the voltage coming back from the sensor. High resistance or an open circuit can be immediately detected. Often, with these systems the trouble is not the sensor, but the bias voltage as it goes through the harness and connectors. If the signal is viewed on a scope, the voltage will raise above the ground or zero line. On this vehicle, there is a 2.5-volt bias. To measure this, have the ground lead on the battery ground, and the positive lead connected to the signal wire. Without the wheel spinning, you can observe the DC voltage being supplied to the circuit. With the sensor disconnected, connect the positive lead to the signal wire and the negative lead to the other side that is the ground for the

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Circle #51 for Reader Service

Corrosion can get in between the components and damage the tone ring. The teeth of the tone ring pulse the sensor and generate AC voltage in the sensor. If a tooth is missing or out of alignment, it can cause unwanted ABS activation. Other electrical outputs can cause interference in the WSS wires. Wires for the ignition system, charging and serial data buses can cause interference that can lead to false activation. Some OEMs have even issued TSBs directing technicians to reroute or even shield affected wires.

ABS module. This voltage comes directly from the ABS module and will be between 1.5 and 5 volts. This is the bias voltage from the ABS module. Any voltage outside of the manufacturerâ&#x20AC;&#x2122;s specification may indicate a problem with the harness.

UNWANTED ABS ACTIVATION IN PASSIVE WSS You never want to underestimate a little bit of rust under a WSS. A little bit of rust between the WSS and the knuckle or hub can disturb the air gap between the WSS and the tone ring. You want to clear the rust and polish the surface. Never grind the surface. This could cause further problems. If removing the corrosion does not resolve the problem, you should look at the tone wheel. Tone rings or wheels are mounted on axles, CV joints and hubs. The majority of tone wheels are pressed on to these components.

ACTIVE WHEEL SPEED SENSORS Active WSS use two wires and look like passive wheel speed sensors. Active WSS are used on most newer vehicles because they are more accurate at lower speeds and can detect 0 mph. Also, active sensors can even detect if the vehicle is moving in reverse. Active WSSs output a digital signal. The signal is a Direct Current (DC) square wave signal. The signals are different than a camshaft or crankshaft position sensor. The tone wheel on most active sensors is mounted in the grease seal for the bearing or inside the unitized hub unit. The tone wheel for an active sensor has magnetic teeth that have alternating north and south poles. You cannot see the teeth on these rings. The only way to detect on some bearings is to pass a small ferrous (magnetically attracted) metal component by the rings. Some bearing manufacturers offer a special tool, but a paperclip should work in a pinch. The end of an active WSS is typically a flat blade tip that is mounted next to a tone ring. The sensorâ&#x20AC;&#x2122;s tip is typically buried inside a hub or knuckle.

TESTING Like passive WSSs, it is possible to look at the data from the WSS using a scan tool. A scan tool can be used ri graph the WSSs. You should look for a clean signal from each sensor. All signals should track the same. When the vehicle is stopped, they should all evenly drop. Active wheel speed sensors have two wires. One wire provides 12 volts to power the sensor. The other wire is the signal wire. The signal wire changes the frequency of the waves as the magnets of the tone ring pass by. This makes for a very accurate sensor at low speeds.

TELLING THE DIFFERENCE If you disconnect the sensor and probe the harness with the ground lead connected to the battery ground and the positive lead into the harness, you will see a voltage Circle #52 for Reader Service

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Circle #53 for Reader Service

of 11.30 with the engine off. If you probe the signal wire, you will see a voltage of .03 volts. You might confuse this reading with a bias voltage passive sensor, but the values are significantly different. When the vehicle is started, the power supply changes from 11.30 volts to 13.69 volts, which is the charging system voltage. But, the signal wire remains at .03 volts. When the sensor is plugged into the harness, the voltage drops to 12.07 volts with current running through the sensor. This voltage does not change if the vehicle is moving; it is just a power supply. With the black lead on the battery ground and the red lead back probed into the signal line, the wave pattern generated by the sensor can be observed. What is unusual is the voltage levels of the square wave pattern. The wave goes from between .6 to 1.2 volts. The square wave is only .6 volts high and never connects to ground or zero. Also, it never shows the battery voltage. This is a very small square wave out of an active sensor. If you were to back probe the connected sensor with the positive lead connected to the signal wire and the negative lead to the other wire connected to the sensor’s power supply, you would still see a square waveform. This waveform would toggle between 12 and 12.7 volts. This is still a .6-volt square wave like is seen above.

