Uhderhood Service, September 2012

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UNDERHOODSERVICE.COM

September 2012

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CONTENTS

September 2012 Volume XVII, No. 9 Publication

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WWW.UNDERHOODSERVICE.COM

Cover design by Dan Brennan Cover art courtesy of GM Corp.

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

24 Duramax Diesel Dilemmas The Duramax diesel brought GM back as a major player to the mid-size truck market by offering dependability, fuel mileage and quiet operation with plenty of power, says contributor Bob McDonald. While these engines have a great reputation, some problems are bound to arise.

16 Memory Lane

38 Import Service: Toyota V8

Randy Rundle tells the story about two brothers who put together the “Krazy Kar” in 1959, and fast-forwards to a recent restoration that got the car back on the road.

Larry Bailly gives you a heads up on some service items to look out for and preventive maintenance to recommend when servicing this Toyota/Lexus V8 engine.

Editor

Managing Editor ®

Technical Editor Contributing Writers

Phone: 330-670-1234

Graphic Designer

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Edward Sunkin, ext. 258 email: esunkin@babcox.com Jennifer Clements, ext. 265 email: jclements@babcox.com Larry Carley Gary Goms, Scott “Gonzo” Weaver, Larry Bailly, Bob Dowie and Randy Rundle Dan Brennan, ext. 283 email: dbrennan@babcox.com

Advance Auto Parts Professional . . . . . . . . .31 Airtex Corporation . . . . . . . . . . . . . . . . .Insert Aisin World Corp. . . . . . . . . . . . . . . . . . . . .28 Autel.us . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Auto Value/Bumper to Bumper . . . .Cover 4 Autodata Publications . . . . . . . . . . . . . . . . .36 BendPak . . . . . . . . . . . . . . . . . . . . . .Insert, 29 CARDONE . . . . . . . . . . . . . . . . . . . . . . . . . .15 CARQUEST Auto Parts . . . . . . . . . . . . . . . . .3 Champion Spark Plugs/Federal-Mogul 42, 43 CRP Industries . . . . . . . . . . . . . . . . . . . . . . .44 DEA Products/Pioneer Inc . . . . . . . . . . . . .47 DIRECTV . . . . . . . . . . . . . . . . . . . . . . . .32, 33 Exide Technologies . . . . . . . . . . . . . . . .22, 23 FAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Fel-Pro . . . . . . . . . . . . . . . . . . . . . . . . . . .26, 27 Gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Hughes Engines, Inc. . . . . . . . . . . . . . . . . . .18 iATN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 Jasper Engines & Transmissions . . . . . .49, 56 Motorcraft, Ford Motor Company . . . . .7, 35 Motorcraftservice.com . . . . . . . . . . . . . . . . .55 Mr Gasket Performance Group . . . . . . . . . .52 NACE/CARS . . . . . . . . . . . . . . . . . . . . . . . .59 NAPA . . . . . . . . . . . . . . .Cover, Cover 2, 1, 51 NAPA Belden/Echlin . . . . . . . . . . . . . . . . . .19 NGK Spark Plugs . . . . . . . . . . . . . . . . . .20, 21 Nissan Motor Corp. USA . . . . . . . . . .Cover 3 O'Reilly Auto Parts . . . . . . . . . . . . . . . . . . . .39 Parts Plus . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Red Kap . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Sea Foam . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Sunex International . . . . . . . . . . . . . . . . . . .14 TechSmart . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Uni-Select . . . . . . . . . . . . . . . . . . . . . . . . . . .11 VDO OE Replacement Parts . . . . . . . . . . . .46 Volkswagen Parts & Accessories . . . . . . . . .50

Publisher

Jim Merle, ext. 280 email: jmerle@babcox.com Advertising Director Cindy Ott, ext. 209 email: cott@babcox.com Circulation Manager Pat Robinson, ext. 276 email: probinson@babcox.com Circulation Assistant Kim Hedgepeth, ext. 260 email: khedgepeth@babcox.com

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CONTENTS

September 2012 Volume XVII, No. 9 A

Publication

WWW.UNDERHOODSERVICE.COM

D E PA R T M E N T S & C O L U M N S 6 DIRECTIONS

57 TEST DRIVE

8 GUEST EDITORIAL

58 PRODUCT SHOWCASE

12 GONZO’S TOOLBOX

60 CLASSIFIEDS

30 DIAGNOSTIC DILEMMAS

64 GUESS THE CAR

48 TECH TIPS

ADVERTISING REPRESENTATIVES HOME OFFICE 3550 Embassy Parkway Akron, Ohio 44333-8318 330-670-1234 FAX 330-670-0874 www.babcox.com PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext. 217

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Editorial Advisory Board Brent Crago, owner Top Tech Automotive Cleveland, Tennessee Albert Duebber, owner Duebber’s Auto Service Cincinnati, Ohio Marvin Greenlee, owner Meade & Greenlee Inc. Salem, Oregon Anthony Hurst, owner Auto Diagnostics Ephrata, Pennsylvania Roger Kwapich, owner Smitty’s Automotive Toledo, Ohio

UNDERHOOD SERVICE (ISSN 1079-6177)

Rick O’Brien, technician Coachworks Portland, Maine

(September 2012, Volume XVII, Number 9): Published monthly by Babcox, 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: Tom Palermo, general manager Please send address changes to UNDERHOOD SERVICE, 3550 Embassy Parkway Akron, OH 44333. UNDERHOOD SERVICE is a Preferred Automotive trademark of Babcox Media, Inc. registered with the U.S. Patent and Specialists Trademark Office. All rights reserved.

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Directions

Edward Sunkin Editor esunkin@babcox.com

Are You Ready for the Most Tested Fuel in History?

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ne word could sum up the reaction felt by automakers and vehicle enthusiasts alike regarding the dismissal of a lawsuit that would have prohibited the sale of E15 fuel — “disappointing.”

In mid-August, the U.S. Court of Appeals for the District of Columbia Circuit dismissed a lawsuit that challenged the Environmental Protection Agency’s (EPA) authority to grant a partial waiver for 15% ethanol (E15) content in gasoline for 2001 and newer model year cars and light trucks. The court, in a 2-1 decision, found that the groups bringing the lawsuit — trade associations representing manufacturers of cars, boats and power equipment, as well as the petroleum/oil and food industries — lacked the standing to bring such a lawsuit.

On June 8, the U.S. EPA gave final approval for the sale and use of E15 ethanol blends. Following that decision, trade organizations from the abovementioned industries filed a lawsuit to halt the sale of E15.

A statement from the Alliance of Automobile Manufacturers — the trade group that represents the nation’s Big Three automakers, as well as Toyota Motor Corp., Volkswagen AG and other import manufacturers — said the court’s ruling was a disappointment.

“Our greatest concern continues to be our customers. It is critical that consumers have a positive experience with renewable fuels,” the alliance said. “It is not in the longer term interest of consumers, the government and all parties involved to discover after the fact that equipment or performance problems are occurring because a new fuel was rushed into the national marketplace.”

The Specialty Equipment Market Association (SEMA) also shared the same sentiment, saying E15 fuel causes corrosion with incompatible automotive parts.

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“Today’s decision is disappointing for the millions of motorists who own older cars or those with high-performance specialty parts,” said Steve McDonald, SEMA’s vice president, government affairs. “These vehicles and parts are threatened with destruction by E15’s chemical properties.

The EPA acknowledged the threat but, beyond minimal labeling requirements, took no additional steps to ensure that incompatible vehicles and engines were not misfueled with E15.”

The American Fuel & Petrochemical Manufacturers (AFPM) was a bit harsher in its assessment of the ruling. “The Court’s ruling upholds EPA’s irresponsible decision that puts consumers at risk,” said AFPM President Charles Drevna. “Vehicle testing has confirmed that E15 damages certain engines. In fact, vehicle manufacturers have begun to include warnings on their gas caps that E15 could void vehicle warranties.

This decision will harm every American who owns a car, truck or small engine equipment.”

The court’s ruling, however, was a vindication for the American Coalition for Ethanol (ACE).

ACE executive director Brian Jennings praised the court’s decision, calling it a huge win for consumers.

“This is great news for consumers looking for more affordable options when filling up at the pump. This ruling tells the public that EPA’s decision to permit E15 as an option wasn’t a rush to judgment and that this fuel is safe,” Jennings said.

“We’ve been saying for years that the ethanol industry did everything the right way when we worked on getting E15 legally approved. The EPA underwent an exhaustive process in testing the fuel and making sure it would be compatible in vehicles with a model year of 2001 and newer before it was legal for public sale. Simply put, E15 has been the most tested fuel in history and that it is safe and can be used in the vehicles it is intended for,” Jennings said. s UnderhoodService.com

GuestEditorial

Would You Really Help a Friend In Trouble?

Here’s Your Chance The function of The Aftermarket Foundation is to locate and assist people from the aftermarket who, because of catastrophic injury or terrible illness, have fallen on hard times and financially have no other place to turn.