RESISTANCE TESTING ACTIVE WSS CANNO T BE TESTED BY USING THE RESISTANCE ACROSS THE SENSOR. If you do measure an active sensor with a meter, it will produce a reading around 3.5 millions ohms. If the leads are reversed, you will get an infinite reading indicating an open circuit. The second reading would indicate a dead passive WSS or a normal active WSS. This makes the results dubious. On the harness side, it is possible to determine if the sensor is passive, passive with a bias voltage or active. Passive systems have no voltage. Bias voltage systems have between 1.5 to 5 volts. Active systems have between 12 and 12.7 volts.

AMP METER TESTING An amp meter can be used to check active wheel speed circuits. The amp meter must be installed in series in the signal line. Setting this up in reality can be tricky with jumper wires. And the voltage test above might be quicker. The amp meter should read between 7 and 14 milliamps.

CURVEBALL: HONDA, ACURA AND BMW On some newer vehicles, when the sensor is unplugged, the power or bias is turned off. If the sensor was plugged in and the key was cycled, it would appear again. In these cases, back probing the sensor would be the best way to test the sensor. ■ Circle #55 for Reader Service

Circle #54 for Reader Service

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TIRE TECH

TORQUE TROUBLES Skipping The Torque Wrench Or Sticks Creates Comebacks By Andrew Markel

t’s not difficult to torque wheel fasteners properly, but it’s not difficult to foul up the job, either. We’re not using double talk here; we’re shootin’ straight from the hip. The easy part of proper wheel fastener torquing is knowing the vehicle manufacturer torque specifications for a part i c u l a r p a s s e n g e r c a r, l i g h t truck or medium truck, and following those instructions to the letter. Fastener torque specifications can be found in the owner’s manual of the vehicle in question. By simply following those specifications, you can avoid unwanted comebacks. Today’s wheel fasteners are primarily a straight-tapered seat type, which is torqued into an alloy wheel that has a harde n e d s e a t . I n t h i s c a s e, t h e wheel fastener matches the taper of the bolt hole in the wheel. As this type of wheel fastener is tightened, it is driven into the hole, thus acting as a wedge. This force is responsible for keeping the wheel attached to the vehicle.

Mushrooming Problems Also making life a lot easier is the move away from steel wheels to much stronger alloy wheels. Although some steel wheels remain, the issue of “mushrooming” a wheel fastener into a wheel until the lug-nut material and the threads of the

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Circle #56 for Reader Service

wheel are practically married is just about ancient history. Still, an overzealous tire tech and an impact wrench running off shop line pressure of 150 psi can easily generate 120- to 130foot-pounds of torque, far more than necessary for today’s wheels. Any tech still torquing fasteners in that manner runs the risk of causing uneven pressure on the brake rotor.

wrench with a machine-gun approach can put the kind of stress on a wheel or wheel stud that can cause it to crack or weaken, preparing the way for future failure. Metal changes its characteristics when placed under extreme stress or heat. Wheel fasteners are made to meet a certain strength level, along with the ability to withstand “X” amount of torque. Exceeding the torque load limit will cause wheel fasteners to stretch and ultimately fail. That’s the bad news. Here’s the good news. Gear back the impact wrenches in your outlet to 30- to 40-footpounds to seat the wheel fasteners, and then adjust to the final torque specifications with a torque wrench, or torque stick, as it’s called. Your job, and the job of your techs, is to be 100 percent correct in tightening down wheel fasteners to manufacturer specifications.