M

ost of us, individually or through our been many industry executives who have joined places of employment, donate to our board, and who have unselfishly given of some sort of charitable organization their time and expertise. to help those less fortunate. Most Today, our board is composed of 28 high-powcharities have large overheads and thus, a substanered volunteers from all areas of the aftermarket. tial portion of your donation will never get to the They work hard on our behalf because they intended recipient, because a significant percentbelieve in the cause. One of our board commitage is taken up by bureaucracy and high-salaried tees, headed by Bob Schoeberl, is responsible for executives. At the same time, each of us likely organizing our great golf tournament put on knows someone right in our own industry — each year the Monday before AAPEX opens in perhaps a co-worker or a close friend — who could Las Vegas. This tournament is always a sellout, benefit from the financial support of a well-run and brings the largest single influx of working charitable organization. Enter The Aftermarket capital to continue our mission. Other income is Foundation. derived through generous donations by individuThe Aftermarket Foundation was started 50 als, and from many of the nation’s largest retailers, years ago by a few of the largest chain store owndistributors, jobber groups and manufacturers. We ers at the time, in honor of the late manufacturalso receive yearly donations from several of the er’s representative, Ray Jesselson. They had the major aftermarket associations: AAIA, SEMA, best of intentions to help those in need in the MEMA and PWA, to name a few. aftermarket with their Jesselson Fund. However, We like to think of The Aftermarket Foundation as successful entrepreneurs, they became as a kind of safety net. After our aftermarket preoccupied in growing their chains, which today friends have tried relatives, federal, state, county are among the largest in America: Pep Boys and or other aid, and there is still great need, we are Advance Auto Parts. there for them. Through the years we have taken So, for 20 years, the fund languished until on and helped many heartbreaking cases, involvanother chain store owner, Donald Schlenger, ing ourselves both physically decided to breathe life into it again. Don contacted and emotionally with these several industry people, including myself, 30 years friends and colleagues while or so ago to ascertain our interest in being helping them make up their involved, and we all thought it a great idea. financial shortfall. It might be a Together, we made a go of it and it has grown greatly since. Our current name, The Joe Mittelman is the vice Aftermarket Foundation, replaced Jesselson, as president of The Aftermarket by that time there were very few who rememFoundation Board of Trustees. bered him. For these past 30 years, there have

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GuestEditorial one-time effort on our part, or one that continues until the recipient has recovered and is able to return to work.

Occasionally, a recipient may be collecting a very minimal Social Security check, and we may need to assist them for a much longer time. Each case is uniquely different and needs its own individual vetting and solution. We’re constantly looking for new sources of income to be able to take on more of these cases. One of our most vital needs is to make ourselves far more visible to all parts of our industry so that we can be the beacon to help these people find our unique source of help.

With this in mind, we are in the midst of building a new, exciting and comprehensive website through the efforts and generosity of Cypress Technology Group.

This is the company that works closely with the Pronto group. And, while board member Murray Sullivan of Pronto has been on our revenue growth committee and working hard toward bringing in additional dollars, Bill Maggs, president of Pronto and chairman of AWDA, has taken the bull by the horns, jumped into the arena and directed the Cypress Group to work with us on this new website project.

Maggs, being one of the best-known and admired executives in the industry, brings the hope of much greater involvement from other corporate executives.

This new website is not only vitally important as a tool to bring in needed dollars, but also will help people in great need realize there is help for them out there.

Our operational costs are very minimal and that means that, unlike so many other non-profit entities with large overheads, almost all of the dollars we take in will go where it is needed — toward the benefit of those members of the aftermarket. This group of selfless automotive executives works tirelessly to help those in trouble. This is just one more of the advantages offered to those who make their living in this amazing industry of ours.

If you know someone working in the automotive aftermarket who needs this kind of support, or if you would like to make a donation to the Aftermarket Foundation, go to AftermarketFoundation.org.

There, you can also read testimonials and learn more about this outstanding organization. Donations can be made by check, credit card or PayPal. The Aftermarket Foundation is a 5013(C) non-profit and all donations are fully tax-deductible. s

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Gonzo’sToolBox

‘Fusing’ Diagnostic Basics with Experience

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he other day, the owner of one of the many body shops I do work for came by with a little problem on a 1998 Honda.

Doug wanted to make sure I knew how much he appreciated everything that I’d done for him over the years. I’m not sure whether he was bragging, or just being complimentary.

Maybe he was trying to soften me up, before I gave him the bill.

“You’re the first person I call,” he proudly tells me.

“Well, thanks Doug, I appreciate that,” I told him.

“You know, we don’t know a whole lot about this electrical stuff. That’s what we’ve got you for. You always bail us out.”

He headed back to the body shop, and left the little Honda for me to look at. By that afternoon, I was on the phone to let him know that it was a simple problem with the hazard switch, and he could pick up the car to finish the body work.

The next day my daughter Katie (my office manager) got a call from Doug. They also ran into a little trouble with a 2008 Toyota Camry.

The battery was dead. Somehow, while charging the battery, they touched the positive and negative leads from the jumper cables together while they were still hooked to the car. Now the car would only idle. Katie came out to the shop to ask me what I thought might be the problem. I was busy on another job, stuck under a dash looking at a fuse box.

“Sounds like he blew a fuse,” I told Katie while sticking my head out from under the corner of the dash.

“That’s it?” she asked.

“Sounds like it to me. Oh, and tell him once he changes the fuse, to go find the guy who did it, and kick his butt for me,” I told her with a grin.

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She walked back to the phone, shaking her head and smiling.

“That’s it? I hope so,” Doug tells her, “because if we had to drive it across town for him to check it out, we could only idle it the whole way. We’d look pretty foolish if we did that, and it turned out to be only a fuse.”

“That would be pretty bad,” said Katie. “He did have more information for you though. His professional diagnostics also include that you kick the guy’s butt who did it.”

“Well, all right then, I’ll take care of that personally. Tell your dad thanks again. One fuse, one butt kicking…got it,” Doug told her with a chuckle.

The next day here come the boys from the body shop driving the Camry very slowly, and followed closely by another slow-moving car with its hazards on, as well. I was not a bit surprised.

“Here’s the car that we called you about yesterday,” the driver tells Katie.

“You mean the one with the blown fuse?” she asked.

“We looked, and it’s more serious than that,” he says.

“OK, I’ll tell Gonzo,” Katie said trying to hide her snickering smile.

She came out to the shop and told me about it. I had to laugh. Even though I had no clue what was really wrong with it, I was pretty sure it was a fuse. Well, at least it sounded like a fuse to me. It idled its way around to the front of the shop and into a service bay. The service light was on; I could see that from the start of my slow journey. But I couldn’t

Scott “Gonzo” Weaver is the owner of Superior Auto Electric in Tulsa, OK, and has more than 30 years of automotive repair experience. He is the author of the book Hey Look! I Found the Loose Nut, that can be purchased online at gonzostoolbox.com.

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Gonzo’sToolbox go get the scanner right at the moment. I was busy creeping around the building at a snail’s pace.

The code was for the TCS (throttle control system), and the diagnostic tree was extremely long. Sometimes I wonder who writes these things. You know it would be a lot easier if it would start with the basics, like grounds, power and resistance values. But no, there’s not a chance.

They have to go through a series of steps that all pertain to the system, which don’t even get close to the cause of the problem. The test started out with an explanation of the code; low voltage has been detected by the PCM for the TCS. Great, that’s sounding like a fuse to me. I could have stopped there, but I decided to keep reading.

Then, it wanted to know the scope readings and then the continuity between each wire. Finally, around steps 10 or 12, the test got to the good part — “Check Fuse.”

How about instead of going all the way through pages of diag-

nostic tree mumbo-jumbo, you start the procedure at step one with “Check Fuse!”

I finally got the answer I was looking for. What do you know, the fuse was blown. I changed the fuse and cleared the code and all was well with the little Camry.

Katie called Doug to let him know it was ready. Since it was for Doug, I couldn’t resist having some fun with his misfortune. I wrote up the invoice with a few “special,” informative automotive terms.

She started to read what I wrote on the invoice to him, “The PCM has found a low-voltage signal present at the TCS. Further diagnostics was needed to confirm that a loss of signal voltage was present. The FCA (fuse control assembly; made that up on the spot!) had an open protective device to the TCS, and the PCM was not receiving an input signal that would allow the TCS to respond. Reconfiguring of the FCA was necessary to initiate

electro-balance of the current draw to the PCM.” Doug was getting a little nervous and said, “OMG, can he fix

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it…this is bad, isn’t it? This is going to cost me a bundle.”

“Sure, hit me with the bad news. I can take it.”

Katie, in her feisty manner, put the screws to him. She played it up for awhile, and then let him off the hook, “Well, Doug, I could leave out all that technical stuff, and try to give you an answer that would be easier to understand.”

“Sure, hit me with the bad news.

I can take it.”

“The fuse was blown.”

Doug holds the phone up against his chest so Katie can’t hear what he yells back to one of his guys in the shop.

“Dang it, I thought you said you checked all the fuses?”

Then turning back to Katie he said, “Aw geez, why me? OK, we’ll be over to pick it up. The butt kickin’ will commence in just a second.”