How? In the interest of saving time, the tech may overtorque one or more wheel fasteners to the point that they distort the brake rotor. The p o w e r o f o v e r- t i g h t e n i n g a wheel fastener should not be underestimated. Those using an impact wrench exclusively may cause a pulsating brake pedal a n d p r e m a t u r e b r a k e w e a r. Customers don’t like that. Further, using an impact

Monster Torque We all remember the days of torquing a wheel fastener to 110-foot-pounds. Not only did we have to use an impact wrench to undo our work, the poor consumer had no chance of loosening those wheel fasteners when a tire went down. Even with a star wrench and the brute strength of a Mike Tyson, it was possible to rotate the entire tire/wheel assembly without

BRAKE & FRONT END • september 2012

ever loosening the wheel fastener. Although it hardly seems possible given those vivid memories, the truth is that the average footpounds of torque needed to keep today’s wheel fasteners safely in place is between 65- and 80-footpounds. Again, that’s on average. To many of us, this doesn’t seem like enough torque to keep the tire/wheel assembly from leaving the vehicle on which it is mounted.

“gut feel” Looking a bit deeper, we all know torque must be applied evenly when working with wheel fasteners. Yet, how many of us still use an air wrench and a socket until we feel – as in “gut feel” – that the job is done? That’s a bad idea. Failing to use a torque stick on every wheel fastener means a tech is going to fall short of being 100 percent correct. In fact, failure to complete proper wheel torquing is right up there with improper tire inflation as one of the most overlooked tire maintenance issues.

Trouble Spots Not only should your shop torque to specs, you should also inspect the threads and mating surfaces to ensure everything will fit clean and snug onto clean, uniform surfaces. Another trouble spot can occur if wheel fasteners are not OE. When remounting a tire/wheel assembly, make sure the wheel fastener is absolutely compatible with the type of seat into which it will be torqued. Check the fastener thread engagement. Every stud must be long enough to accommodate a wheel fastener’s length and diameter. Sounds simple, but some people miss this point. It’s a must to check and retorque all fasteners on a new installation after the first 50-100 miles of use. Failure to retorque is

unsafe for the motorist and could cause damage or injury. Also, retorquing must be done any time wheel fasteners are removed for any reason. This strong suggestion is offered just in case the wheel fasteners are not fastened in an even-load distribution pattern. A concentrated torquing load often occurs on the first wheel fastener the tech touches. When this area is drawn tight against the hub, a warped center section of the wheel is a possibility. Once the wheel heats up, that set can become a permanent characteristic of the wheel. Hence, the rule of thumb to retorque all wheel fasteners after the first 50 miles of use.

“I have a vibration in my car” All of this plays into something you may hear far too often: “I have a vibration in my car.” That is often followed by premature tire wear and brake pedal pulsation. In fact, some say the number-one cause of brake pedal pulsation is uneven wheel fastener torque. A difference of 20 percent between any two wheel fasteners is too much. Try solving this problem by loosening all the wheel fasteners, cleaning the stud threads, lightly coating them and the nut chamfer with clean engine oil and reinstalling the wheel fasteners finger-tight or with a geared-back impact wrench. Then, using a crisscross pattern, retorque every wheel fastener to about one-third of the specified torque setting, then to two-thirds and finally to the specified torque. Is there more to this subject? There’s always more. But, we don’t

BRAKE & FRONT END • september 2012

expect you to be advanced-degree mechanical engineers or metallurgists. Instead, make proper tire inflation and wheel torquing part of your tire service policy. Put it on paper, and make sure techs adhere to it every time they tighten wheel fasteners. It’s just good business sense.