Ah, yes, another day at the shop, and another butt kickin’ in progress. I hope the rest of Doug’s day goes better. As for me, I’m sure glad I was right about this one; it wouldn’t be much of a story if it were something besides a fuse.

I would have loved to have a camera mounted on the car to watch the embarrassment of someone idling a car across town through the intersections and all the usual traffic. And then one on Doug, just to see his face when he found out it was only a fuse. Yea, I think a butt kicking is in order on this one. You made my day, Doug. You and your guys may not know electrical, but you do know body work. You’re one butt-kickin’ body shop! s UnderhoodService.com

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MemoryLane Getting the

Krazy Kar

Back on the Road

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wo brothers, Wilfred and Henry Abels grew up in Clay Center, Kansas, during the Depression and quickly learned the value of a dollar. They grew up farming alongside their father, and went on to become successful farmers themselves after they were married. In those Depression days and the Dust Bowl days that followed, the brothers also learned the value of being self-sufficient.

“We did not go to town and get things repaired, we figured out how to fix things ourselves with the After a few Saturdays spent tools we had,” Wilfred told me years ago. visiting all of the local salvage yards in a 100-mile The two brothers gained an appreciation and a radius, they determined that a Dodge Power passion for collecting all types of antique tractors Wagon front end was within a couple inches of and farm implements. They would often start with being the exact same width. That would be close a bare frame and spend two or three winters enough. restoring an obscure tractor that was last in Because this was a low-budget “fun” project, the production some 50 years prior. rest of the car was built using what they already With few replacement parts available, they made had on the farm. That included replacing the bad most of the missing parts themselves using pictures sections of the original wiring harness with the and drawings they had found over the years. There wiring they had saved from tearing down old were very few things that they could not build or fix. houses and barns.

Now, fast forward a few years to their With the Dodge Power Wagon front end installed Thanksgiving dinner of 1959. While most of the onto the 1939 Chevrolet car chassis, it was time to dinner table conversation revolved around how build the body. Turns out that 1939 Chevy cars the children and grandchildren were doing, were not an easy find locally in 1960. They found Henry and Wilfred had their own private conversalots of 1937 models and lots of 1935 models, but tion going. The Kansas State Centennial celebrano 1939s. After three months of intense searching, tion was coming up in 1961 and they decided they they finally located what they needed in a salvage should build something for the occasion. yard in Manhattan, Kansas.

Henry remembered he had an old 1939 They had to shorten the Chevrolet car parked out behind his barn. The brothers decided to use that car, find another Randy Rundle is the owner one like it and build a car with two front ends Fifth Avenue Antique Auto of welded together that would steer from both Parts, Clay Center, KS, and services ends. It would take a little more than the usual and classic vehicles for a livantique “farm” engineering, but the brothers were has prepared vehicles for He ing. always up for a challenge.

The Great Race, the studios, movie So in their spare time, they got to work. They to Paris Motor “Peking 10,000-mile started by taking the body off of the ’39 similar events. other and Challenge” Car Chevrolet car chassis. The next job was to locate automotive technical books, has spent six of author an Rundle, a front end that was the same width as the stock cooling and fuel-related problems electrical, solving years 20-plus Chevrolet car front end that also steered. In vehicles. classic and antique of types all on 1959 the choices were limited.

Visit www.fifthaveinternetgarage.com.

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MemoryLane bodies of both cars quite a bit more than they originally planned in order to get both front ends to fit onto the stocklength frame. With the bodies mounted and welded together, it was time to build the doors. They ruined two complete sets of doors trying to figure out how to cut and section them to fit the openings. No matter what they tried, nothing worked. Most people would have scraped the whole project about then — not these two! Finally, after three weeks of working with door number five, they figured it out, then, all they had left to do was build a second door for the other side.

They used the stock outside door hinges and pins on one end of the doors and a large bent gutter nail for the door pin on the opposite end of the doors using the original outside hinges. They used old movie theater seat cushions mounted on wooden box frames for the seats.

appearance inside.

Putting It in Park They took the “Krazy Kar” to the 1961 Kansas State Fair where it was a big hit. The car then appeared weekly at dozens of county fairs and parades throughout the state for the next dozen years. By 1973, Henry and Wilfred decided the car had “made its rounds,” so into the barn it went.

In 1973, I was a freshman in high school and Henry’s grandson Benny Gibbs was one of my best friends. Benny and I spent a fair amount of time out at his grandfather’s farm. Benny’s grandfather and his Uncle Wilfred always had some kind of interesting project going on. On occasion they would let us get the Krazy Kar out and go for a drive. We always got the same lecture: “Be careful, pay attention to what you are doing…and don’t wreck it!”

Benny and I never did wreck it,

the car in outside storage where it remained until his death in 1994. Then it was passed on to the oldest grandson Benny, who by now was living in Austin, Texas. It was stored inside a building for the next 11 years.

I started looking for the Krazy Kar around 2003, wondering whatever happened to it. I found out Benny had it, so I called him to see if he still had any interest in it and if he would sell it.

He said it was a family treasure and he had promised not to sell it, but he didn’t have time to “mess” with it. I kept after him to get it running, reminding him of all the fun we had driving it when we were younger. In 2005, Benny gave the Krazy Kar to his younger brother Kenton who lived in Arkansas City, Kansas, about three hours away from my shop. At least it was getting closer! Kenton went to Texas and got the Krazy Kar from Ben, and then promptly put it in storage in Arkansas City, Kansas, for another four years!

Second Restoration

They went to great pains to be sure the interior was the same inside for both ends.

Matching steering columns, steering wheels and three-speed shifters with all of the linkages and pedals on the floor boards are present on both ends.

They decided it would be best to match the Dodge steering linkage to the original 1939 Chevrolet steering box…so they did. That kept the stock UnderhoodService.com

but we did have a few close calls and it was a lot of fun to drive.

We had literally grown up around the Krazy Kar and didn’t realize how unique it was at the time. It was just another “Wilfred and Henry” project to us. We would have driven that car every Saturday if they would have let us.

Henry Abels passed away in 1988 and the car was passed on to his oldest son Barry, who lived in Denver, Colorado. Barry put

Finally in 2008 with lots of encouragement, Kenton got the Krazy Kar out and started working on it. The long years in storage both inside and outside had not been kind to the old car. The car never had any door glass, just windshield and vent glass, so the elements had taken their toll.

The engine was stuck, the body was rough and faded and the wiring (which was marginal in the first place) was in really bad shape. Kenton decided to restore it like his grandfather and uncle built it originally. With a little patience and some automatic transmission fluid in the cylinders, the engine freed up.

Fresh gasoline and with the fuel system cleaned, along with a tune-up that included new spark plugs and wires, the engine UNDERHOOD SERVICE September 2012 17

MemoryLane started and ran just as good as it ever did. Over the next year or so it got a brush repaint in the original colors and the outside was restored to how it looked in 1961.

With the brakes overhauled and the tires replaced, the Krazy Kar was back in parade order. Kenton, who is now in his 40s (about the same age as his grandpa and uncle when they built the car), says, “When my grandpa and my uncle built it, I doubt if they had any idea it would still be around 50-plus years later in running condition.”

Driving the Krazy Kar…Again!

This spring I met up with Kenton and we drove the Krazy Kar in a local parade. A ton of memories came flooding back for me. I had not driven that car in 25 years!

Kenton was too young to drive Krazy Kar when he was growing up, but has since spent many hours behind the wheel. We had about a 30-minute practice session before the parade just to be sure we were both on the same page.

Communication between the drivers is very important. If you’re not

With no windshield, the Krazy Kar dash suffered weathering damage over the years (top). Some work was completed to the vehicle’s frame (bottom, left) and a photo of the front wheel (bottom, right) shows the Krazy Kar is parade-ready again.

both working together, you can end up on the sidewalk pretty quickly. You can literally turn your head and talk into the ear of the driver beside you. I wonder if Wilfred and Henry planned it that way or that’s just how it ended up?

We can do circles both forwards and backwards as well as crab walk down the street (both ways) along with various other impromptu maneuvers. With no power steering on either end, a trip through the parade will save you a week’s worth

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of time spent at the fitness center.

Driving is a handful!

At one time there were 11 different horns and whistles on the car, but most have disappeared over the years. All that is left is the original, and an electric bull horn.

Technical Specs The doors of the Krazy Kar open opposite of each other, so each driver has to get in, close the door then reach out the window and put his own nail in. Someone always asks if that is like putting a nail in your own coffin. I didn’t used to think so, but these days I wonder. The Krazy Kar is now over 70 years old! I’m also convinced the inside has gotten smaller since the 1970s.

The ignition switch consists of a piece of old cotton-wrapped wire hanging from an original style 6volt ignition coil mounted up under the dash. There is a piece of brass hook soldered to the hanging end of the wire (from who knows what). A pair of very old homemade jumper wires (which are normally stored in the glove box) is used to make the ignition “hot.”

By connecting one end of the jumper wire to the battery sitting behind my seat, and the other end connected to that piece of brass from the hanging ignition wire, you have ignition. The engine is UnderhoodService.com

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MemoryLane

started via the original foot starter on the floor.

The headlight switch is powered by the same wiring system (a wire hanging under the dash) and both sets of headlights work, as do both sets of dash lights. An original 6-volt oscillating fan mounted onto the dash is a lifesaver!

The cross members of the blue end are made from the handles of various plows and cultivators.

The gas tank came from an old combine. Flat chain with iron rods that were threaded by hand became the hold-downs for the blue end sheet metal.

The red end is the original 1939 Chevrolet chassis end that has the original 216 cubic inch, 6-cylinder and 3-speed manual transmission. A homemade driveshaft connects to the Dodge Power wagon front end to the red end.

The exhaust goes out the original muffler and tail pipe and exits under the grill of the blue end.

That is one of the few ways you can tell which end is which.

When Kenton finally got it restored including the newly brush painted body (in the original colors), I invited him to bring it back home to Clay Center and park it in front of my store during our annual “Piotique” City Festival. The Krazy Kar had not appeared in public in close to 35 years. We also arranged for someone to drive Kenton’s Uncle Wilfred down from the nursing home to the store so he could see the Krazy Kar one more time. In his upper 80s, when Wilfred turned the corner and saw that Circle #20 for Reader Service

car parked there, the twinkle in his eye and the grin on his face left no doubt he was suddenly a much younger man. He said it was “just like 1961 all over again.”

I asked Wilfred where the ’39 Chevy came from in the first place. It was a part of the story I never knew. Wilfred said, “It belonged to Benny and Kenton’s dad…it was his high school car.

We used it because we already had it.” So now I finally understand why the Krazy Kar has so much sentimental value to the family.

Wilfred sat in my store almost all day (taking advantage of the air conditioning) answering questions from people who came by to look at the car and reminisce seeing it in local parades many years ago.

We tried to get him to leave for lunch but he wouldn’t hear of it.

“Just bring me something.” It was clear to me he was having the time of his life and he was not going to miss a minute of it. Wilfred passed on a few years later, but he had talked of that day often.

Sometimes it is the simplest of projects that end up being the most fun, and provide the longest-lasting memories. It took more than a little simple engineering for the Abel brothers to build a vehicle like the Krazy Kar. They did it working together while teaching Benny and I a few lessons about teamwork, perseverance and how to figure out and build things on your own. In the end, they left a legacy that will last for generations. s UnderhoodService.com

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TechFeature

By Bob McDonald

B

ack in the 1990s, GM wasn’t making too many waves in the diesel truck market. The 6.2L and 6.5L engines had been around for sometime, but they were no match for the release of the Cummins 6BT in the Dodge truck in 1989 and the Ford Powerstroke in 1994.

GM never really had a strong reputation for diesel design anyway. All we remember is the GM diesel engines were a clacking bucket of bolts that were plagued by many issues from the start of the late 1970s. GM’s goal at that time of the fuel crunch was to introduce an engine with great reliability and good fuel mileage. They weren’t interested in making power, just dependability. By the mid-1990s, GM was definitely

24 September 2012 UNDERHOOD SERVICE

behind in both areas and had to find a way to compete in a growing diesel market. But by 1999, GM didn’t even offer a diesel option in any of its midsize trucks.

Since 1976, GM and Isuzu

have worked together as a joint venture on several projects. In 1996, the two automakers started working on a new mid-size diesel engine, and after two years of design, the Duramax was formed; production began

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TechFeature in 2000. The engine design was a 90° V8, nated with the number 1. With the iron block, with aluminum LB7 being the first design, heads, 32 valves, common the integrity of the engine rail injection. It was was great; the biggest turbocharged and interproblem was the fuel cooled and produced system.

300 hp and 520 ft.-lbs.

A very common of torque. The engine problem was injector was offered in GM failure. The engine mid-size diesel trucks incorporated the at the start of 2001, Bosch common rail and it brought GM fuel system, which back as a major player was composed of to the mid-size truck the high-presmarket by offering sure fuel pump, dependability, fuel mileage high-pressure fuel and quiet operation with rail, hard lines, injectors and plenty of power. electronic control module. For The question that I often some reason, the Bosch injectors hear about the Duramax is could not sustain life in the 1st Generation Duramax LB7 Duramax. The injectors would “What kind of problems do you see with these engines?” fail in three different ways — all I have to admit that these engines have related to the injector’s body becoming cracked. a great reputation. While some probOne symptom of a cracked injector is excessive white lems have plagued a few of the Duramax smoke coming from the tailpipe, which is generally engines, there hasn’t been anything as most noticeable at idle, especially while sitting in trafdetrimental as what other manufacturers fic. Fuel is leaking into the combustion chamber, have had to deal with. There are always which cannot be controlled by the engine’s ECU. Fuel going to be issues with anything that has to do with internal combustion. The best way to examine the Duramax would be to break down the engines by their generation and evaluate issues of each.

“What kind of problems do you see with these engines?”

There are five generations of the Duramax engine.

The best way to identify the generation is by the year, model and the RPO (regular production option) code.

The first generation is known as the LB7. This was manufactured from 2001 to 2004, with the eighth digit of the VIN desigUnderhoodService.com

is entering the combustion chamber at the wrong time, causing the white smoke, which is an unburned fuel condition.

This can be seen with a scan tool and is known as an injector’s balance rate. The balance rates of an injector are adjustments of fuel to the injector made by the ECU. The adjustments are made by the ECU from fluctuations of the crankshaft detected by the crankshaft position sensor. The balance rates are given by the value being a plus or a minus to the volume of fuel per cylinder. If there is too much fuel for a UNDERHOOD SERVICE September 2012 25

TechFeature particular cylinder, the balance lems until the owner decided to rates for that cylinder would be a stop somewhere like the store to minus. The ECU would be trying get some fuel. When the owner to take fuel away to correct the would try to start the vehicle, the imbalance condition. If there engine would spin over but never were leaking injectors in fire. The injector’s body was this fashion where cracked on the return side, there is white causing the fuel pressmoke, the balsure that was ance rate for entering the that cylinder injector to be would be a returned to the minus. fuel tank. The Another vehicle would symptom of literally have to cracked injector sit for several failure would be hours and fuel dilution in the cool down engine oil. This before the would come from engine would the injector’s restart. The 2nd Generation Duramax LLY body being heat from the cracked externally, causing fuel engine would cause the crack in to leak into the crankcase. You the injector body to expand have to remember that the injecopen. That’s why the engine will tors of the LB7 were under the start fine when cold and struggle valve cover. The hard lines come to crank when warm. from the high-pressure fuel rail and went through the valve cover. So if the injectors were leaking externally, fuel dilution could happen fairly quickly and go unnoticed because the engine would operate fine. There have been some injectors leaking externally so badly that the crankcase had filled with so much diesel that it was coming from the rear main seal. The parWith so many injector failures ticular truck I was working on between 2001 and 2004, GM with this condition was dripping extended the injectors’ warranty diesel fuel from the rear main from five years/100,000 miles to seal without the engine even runseven years/200,000 miles. This ning in the parking lot. did not, however, remedy the The last form of injector failure problem. Bosch went through sevwas a hard start condition when eral designs before there seemed the engine was hot. When the to be a cure. engine was cold, the vehicle The biggest problem came would start fine and drive normalwhen customers had their injecly without any noticeable probtors replaced under the sevenyear/200,000-mile warranty.

Then several years later, after the truck was out of warranty, the injectors failed again. This of course angered many customers Circle #26 for Reader Service

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TechFeature because there was still a problem and now they were going to have to pay for it. But, if the other injectors didn’t last very long, this would be an ongoing problem for the owner.

The injector replacement in the LB7 Duramax is labor intensive. With the injectors being under the valve cover, a lot of the components of the top of the engine have to be removed in order to access them. It’s always advised that if there are several injectors causing problems that it’s better to replace them all because of the

amount of labor that it takes to get to the injector. The average cost of an injector replacement on the LB7 is generally around $4,000 to $5,000. The replacement process takes between 10 to 12 hours of labor and the injectors cost around $350 each.

In the middle of 2004, GM released the second generation of the Duramax, with the RPO code of LLY, with the eighth digit of the VIN designated as number 2.

The LLY was in production from 2004.5 to 2006, and was made with 310 hp and 605 ft.-lbs. of torque. There were several reasons for the change: the injectors changed design and were now on the outside of the valve covers, providing easier access, and the EPA was tightening down on emissions standards for diesel engines in order to reduce NOx gas.

3rd Generation Duramax LBZ

The LLY incorporated the use of an EGR (exhaust gas recirculation) valve.

When engine conditions would reach a certain criteria determined by the ECU, the EGR valve would open to let exhaust gas to be reintroduced into the intake manifold. Oftentimes this would cause a buildup of soot in the intake system due to the exhaust gas displacing the oxygen, which would cause cooler combustion; the cooler combustion inside the cylinder formed soot.