“penny pincher” I ran across a “penny pincher” consumer website for misers, cheapskates and skinflints. Aside from the tip about keeping a phone book in your car so you can check prices for the best tow truck rate, the website had a tip about anti-seize and lug nuts. The tip was written by a non-credited source and it advised drivers to “spend an afternoon” applying anti-seize to all the studs to make it easier to remove the lug nuts. If you encounter one of these vehicles with anti-seize on the wheel studs, be very careful. Take time to explain to the driver why anti-seize is bad and how it can cause problems. Also, advise them that there is a potential for failure during normal service. You should also put it on the repair order. Is there a right way to use lubricants around the wheel? Yes, but it has to be a high-temperature lubricant used only in a very light coating. First, a high-temperature lubricant can be used where the hub goes through the center of the wheel. Many vehicles use the hub to center the wheel. These “hub-centric” designs can benefit from a very light coating. On some conical lug nuts, you can put a light coating on the seating surfaces of the cone, while avoiding any contamination with the threads. This coating can prevent corrosion. ■ For additional tire service and T P M S s e r v i c e p o i n t e r s, v i s i t www.brakeandfrontend.com. WWW.BRAKEANDFRONTEND.COM

Circle #57 for Reader Service

TECH TIPS

This month’s Tech Tips are sponsored by:

Moog: Corroded U-Joints

CARDONE: Preventing ABS Problems After Caliper or Pad Change

PROBLEM: To improve gas mileage and horsepower, vehicle manufacturers have designed driveshafts made of aluminum or other lightweight materials. These driveshafts utilize aluminum yokes. Aluminum universal joint yokes are susceptible to corrosion caused by a galvanic reaction that occurs when the aluminum yoke contacts the steel U-joint.

PROBLEM: ABS failure or malfunction soon after replacing caliper or pads. CAUSE: Debris and other contamination collects in the caliper. When removing the caliper, if the caliper piston is forced back into the bore without opening the bleeder, contaminates in the fluid will be forced back into the ABS hydraulic unit and/or master cylinder causing valves/pistons to stick. SOLUTION: Never force brake fluid backwards in the system. Before pushing the piston back, always clamp off the caliper hose using a suitable hose pincher tool, and open the bleeder. Attach a hose to the bleeder and place the other end in a container. Now slowly force the piston back. Contaminated fluid will be discharged through the bleeder. When replacing any brake component, the entire brake system must be flushed. Follow OE bleeding procedures and use the recommended brake fluid. Always use fresh fluid from a sealed container. Caution: Never open a bleeder valve or loosen a hydraulic line while ABS is pressurized. Courtesy of Cardone

S O L U T I O N : Chemically Coated MOOG Universal Joints. The s e u n i versal joints featuring chemically coated bearing cups and lock rings are designed to protect aluminum yokes from corrosion caused by contact with steel U-joints. These premium U-joints feature: 1. Cold-formed, case-hardened coated bearing cups that are precision-ground to meet or exceed OE standards for better wear and strength. 2. Superior quality seals, designed to keep out contaminants and to allow for proper lubrication. 3. Precision-ground needle bearings for maximum loadcarrying capabilities. 4. Radial design bearing cups that allow 360º lubricant distribution to all bearing surfaces. 5. Greaseable design that allows for easy maintenance. 6. High-strength steel crosses that meet or exceed OE specification and are carburized heat-treated for long life. These coated anti-galvanic U-joints are available for a wide range of vehicles. Courtesy of MOOG Problem Solver

BRAKE & FRONT END • september 2012

SKF: Active vs. Passive ABS Hub Bearings When changing hub bearings or testing ABS systems, it’s important to know what type of ABS system the vehicle has so that the hub bearing can be properly tested and replaced if required. As hub bearing technology continues to advance, certain tests that were once performed for Passive ABS systems are no longer performed in the same manner for the newer Active ABS systems. Here are some of the key factors of each of these two systems:

Passive ABS • Produces an alternating current; • The signal increases with frequency and amplitude with wheel speed; • Generates its own voltage signal when vehicle is in motion; and • Sine wave pattern. WWW.BRAKEANDFRONTEND.COM

Circle #59 for Reader Service

the brake module. A poor connection at the EBCM ground may cause unnecessary replacement of brake modules. Repair: Do not replace the brake module to correct this condition. Perform the following repair before further diagnosis of the EBCM. Reground EBCM Ground. The EBCM ground is different for each application. Midsize Utilities = Ground 304. SSR = Ground 400. Full size Trucks and Utilities = Ground 110.

Active ABS • Receives a reference voltage; • Has an integrated circuit within the sensor that converts and amplifies the signal; • Can be a two-wire or three-wire system; and • Square wave pattern. To identify which system you have, conduct a back probe test. With the ignition key in the on position and the ABS sensor connector still plugged in, look for a reference voltage with a volt meter. You may also note that in some cases, the ABS cord wire for the Active ABS systems is slightly thinner than the Passive ABS cord.

Testing It is recommended to follow manufacturer’s guidelines for all ABS testing. One of the most common mistakes that can occur is to conduct an Ohms reading test on an Active two-wire ABS system. This test will

show an open reading and may lead you to believe that you have a bad ABS sensor or hub. The two systems differ in the way signals are generated and conducting the wrong test for either system may provide false results. Courtesy of SKF

Raybestos: ABS Light On, DTCs C0265, C0201, U1041 set and/or Loss of Communication with Brake Module Vehicles Involved: 2004-2007 Buick Rainier 2002-2006 Cadillac Escalade 1999-2007 Chevrolet Silverado 2000-2006 Chevrolet Suburban, Tahoe 2002-2006 Chevrolet Avalanche 2002-2007 Chevrolet Trailblazer 2003- 2006 Chevrolet SSR 1999-2007 GMC Sierra Classic 2000-2006 GMC Yukon 2002-2007 GMC Envoy, Sierra Denali Classic 2002-2004 Oldsmobile Bravada Condition: ABS light is on. DTCs C0265 and C0201 may be set in the brake module. DTC U1041 may be set in other modules. There may be a loss of communication with

Circle #60 for Reader Service

Perform the following steps to improve the connection of the EBCM Ground: 1. Remove the EBCM Ground. The EBCM Ground is located on the frame beneath the driver’s side door. If multiple grounds are found in this location, the EBCM ground can be identified as the heavy (12-gauge) wire. 2. If the original fastener has a welded-on nut, remove the nut from the frame, and if required, enlarge the bolt hole to accommodate the new bolt and nut. 3. Clean the area, front and back. 4. Install the ground, then the washer and then the bolt to the frame. Important: It is important to use the bolts, washers and nuts specified in this bulletin. These parts have been identified due to their conductive finish. 5. Install a washer and nut to the back side of the frame. Tighten the nut to 9 Nm (79 lb in). Courtesy of Raybestos

BMW: Rotor Removal Due to exposure to various environmental conditions, corrosion can form at the wheel’s center hub, making it difficult to remove the brake disc during service work. In order to avoid damage to other system components, the instructions in the repair manual must be adhered to WWW.BRAKEANDFRONTEND.COM

Circle #61 for Reader Service

when removing the brake discs. Do not remove the brake disc by striking the friction area with a hammer or other tool. Excess force applied to the brake disc can result in damage to the drive flange, wheel bearing, carrier and/or CV joint. To aid in the removal of the brake disc, a suitable puller (2) can be used. When using a puller (2) to remove the disc, two wheel lugs (1) should be used to support the disc when it is separated from the drive flange.

HONDA: Hard Brake Pedal When Cold MODELS: 2006-07 Civic with automatic transmission. SYMPTOM: The brake pedal can feel hard during the first couple of brake applications, usually in the morning when the ambient temperature is cold. PROBABLE CAUSE: At cold start, in high altitude, combined with the fast idle retard operation, the intake manifold vacuum supply is at its lowest, resulting in low booster assist. CORRECTIVE ACTION: Replace the brake booster and the master cylinder rod seal, and update the PGM-FI software using the HDS. PARTS INFORMATION Brake Booster: P/N 01469-SNB-G00, H/C 8745390 Rod Seal: P/N 46185-SE0-003, H/C 2120970 REPAIR PROCEDURE 1. Position the wiper blades in an upright position to keep from interfering with the cowl cover. 2. Remove the center cowl cover. Remove the three clips. Release the three front hooks from the edge of the under-cowl panel. 3. Remove the under-cowl panel.