In order to reintroduce exhaust gas into the intake of a diesel engine, the exhaust gas has to pass through what is known as an EGR cooler. A diesel engine exhaust temperatures can be much higher than gasoline, reaching Circle #28 for Reader Service

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TechFeature

4th Generation Duramax LMM

as high as 1,200° F. Before the exhaust gas reenters the intake at this temperature, it has to be cooled. The EGR cooler is more or less a small radiator that is a part of the engine’s cooling system, which as the hot exhaust gas passes through the cooler will cool the exhaust gas before reaching the intake manifold. Over a period of time, the EGR coolers will fail, causing the engine coolant to enter the intake manifold. This will often result in loss of coolant with steam emitting from the tailpipe.

The LLY suffered from overheating. When Duramax incorporated the use of the EGR cooler, the cooling system of the engine was not upgraded. When towing with the LLY up steep grades on a hot summer day, owners often noticed that the cooling system could not sustain the engine’s temperature and would overheat.

One of the other features of the LLY was the use of VNT (variable nozzle turbo). The VNT was where the turbocharger could change the speed of the turbo by altering exhaust pulses to the turbine wheel. This created better spool time and more boost for the engine off idle and would also change spool at the turbo when the engine was at cruising speed for the use of less boost.

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This is more or less letting the turbo make boost when there is a demand. The VNT was sometimes responsible for the overheating issues of the LLY because of the more restricted exhaust system. Some overheating issues did result, however, in head gasket failures, which could damage the entire engine.

In 2006.5 through 2007, the Duramax changed generation(third) again to the RPO code LBZ. Under the LBZ, the Bosch fuel engine management system also changed. This time, the fuel system used a new 32-bit controller along with seven hole injectors.

The fuel pressures increased from 23,000 psi to 26,000 psi. Fuel sprayed directly onto the glow plugs for faster starts. The glow plugs were also independently controlled from the use of a controller for more efficiency during cold starts. The block was redesigned with more integrity along with the pistons and rods for the increase in horsepower to 360 and 650 ft.-lbs. of torque. The cooling system was upgraded with the use of a bigger radiator and fan along with a bigger EGR cooler. Owners of an LLY can upgrade the cooling system of their vehicles by installing the radiator and fan along with the fan shroud from an LBZ. The Allison transmission also changed from 5 speed to a 6 speed. The additional gear in the transmission reduced cruising speed by 200 rpm.

From 2007 to 2010, the (fourth)generation of Duramax changed again to RPO code LMM. The eighth digit of the VIN is designated with the number 6. The LMM makes 365 hp and 660 ft.-lbs. of torque.

Because the emissions standards for diesel engines were changing for lower NOx gas, the LMM incorporated the use of a DPF (diesel particulate filter) in the exhaust system. The DPF is a device that is located behind the

catalytic converter that traps soot coming from the engine. The DPF is monitored by the engine’s ECU by the use of pressure sensors located in the exhaust system. When the DPF becomes clogged with soot, the ECU will actuate the injectors on the exhaust stroke, which will dump raw fuel into the DPF. The fuel ignites in the exhaust system, which burns away the soot from the filter in the DPF. This was an effective way to rid soot from the tailpipe, but causes more fuel consumption.

For 2011 to the present, the (fifth) generation of the Duramax is currently RPO code LML. Horsepower has been increased to 397 along with torque to 765 ft.lbs. The LML incorporates the use of urea injection. Urea injection is an exhaust after treatment, which Continues on page 64

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DiagnosticDilemmas

Maximizing

Current Ramping

A

Techniques

lthough modern on-board diagnostic systems are becoming far more comprehensive than in years past, it’s still important to know how to use a lab scope and inductive current probe to analyze the amperage flow through the primary ignition and fuel pump circuits. The most efficient method for analyzing the primary ignition and fuel pump is to display the amperage draw of either system on a lab scope screen via a method known as “current ramping.” Current ramping is certainly not new technology, but it continues to be a valuable method of diagnosing primary ignition and fuel pump problems.

Inductive Current Probes A low-ampere inductive current probe with a maximum capacity in the 60-80 ampere range is required for current-ramping ignition systems, electric fuel pumps, and other low-amperage electrical accessories. If you’re buying a new amp probe, choose one that has a positive on/off switch detent to prevent the probe from accidentally turning on and draining its battery. The jaws on the low-amp probe should also be small enough to insert into wiring harnesses or other hard-to-access areas. Because most lab scopes are equipped with “banana” connectors, a BNC-to-banana adapter might be required to connect the probe to the scope. These adapters and leads are available from online diagnostic equipment specialists and tool truck suppliers. As for maintenance, it’s important to keep the probe free of metal filings, dirt and grease, all of which can affect its accuracy.

For that reason, make sure that spike or peak detect mode can be disabled before purchasing a new or used lab scope. The ability to store current ramp waveforms on compact flash (CF) card or to download current ramps to a PC is another highly desirable feature. Since many technicians trade their old lab scopes in on more sophisticated versions, it’s possible to find used scopes at reasonable prices. Before buying any used scope, make sure that its manufacturer continues to provide repair and support services.

Evidence of rough handling and prolonged exposure to dirt and grease in any used lab scope usually indicates a shortened service life, so the cleaner the better.

Before buying a new scope, remember that your professional scan tool might offer a basic lab scope attachment or might include a basic lab scope feature into its architecture. Several online automotive test equipment suppliers also offer entry-level lab scopes in the $1,000 range. Tool truck suppliers generally sell basic two-channel lab scopes with many additional features for about $4,000.

Most advanced technicians are now using PCbased scopes because installation kits are available for a relatively modest investment and include some very advanced scope waveform analysis features. One problem with PC-based scopes is that consumer-grade laptop computers tend to be bulky, hard to handle and somewhat fragile for automotive applications. For that reason, most techs mount their

Lab Scopes While just about any lab scope is capable of displaying a current ramp, current ramps are more clearly displayed if the “spike” or “peak” detect mode on the scope Gary Goms is a former educator and shop can be turned off. Because the owner who remains active in the aftermarket service industry as a mobile peak detect mode is commonly diagnostician. Gary is an ASE-certified Master Automobile Technician (CMAT) used for displaying secondary igniand has earned the L1 advanced engine performance certification. He is also tion waveforms, some scopes opera graduate of Colorado State University and belongs to the Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE). ate only in the peak detect mode.

30 September 2012 UNDERHOOD SERVICE

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DiagnosticDilemmas PCs on mobile tool carts. In contrast, some higher-end PCs are designed to take the abuse encountered in a shop environment, but be prepared to pay the price.

Keep in mind that advanced training is also required to take full advantage of advanced scope features. Some manufacturers might offer basic training with the purchase of a new lab scope.

Because a lab scope is only part of your test equipment inventory, it’s often better to start at the low end of the scope market and advance to the level that you can most profitably use and afford.

Lab Scope Terminology While criteria like sample rates and resolution are important, most automotive lab scopes currently on the market are fully capable of performing most current ramping functions. Practice is the key to learning how to operate a lab scope. For example, learn how to quickly change the time base and amplitude. Also learn how to freeze and store waveforms for future reference. You should also practice stabilizing the waveform by adjusting the slope and amplitude of the trigger point. Some scopes are sophisticated enough to capture waveform movies, which are very useful for detecting and storing electrical glitches for future reference.

Not to be confused with the trigger point, select the “automatic” display trigger feature for observing current ramp waveforms. The “normal” display trigger is used only to freeze momentary glitches in an otherwise repeatable waveform pattern. In any case, studying the paper or DVD instruction manual included with your lab scope will greatly reduce the setup time required for current ramping.

Low-Amp Probe Testing A low-amp probe is designed to 34 September 2012 UNDERHOOD SERVICE

measure the intensity of the magnetic field that’s created when an electric current flows through a copper wire. This magnetic field creates a voltage potential in the current probe, which is rated in millivolts (mV). The probe’s output in mV can then be vertically displayed on the scope’s screen. The probe’s zero calibration is designed to compensate for the effects of local magnetic fields. For that reason, always hold the probe next to the wire to be measured before zeroing the probe.

by 100. This equals 2,080 mV or 2.08 volts. Multiplying 208.0 times 10 on the 10x scale equals 2,080 mV or 2.08 volts. Since the scope display uses volts to represent amps, 2.08 volts = 2.08 amps of current flowing through the lamp.

Photo 2: The 100 mA setting offers the best resolution for low current testing.

Photo 1: Always hold the amp probe next to the source wire during the zeroing process.

To familiarize yourself with lowamp current probes, connect a 12volt headlamp or large bulb to a battery with jumper wires. Next, use the 10-amp direct read circuit in your digital multimeter (DMM) to measure the actual amperage flowing through the bulb. Let’s say that the bulb draws 2.08 amps.

Next, connect your low-amp probe to your digital multimeter, turn on the probe, zero it by holding it next to the source wire, and see if you get the same reading.

To understand how to convert mV into amperes, remember that 1,000 mV equals 1.0 volt. When your current probe is clamped to the wire, it might display, for example, 20.80 on the 100x scale and 208.0 on the 10x scale. The 100x scale is more sensitive to amperage variations than the 10x scale.

To convert the reading into mV on the 100x scale, multiply 20.80

Most circuits can be accessed through the fuse box or through individual wires. In some cases, a jumper wire must be used to provide enough wire length to connect the amp probe. In any case, fuse taps like the one below are very handy for tapping into the fuse box to current ramp primary ignition and fuel pump amperage.