Circle #62 for Reader Service

Circle #63 for Reader Service

4 . Remove the top half of the air cleaner housing and the air cleaner element to gain access to the clamp. 5. Loosen all of the clamps attached to the air cleaner housing and remove the bottom half of the housing. 6. Disconnect the brake fluid level switch connector. 7. Remove the master cylinder reservoir mounting bolt. 8. Remove the brake fluid from the master cylinder reservoir with a syringe. 9. Remove the two engine wire harness clips from their brackets. 10. Remove the smaller engine harness bracket located underneath the master cylinder reservoir bracket (one 6 mm bolt). 11. Disconnect the brake lines from the master cylinder. 12. Remove the master cylinder mounting nuts and washers. 13. Remove the master cylinder and reservoir together from the brake booster. NOTE: Be careful to not bend or damage the brake lines when removing the master cylinder. 14. Remove the brake booster. 15. Install the new brake booster in the reverse order of removal. 16. Install a new rod seal on the master cylinder. 17. Install the master cylinder and reservoir on the brake booster in the reverse order of removal. 18. Check the brake pedal height and free play after installing the master cylinder, and adjust it if needed. 19. Fill the reservoir with brake fluid and bleed the brake system. 20. Install all removed parts. 21. Update the PGM-FI software with the HDS. Refer to Service Bulletin 01-023, Updating Control Units/ Modules. â&#x2013; WWW.BRAKEANDFRONTEND.COM Circle #64 for Reader Service

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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.

Advance Auto Parts Circle #101 for information

Gabrielâ&#x20AC;&#x2122;s newly expanded ReadyMount line now covers more than 105 million vehicles, with more than 2,000 applications and over 140 SKUs now available. All new Gabriel pre-assembled ReadyMount designs are precision engineered, Component- and Unit-tested, then Fit- and Ridetested to ensure quality, durability and performance. Check out the full, expanded line of Gabriel ReadyMount struts at www.Gabriel.com.

Gabriel Ride Control Circle #102 for information

Brake lathes from Ranger Products are the very definition of stability, according to the company. To prove the point, BendPak/Ranger recently released an in-depth brake lathe demo video showing off the many features. Viewers will want to stick around until the end of the video to see just how rock solid these lathes are. Visit bendpak.com.

Ranger Products Circle #103 for information

PlatinumNAPA Filters are recommended for use when full synthetic motor oil is used and/or when a vehicle faces harsh driving conditions such as towing heavy loads, harsh and unusual weather conditions that may put stress on the engine, higher oil temperatures or long idling periods. The PlatinumNAPA Filter offers technology for the latest advancements in synthetic oil and performance oil filters. Featuring a host of premium oil filter innovations, including wire re-enforced fully synthetic media, the ultra-durable Hydrogenerated Nitrile compound anti-drain back valve (where applicable) and a stronger, upgraded canister design, this oil filter provides the ultimate protection in the NAPA Family of oil filters. Visit napafilters.com.

NAPA Circle #104 for information

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â&#x20AC;˘ september 2012

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Tenneco Inc.â&#x20AC;&#x2122;s Rancho brand has recently released Rancho RS7000MT struts for a series of popular Chevy and GMC trucks and SUVs. Specifically engineered for 2007-2012 Chevrolet Silverado/Suburban/Tahoe and GMC Avalanche/Sierra/Yukon applications, Rancho RS7000MT struts quickly and effectively dissipate heat, providing exceptional resistance to overheating during extreme use, like hauling or off-road use on rough roads or trails. Each Chevrolet/GMC strut was engineered using advanced valving, precisely tuned to these vehicles. Visit www.gorancho.com.

Tenneco/Rancho Circle #105 for information

Veyance Technologies, manufacturer of Goodyear Engineered Products, has announced the release of 104 new part numbers to its automotive aftermarket and heavy-duty product lines for the second quarter of 2012. According to Veyance, the additions provide even more extensive vehicle coverage for some of the brandâ&#x20AC;&#x2122;s most popular products, including: 49 molded heater hoses; 30 Gatorback belts; 18 molded radiator hoses; 3 timing belt kits; 2 tensioners; 1 pulley; and 1 fuel fill hose. Visit www.goodyearep.com.