Photo 3: Fuse taps are essential tools for attaching inductive current probes to various electrical circuits. Notice that the fuse amperage can be changed to match the circuit being tested.

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DiagnosticDilemmas

Photo 4: This current ramp slopes upward at a constant rate, which indicates that the coil’s primary resistance is correct. The trigger point is set at slightly over 20 amps on an upward slope.

Current Ramping Ignition Systems Current ramping is a definitive test that accurately indicates switching functions in the primary ignition circuit, shorting in the primary coil windings, and the total amperage being drawn through the primary

coil circuit. The current ramp below is a known-good display of an individual, non current-limited, coilon-plug (COP) assembly. Keep in mind that, on most COP ignition systems, the PCM’s coil drivers are protected by the PCM disabling the individual coil if excess primary current flow is detected.

Notice that, because each vertical division represents 20 mV, 3.4 divisions equal 68 mV. If your amp probe is set on the 100 mV scale, multiply 68 mV times 100, which equals 6,800 mV or 6.8 volts or 6.8 amps on the screen.

Critical areas are, from the left, the small oscillation where current begins to flow through the primary winding and the small downward spike at the right, both of which are normal in this display.

Most important, if the current ramp curves sharply upward, cur-

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rent is flowing into the primary coil winding too rapidly due to shorted windings. Because ignition coils can fail in multiple ways, it’s always best to current ramp the suspect coil against a known-good companion coil.

Most electronic distributor ignitions use a current-limited primary circuit to prevent shorted primary

Photo 5: At 20 mV per division, this limited current ramp indicates about 38 mV or 3.8 amps of amperage flow.

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DiagnosticDilemmas coil windings from overloading the power transistor in the ignition control module (ICM). This effect creates a flat-topped current ramp waveform. It’s also important to note that the current flow in Photo 5 is limited to about 3.8 amps at idle speed on this distributor ignition system. The ICM reduces coil saturation or “dwell” time at idle speeds to prevent overheating the coil. If the ICM is operating correctly, amperage draw will increase with engine speed.

Current Ramping Fuel Pumps Right off the top, some technicians believe that current ramping is a definitive method of testing fuel pumps. By definitive, we mean a fool-proof test. Conversely, many technicians believe that current ramping is more of an indicative method of testing fuel pumps. By indicative, we mean that the test might indicate, rather than define, a problem in the fuel pump’s motor circuit.

A current ramp will display the total current or amperage draw of the fuel pump motor. If the amperage is too high (let’s say 10 amps), the rotating friction of the armature might be too high or, in other instances, the fuel pressure regulator might be stuck closed or the in-line fuel filter clogged, both of which cause the fuel pump to develop higher than normal pressures. Conversely, if the amperage draw is too low, the fuel pump relay or electrical ground might have excessive resistance, the mechanical portion of the fuel pump might be worn, the pump filter sock restricted or the fuel level too low.

Most conventional electric fuel pumps incorporate a motor armature equipped with carbon brushes riding on a segmented commutator. The current ramp displays the relative amperage flowing through each commutator segment. If a segment is shortcircuited, the amperage will spike higher than the companion segments. If a segment is open-circuited, the amperage will spike lower than companion segments. So current ramping is obviously an extremely valuable method of Photo 6: The badly worn commutator evaluating the condi- on this fuel pump motor contains eight segments. Motor speed can be tion of the motor accurately calculated if the number of commutator. segments is known.

But, to the contrary, I’ve had pumps intermittently fail that displayed a textbook-perfect current ramp. In these

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cases, the mechanical pump mechanism was likely jamming with debris. And I’ve had pumps run forever that displayed a very rough, but even, current ramp. Here again, a key point is to look for irregularities in amperage draw between different commutator segments.

Photo 7: With each division equaling 40 mV and using the probe’s 100 mV scale, the minimum amperage draw is about 6.0 amps while maximum draw is about 8.0 amps in this known-good current ramp.

The ultimate amperage draw depends, of course, upon the fuel pressure required by the fuel delivery system. Fuel pumps supplying 13 psi for low-pressure throttle-body systems can draw as little as 3.0 amps.

High-pressure systems supplying, let’s say, 60 psi of fuel pressure can draw as high as 8 amps. The above known-good current ramp is for a system supplying about 50-60 psi of fuel pressure.

Fuel Pump Speed Although fuel pump speed varies among applications, it can be an important indicator of fuel pump performance. If the number of segments in the fuel pump commutator is known, the fuel pump speed can be calculated. To illustrate, 11 commutator segment current ramps are displayed during 10 milliseconds (ms) in the above fuel pump current ramp. To convert milliseconds into seconds, multiply the time base and number of ramps by 100. In this case, 1,100 segment ramps occur each second. To convert seconds into one minute, multiply ramps and seconds by 60. The result is that 66,000 segment ramps occur each minute.

To calculate fuel pump speed, divide 66,000 by the number of commutator segments. Eight segments = 8,250 rpm, while 10 segments = 6,600 rpm. Most pumps operate around 6,000 rpm at normal pressures and amperage draws.

When you begin to assemble a database of knowngood and bad current ramps, you’ll begin to understand the value of current ramping ignition coils and fuel pumps. s

UNDERHOOD SERVICE September 2012 37

ImportService

DISCOVERING

TOYOTA V8

TIMING BELT OPPORTUNITIES

W

By Larry Bailly, technical contributor

hen I first started researching this article, I called and stopped by several shops that do work on Toyota vehicles. I asked if any of them had any V8 models coming in for timing belts so I could get some pictures of the process. Either a blank stare, or a question like: “What Toyota V8?” was the general response. The idea that there was a Toyota V8 needing a timing belt replacement seems to be generally unknown in the aftermarket.

“What Toyota V8?”

With a million or more potential service jobs out there on the various models with belt-driven cams, it’s time to get up-to-date on the service of these vehicles. All are considered interference engines that “could” have serious damage

LOOKING BACK In actuality, the Toyota family of cars has had a V8 engine available for use since about 1963 — just not in the U.S. That might explain how those old Toyota sedans could keep up with James Bond in a Toyota 2000GT in You Only Live Twice, which was filmed in Japan in 1967.

Both the 2000GT and the Toyota 8-cyl. V engines were produced in the mid-1960s with help from Yamaha. This engine series was never sold in a car in the U.S., but was used in other markets until the late 1990s. This engine is often referred to as the Toyota “hemi,” as it had hemispherical combustion chambers.

if the belt breaks. On all belt-driven Toyota V8 engines, the water pump is also driven by the cam belt.

Toyota’s UZ-FE V8s The modern Toyota V8 we are familiar with was originally used in the Lexus LS series starting in 1989. This engine series (UZ) is still around in great numbers, though it has been redesigned and upgraded a number of times. The engine was even certified for aircraft use in a twin-turbocharged version.

The second series 2UZ-FE (see Photo 1) at 4.7L and with a cast-iron block, was installed in the Toyota Land Cruiser starting in 1998 as well as the Lexus LX 470. It has been available in other Toyota truck lines since the 2000 model year.

With the addition of VVT-i technology (variable valve timing with intelligence), this engine became the standard engine for Toyota V8 trucks up to 2010 (2011 in the Land Cruiser).

Photo 1

The other engine in the UZ series is the 3UZ-FE and at 4.3L and all aluminum, it was available only in Lexus vehicles or for racing-only models.

The UZ engine has been replaced across the Toyota and Lexus lines by the UR series, which uses a chain to drive the camshafts.

38 September 2012 UNDERHOOD SERVICE

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ImportService Other V8s The 5.7L V8 (see Photo 2) is the sales leader in the Tundra and Sequoia models. However, it is a UR motor, so this timing belt article doesn’t apply. With that in mind, when a customer calls in for an appointment, you need to determine which engine is in the vehicle

before making any service quotes, especially at the recommended 90,000-mile service interval that Toyota lists for the timing belt on the UZ engines.

The other current Toyota V8 engine is the NASCAR engine known as the Tundra Racing V8.

Designed, developed and

Photo 2

produced in the U.S. by Toyota Racing Development (TRD), this engine is a pushrod design, and certainly does not have a timing belt.

Servicing Issues Each of the various models that use the V8 engines have specific items that must be removed to allow access to the timing belt and allow room to remove the accessories, belt drives and timing covers.

Repair times quoted are somewhat misleading for some models.

If there are any indications of oil leakage at the front of the engine and a possibility of having to replace seals is necessary (cam seals), the repair time can double if the valve covers (see Photo 3) and camshafts have to be removed (VVT-i engines). If the camshafts need to be removed to replace the cam seals, it would be good to measure the valve clearances before disassembly so the necessary

Photo 3

shims can be replaced in the process. Obviously, if there is any evidence of sludge buildup with the valve covers off, address the issue with your customer. Since the engines that have VVT-i rely on oil pressure to control camshaft timing, sludge can be a killer.

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ImportService In a search of pattern failures on these engines, it’s very obvious that the source of many problems is the use of non-OE or OE-equivalent timing belts.

Tooth count and timing alignment markings are critical, especially on the VVT-i engines. Be careful to compare the replacement belt to the original for tooth count between the alignment markings, as even a half tooth might make you redo the job. A belt that does not have alignment marks identical to the OE belt should not even be installed.

Another source of codes and driveability complaints after belt replacement is damage to the crankshaft position sensor reluctor wheel, which must come off during the process of replacing the belt. Extreme care should be taken to prevent any scratches or other damage to the wheel.

Harsh cleaners or abrasives should not be used to clean this part or any of the pulleys or sprockets. Typical codes that are related to timing belt misalignment or potential sensor wheel damage are P0011, P0021, P0016 or P0018.

Timing Belt Removal Due to the size of this engine, clearances are very tight for the timing belt repair, especially on the smaller 4Runner (see Photo 4). The Tundra, Sequoia, Land Cruiser and Lexus car and truck models have more room, but are

still tight for removal of some of the accessories.

You will need a tool to hold the crankshaft pulley to remove the crankshaft bolt, and you may need a puller to get the pulley to release from the crankshaft. The rest of the job is pretty straightforward. Do not consider this article to be a replacement for the proper repair information for the model you are working on. Rather, this article is intended to give you a heads up on some things to look out for; it’s not an instruction manual.

Since the water pump is run by the timing belt on these cars, and you will be removing some of the cooling system components, include refilling and bleeding of the system, or a complete coolant replacement, as part of the job estimate. As noted above, if any indication of oil leakage is observed on first removal of the timing belt covers, take the time to read through the procedure for camshaft removal and seal replacement before proceeding on VVT-i models.

1. Start by removing the ignition key and putting it somewhere known only to you. Once the timing belt is off, a touch of the key for any reason could spell problems.

2. You will need to remove the upper engine covers; use care with the plastic pieces. The lower engine shields could be left in place, but working around them would add time to the job. Due to a sometimes difficult-toremove crankshaft pulley bolt, it’s much easier to remove the radiator (after removing the shroud), especially if you are planning to do cooling system work. You will need to drain the cooling system anyway to remove the water manifold.

3. The serpentine belt tensioner is released by putting a socket on

Photo 4 Circle #42 for Reader Service

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ImportService the pulley bolt and turning it counterclockwise (the pulley bolt is left-hand threaded). Once the drive belt is off, you can unbolt, but don’t remove the various accessories (alternator, compressor, power steering pump). Toyota does a good job of providing enough slack in the connecting pieces to allow the various pieces to be moved out of the way enough to get the covers off and provide working room.

4. The fan is supported by a bracket and bearing assembly that must be removed. Keep track of where the various length bolts come from.

5. Before removing the covers for the timing belt, mark the timing marks on the cover and crankshaft pulley (see Photo 5) so they are easy to see. On VVT-i models, read and heed the warning sticker pertaining to the timing adjustment sprockets.

Removing the wrong bolts will cause a lot of headaches, and you cannot replace the camshaft seals from Photo 5 the outside.

6. Once the timing covers are off, in sequence, line up the timing marks, again making paint marks on the pulleys and rear covers to allow easier alignment. Now comes the time to remove the crankshaft pulley bolt Photo 6 and pulley. It’s easy if you removed the radiator, but can be difficult if the radiator is in place. An old timer’s trick is to place a thin piece of wood or cardboard over the face of the radiator to protect it.

7. Once the pulley bolt and pulley are removed, recheck alignment of the timing marks. If they don’t line up perfectly (within 1/2 tooth), turn the engine over by hand one rotation and recheck. Turn the crankshaft approximately 50 degrees clockwise, then backward to TDC to relieve tension in the camshaft timing gears. The timing marks should be lined up at this point (see Photo 6). If not, determine the reason (jumped timing, failed tensioner, failed idler Circle #44 for Reader Service

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ImportService pulley bearings) and make sure that it’s corrected during the repair.

8. Remove the hydraulic tensioner by loosening the bolts alternately. Take the tensioner and dust cover out and reset and pin the tensioner. Check it for obvious leakage or weakness.

You may need to rotate the right side (passenger-side) camshaft slightly to relieve tension on the belt between the crankshaft and right cam.

Tips for Improved Installation 1. If you’re using an OE or OEequivalent timing belt, it should have three alignment marks and arrows pointing to the front.

There should be obvious markings for the left and right cam and crankshaft. If there are markings remaining on the original belt, lay the two belts together and verify that the belts are marked the same.

Reports of aftermarket, non-OE equivalent belts being mismarked are quite common.

2. Before starting reassembly, check for leaks from the water pump, seals or front engine cover area. Check for smooth bearings in the idlers and for any deterioration or scratching of the belt sprockets. Make sure that the cupped side of the crankshaft belt guide/reluctor wheel is to the outside, and treat the guide as a VIP (very important part).

3. Using the painted marks you made earlier, turn the cam sprockets just slightly to make installing the timing belt easier.

Turn the right-side sprocket one tooth clockwise and the left-side a 1/2-tooth clockwise. Make sure the crankshaft is still aligned properly and install the belt with the printed marks lined up on the various shafts.

Start at the crankshaft, then the Circle #46 for Reader Service

left-side idler and camshaft, go around the water pump and then the right-side sprocket and tensioner pulley.

4. Install the tensioner hydraulic unit, tighten to spec and remove the retaining pin.

Allow a couple of minutes for the tensioner to fully tension the belt, then turn the crankshaft two full turns clockwise, back to TDC and recheck the alignment of all timing marks. If they’re not correct, start over with the belt installation.

Reassemble in reverse order using a torque wrench on all fasteners to prevent pulling or damaging threads in the aluminum housings.

5. Refill the cooling system using a vacuum-type filler system to prevent overheating due to air pockets.

Wrapping Up There really isn’t anything about this job that is out of the ordinary. If you’ve serviced the hundreds of Toyota V6s out there that most professional techs have, you will find this V8 job a piece of cake. Just understand that with VVT-i technology, some procedures and cautions need to be researched before you start taking things apart.

Also, while the majority (7090%) of Tundra and Sequoia models have the 5.7L V8 engine without a timing belt, there’s still up to nearly 30% of Toyota V8s that will require timing belt maintenance, providing your shop service opportunities.

The shear numbers of these vehicles that have been sold over the last 20 years (including Lexus models) means plenty of timing belt maintenance jobs. And, since these vehicles may have engine damage if a belt breaks or jumps time, preventive maintenance should make a lot of sense to your customers. s UnderhoodService.com

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TechTips Chirping Noise Heard From Honda’s Lower Timing Belt Area Applies To: 2005-’07 Accord V6 – All 2008 Accord 2-door V6 with A/T – From VIN 1HGCS2…8A000001 through 1HGCS2…8A005943 2008 Accord 4-door V6 with A/T – From VIN 1HGCP3…8A000001 through 1HGCP3…8A032544 2008 Accord V6 M/T – All 2009 Accord V6 M/T – From VIN 1HGCS2…9A000001 through 1HGCS2…9A002647 2005-’08 Odyssey – All 2009 Odyssey – From VIN 5FNRL3…9B000001 through 5FNRL3…9B057721; From VIN 5FNRL3…9B400001 through 5FNRL3…9B411326 2005-’09 Pilot – All 2010 Pilot 2WD – From VIN 5FNYF3…AB000001 through 5FNYF3… AB002381 2010 Pilot 4WD – From VIN 5FNYF4…AB000001 through 5FNYF4…AB003614 2006-’08 Ridgeline – All 2009 Ridgeline – From VIN 2HJYK1…9H500001 through 2HJYK1…9H503152; From VIN 5FPYK1…9B100001 through 5FPYK1…9B104340 Symptom: There is a chirp coming from the lower timing belt area. The noise is most often noticed at idle, usually after the engine has warmed up.

Probable Cause: The idler pulley mounting surface is tilted, causing the edge of the timing belt to rub against the side of the pulser flange on the drive pulley (gear).

Corrective Action: Install a taper shim kit, and grind a deeper relief on the engine mount bracket if needed.

These 2007 Accord V6 vehicles also require water pump replacement: 2-door with M/T – From VIN 1HGCM8…7A002002 through 1HGCM8…7A004104 2-door with A/T – From VIN 1HGCM8…7A002029 through 1HGCM8…7A003983 4-door with M/T – From VIN 1HGCM6…7A037354 through 1HGCM6…7A060259 4-door with A/T – From VIN 1HGCM6…7A034807 through 1HGCM6…7A057992 Parts Information Taper Shim Kit: 2005 models: P/N 04148-RCA-305 2006-’10 models: P/N 04148-RCA-306 (contains taper shim, timing belt and timing belt drive 48 September 2012 UNDERHOOD SERVICE

This month’s Tech Tips are sponsored by:

pulley [gear]).

Water pump (2007 Accord V6 only): P/N 19200RDM-A02 Diagnosis Note: If you have access to this service bulletin on ISIS and your computer has sound, click on Click to Play to hear an example of the noise (see Figure 1).

Figure 1

1. Remove the drive belt.

2. Start the engine.

Do you still hear the noise?