Veyance Technologies Circle #106 for information

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Track Talk Les is More: Roush Fenway’s Ebert Conditions Crews to Better Performance Now a strength coach in a sport that piles up checkered flags instead of touchdown catches, Les Ebert leans on his background of training pro football athletes to strengthen today’s award-winning NASCAR pit crews. “These guys are the unsung heroes,” Ebert said of NASCAR pit crewmen. “They’re like offensive linemen in the NFL – they do all the dirty work.” Ebert, a 39-year-old native of Circle Pines, MN, is in his fourth season as the strength and conditioning coach for Roush Fenway Racing, includ-

2012

NASCAR Race Schedules

NASCAR Sprint Cup Series

Good Sam Roadside Assistance 500 Oct. 7 Bank of America 500 Oct. 13 Hollywood Casino 500 Oct. 21 Tums Fast Relief 500 Oct. 28

ing the No. 17 team, which recently won the second-quarter Mechanix Wear Most Valuable Pit Crew Award. It’s an honor voted on quarterly by each NASCAR Sprint Cup Series crew chief with an overall year-end award going to the season’s top-performing pit crew. “Pit crews work really hard to do the things they do,” said Ebert. “Yes, they have a lot of athletic ability, but to be able to do that repetitively in practice, race-after-race, month-aftermonth, they have to be in great physical condition.” Ebert knows positions can be gained –or lost – in a matter of seconds in the pits. His role at Roush Fenway is crucial in strengthening some 70-plus pit crew members so they can thrive physically on pit road. “We run through workouts four days a week,” explained Ebert. “We do two total body strengthening workouts and two conditioning workouts Monday thru Thursday. We’re real fortunate – we have the

tools we need to get these guys in the best shape

possible.” Known to insiders as “Les’ House of Pain,” the Roush Fenway Racing gym that Ebert oversees is a real “pumpatorium” packed full of free weights, exercise machines and equipment to keep pit crewmen conditioned and durable over the 36-week grind. “Les keeps us in shape, which is really important with the long season and hot weather,” said Cameron Cobb, jackman on Matt Kenseth’s No. 17 Best Buy Ford. “Ever since Les came on board, I have less aches and pains from doing my job. Now, Les has given me a few aches, but it’s what you need to win.” “Les pushes us pretty hard with our training,” echoed Sean Ward, gas man on the No. 17. “Les expects a lot, but it’s worth it. The workouts help keep us in shape and prevent us from getting injured.” Not long after graduating from the University of Minnesota-Duluth with a degree in Physical Education,

NASCAR Nationwide Series

Dollar General 300 Miles of Courage Kansas Lottery 300

Oct. 12 Oct. 20

NASCAR Camping World Truck Series

fred’s 250 powered by Coca-Cola Oct. 6 Kroger 200 Oct. 27

Les Ebert's program has helped put Matt Kenseth's pit crew at the top of the sport.

Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance

From the gridiron to pit road: Les Ebert spent nine years as a NFL strength coach before joining Roush Fenway Racing in 2008.

Ebert landed an internship in the NFL under coach Tony Dungy. He spent three years as an assistant strength coach with the Tampa Bay Buccaneers, then six years with the Jacksonville Jaguars. When the job at Roush Fenway became available while Ebert was still working in the NFL, he thought, ‘well, I’ll give it try.’ Four seasons later, Ebert’s top-notch program is helping produce award-winning pit crews like the No. 17. “The 17 group is a talented bunch of guys who have been doing this for a while,” said Ebert. “They have good camaraderie and they work really hard and that allows them to perform at a very high level under pressure.” In addition to Cobb and Ward, crew chief Jimmy Fennig’s over-the-wall pit crew consists of Justin Nottestad (front tire changer), Collin Pasi (front tire carrier), Jon Moore (rear tire changer), and Ryan McCray (rear tire carrier). Andy Ward is the team’s pit crew coach. “We’re very fortunate to have guys at Roush Fenway who can perform at a high-level whether it’s in practice or in a race,” Ebert said. “It’s an honor and a blessing to be here.” By Kimberly Hyde, NASCAR

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Rare Parts Inc. is now manufacturing Diamond Series tie rod assemblies for 1975 Maserati Khamsin (part #RP29180). This assembly is now greaseable, and is made from larger forgings for increased strength. Made in the USA. Rare Parts manufactures steering and suspension parts for any make/ model/ year vehicle. If we don’t have it, we will build it. (800) 621-2005 – www.rareparts.com.

Rare Parts Inc. Circle #107 for information

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.

Schaeffler Group USA Inc. Circle #108 for information

With an estimated 60% of vehicles on the road in need of an alignment, Hunter 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-tounderstand, color-coded printouts to alert customers of misalignment issues and generate more repair orders for alignment service. Visit www.hunter.com.

Hunter Engineering Company Circle #109 for information

With a larger video screen, more memory and a dual imager, the new Snap-on BK8000 is the ultimate wireless digital inspection scope and a “must have” addition to every service technician’s tool box, says the company. Features of the new Snap-on BK8000 Wireless Digital Inspection Scope include: a 4.3-inch diameter screen that is 40 percent larger than competitive units for better viewing; and digital video and image capture with internal memory as well as SD card storage. Visit www.snapon.com.

Snap-on Circle #110 for information

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AAPEX PREVIEW 2012 Accelerate Your Business with ACDelco at AAPEX October is right around the corner, and we’re working to make this year’s Automotive Aftermarket Products Expo (AAPEX) show in Las Vegas better than ever. You’ll find us in Booth 4838. We’re bringing the 2013 Chevrolet Camaro ZL1 Convertible. Yep, that one. Get inside and dream that you’ve hit the horsepower jackpot, with its 0-60 time of 4.2 seconds and 580 horsepower of pure, V-8 muscle. ACDelco is also bringing the right parts and support services to help you accelerate your business and take your customer satisfaction to the next level. We’ll show our 100-percent new ACDelco Professional alternators and starters. With 212 alternators and 122 starters, the line covers both GM and non-GM applications, with 81-percent market coverage for model years 1970-2010. When only new will do, ACDelco Professional new alternators and starters are an attractive service solution for vehicles three to 10 years of age, and fleets.

We’ve added batteries to our ACDelco Advantage family of competitively priced parts. ACDelco Advantage batteries offer comprehensive coverage and carry a full 18-month free replacement period; you and your customers will appreciate the simplicity of no pro-rated warranties. Training is the difference between thriving and merely surviving in

the service center business. ACDelco is known throughout the industry for quality training programs. We know time is money, so we enhanced our Learning Management System to give shop operators a global, single point of access to deliver and track training. Recently, we added the ability to view an at-a-glance snapshot of employees’ progress toward completing training paths. Take a free training test drive (www.acdelco.com/trainingtestdrive) and see how ACDelco is using the latest tools to keep technicians in the know without taking them out of the shop. The ACDelco eBusiness team will show you how to lower your operating expenses with the Elite Extra Tracking and Routing application that can automatically manage your delivery queues, provide customized routing and generate esti-

mated times of delivery. The tool automatically creates optimal routes on a web-based interactive map, increasing dispatchers’ and drivers’ productivity, and reducing vehicle and fuel expenses. Finally, while there has always been a lot to like about ACDelco, there’s even more this year, now that we’re on Facebook (www.facebook.com/acdelco). “Like” us, connect with your peers and see what we’re up to.

There will be a lot to see and experience in the ACDelco booth at AAPEX. But remember, you’re only seeing a small part of what we’re doing to grow your business. It all comes down to being part of something bigger. And successful.

ACDelco

1-877-280-5965 www.acdelco.com/trainingtestdrive www.facebook.com/acdelco

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BRAKE & FRONT END • september 2012

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BRAKE & FRONT END • September 2012

BRAKE LIGHTS

This month’s Brake Lights comes from Scott’s Automotive in Azle, TX. It is off a 2002 Oldsmobile Alero. 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. ■

BRAKE & FRONT END • september 2012

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