Yes – Go to Repair Procedure.

No – Reinstall the drive belt, then continue with normal troubleshooting procedures.

Repair Procedure Note: On certain 2007 Accord V6 vehicles, you will also be replacing the water pump. All other non-water pump replacement steps apply to all affected vehicles.

1. Affected 2007 Accord V6 only: Drain the engine coolant into a clean container, and save it for reuse.

2. Set the engine to TDC (top dead center).

3. Remove the crankshaft pulley.

4. Remove the timing belt covers.

5. Try to insert a 0.95 mm feeler gauge between the top edge of the timing belt idler pulley and the back of the side engine mount bracket overhanging the pulley, Figure 2 on page 50. This measurement is used to determine if step 12 is required.

Note: Remove the feeler gauge from its holder to get a more accurate measurement.

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TechTips

Figure 2

Figure 3

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6. Unbolt the CKP (crankshaft position) sensor (if applicable), and set it aside. Do not disconnect the CKP harness connector.

7. Remove the engine mount bracket.

8. Remove the timing belt.

Note: Remove the timing belt auto-tensioner, and inspect the tip of the piston for signs of damage.

Adjust the tensioner by pushing it down against a flat surface. The tensioner should not compress.

Replace it if it is damaged or if it compresses. See Figure 3.

9. Affected 2007 Accord V6 only: Remove the timing belt adjuster.

10. Affected 2007 Accord V6 only: Remove the water pump.

11. Remove the timing belt idler pulley.

12. If the feeler gauge fit in step 5, go to step 13. If the feeler gauge did not fit in step 5, remove

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TechTips the side engine mount bracket. Using a die grinder with a 2”, 50-grit grinding disc (or equivalent) and the circular casting offset as a guide, grind the side engine mount bracket until the lip measures 2 mm thick with a caliper or a micrometer. See Figure 4.

13. Affected 2007 Accord V6 only: Replace the water pump, and reuse the coolant you removed in step 1.

14. Affected 2007 Accord V6 only: Reinstall the timing belt adjuster.

15. Place the idler pulley shim between the idler pulley and the oil pump housing, and loosely install the idler pulley bolt with Hondalock 1 applied to its threads. Make sure to follow the assembly instructions on the Hondalock 1 container.

Note: The shim tapers from left to right. The word “OUT” is painted in Figure 4 white and stamped into the tang of the shim, and should be readable when the shim is installed. See Figure 5 on page 54.

16. When tightening the idler pulley bolt, use the square end of a 1/4” drive ratchet extension to keep the shim’s tab in the correct position. After you torque the idler pulley bolt to 44 Nm (33 lb.-ft.), bend the shim’s tab slightly toward the oil pump housing to keep it away from the idler pulley. See Figure 6 on page 54.

17. Install a new timing belt drive pulley (gear).

18. Install a new timing belt. Note: Use the (new belt) Timing Belt Replacement Procedure, not the (used belt) Timing Belt Installation Procedure.

19. Reinstall the CKP sensor (if applicable), and torque its bolt to 9.8 Nm (7.2 lb.-ft.).

20. Reassemble the remaining parts. If you replaced the water pump, make sure you bleed any air from the cooling system after refilling with the coolant you drained in step 1.

21. Do the CKP pattern clear/CKP pattern learn procedure. Go to the appropriate procedure below.

Note: If you don’t do the CKP pattern clear/learn procedure, the ECM/PCM may detect a misfire when there is none, and possibly set DTC(s) P0300 through P0306.

CKP Pattern Clear/Learn Procedure 2005-’06 Odyssey 2005 Pilot Note: The ECT must be at least 176° F (80° C).

– 2005 Pilot only: Before doing this procedure, check “Pulser F/B Learn” and “Pulser F/B Learn (High RPM)” in the Data List with the HDS. If both values show N/A, this procedure is not needed.

– 2005 Pilot only: If only “Pulser

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TechTips

Figure 5

Figure 6

F/B Learn (High RPM)” shows N/A, skip steps 7-9.

1. With the engine stopped, clear the CKP pattern.

2. Turn the ignition switch to LOCK (0).

3. Turn the ignition switch to ON (II), and wait 30 seconds.

4. Test-drive the vehicle on a level road: decelerate with the throttle fully closed from an engine speed of 2,500 rpm to 1,000 rpm with the A/T in 2.

5. Stop the vehicle, but keep the engine running.

6. Check Pulser F/B Learn in the Data List with the HDS. If it is Not Completed, go to step 4. If it is Completed, go to step 7.

7. Test-drive the vehicle on a level road: decelerate with the throttle fully closed from an engine speed of 5,000 rpm to 3,000 rpm with the A/T in 2.

8. Stop the vehicle, but keep the engine running.

9. Check the Pulser F/B Learn (High RPM) in the Data List with the HDS. If it is Not Completed, go to step 7. If it is Completed, go to step 10.

10. Turn the ignition switch to LOCK (0).

11. Turn the ignition switch to ON (II), and wait 30 seconds. The CKP learning procedure is complete.

2005-’09 Accord 2007-’09 Odyssey 2006-’10 Pilot 2006-’09 Ridgeline 1. Connect the HDS to the data link connector (DLC) located under the driver’s side of the dash54 September 2012 UNDERHOOD SERVICE

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TechTips board.

2. Turn the ignition switch to ON (II).

3. Make sure the HDS communicates with the ECM/PCM. If it does not, go to the DLC circuit troubleshooting.

4. Select Crank Pattern in the Adjustment Menu with the HDS. 5. Select Crank Pattern Learning with the HDS, and follow the screen prompts.

Courtesy of ALLDATA.

various transmission solenoid body connector-related DTCs. This may be due to water traveling down from the A/C drain into the solenoid body connector on the left side of the transmission.

Water Intrusion from A/C Drain May Cause DTCs Some 2006-’10 Ford Explorer, Mercury Mountaineer and 2007-’10 Explorer Sport Trac vehicles built on or before August 12, 2009, and equipped with 5R55S transmission may exhibit a check engine light with DTC P0713 and/or Figure 7

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TechTips Follow the Service Procedure steps to correct the condition.

Service Procedure 1. Verify any transmission-related symptoms or transmission-related DTCs that are present.

2. Check the transmission solenoid connector for signs of water intrusion or corrosion that may

be coming from the A/C drain (see Figure 7 on page 55).

3. If present, clean the connector thoroughly and apply Motorcraft Electrical Grease or equivalent as needed.

4. Cut and install the patch kit over the connector (Figure 7).

Courtesy of Mitchell 1.

Active Radius: ‘Just Looking at the Parts’ Series When automotive technicians order parts for a repair job they know they need the right part, and a quality part as well. So it’s just a common procedure of any repair job that technicians will inspect the new part to make sure it is a correct part as well as a quality part, without any visual or functional flaws that would lead to a poor repair job and a customer comeback.

Many newer-design clutch fric4.704” tion discs are designed with a thinner band of friction material than the original disc that came in the vehicle. The thinner band of material on the newer design may seem like a bad thing to some technicians as they compare the new and original parts that came out of the vehicle. Conventional thinking would be that “more is better;” more friction material will mean a stronger clutch.

The active radius of a friction disc is defined as the distance 4.367” from the center of the disc’s splined hub to the center of the friction material. So, by using a thinner band of friction material on the disc, the active radius will be increased.

The active radius can be thought of as a lever. The longer the lever, the easier it is to move a given load.

The above images illustrate how a thinner band of friction material will increase active radius and, therefore, the torque capacity of a clutch. The disc on the top has a thinner band of friction material than the disc on the right. This will increase the active radius and torque capacity of a clutch.

Courtesy of Schaeffler Automotive Aftermarket. s Circle #56 for Reader Service

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Book Report

TestDrive

Carroll Shelby, the Authorized Biography In May, the nation, as well as the world, lost a true automotive hero with the passing of Carroll Shelby. A chicken farmer turned racecar driver, Shelby was a leader in the development of performance automobiles. He spent a lifetime under the hoods and on the track until he died May 11 in Dallas, TX, at age 89.

Shelby may have been most known for bringing the Cobra to the race tack and the Mustang pony car to the streets. He’s been a longtime icon of the automotive industry and being named to the Automotive Hall of Fame and the International Motor Sports Hall of Fame are just two of hundreds of honors he earned from the industry during his long career.

In the book Carroll Shelby, the Authorized Biography, Rinsey Mills goes in-depth into Shelby’s historical racing and performance background.

Early in his career, Shelby’s accomplishments as a racecar driver included breaking land speed records at Bonneville and winning Le Mans in 1959 with

teammate Roy Salvadori. As a team manager, Carroll was part of the FIA World Grand Touring Championship as well as the Ford GT victories at Le Mans.

When his health forced him to give up racing in 1960, Carroll turned his attention to design. He had a vision of a racecar made from a lightweight European chassis with American V8 power.

The result is what is considered to be perhaps the greatest sports

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car and one of the fastest road cars ever constructed: the Shelby Cobra. The aluminum-bodied 289 and 427 Cobra models and the subsequent Shelby Mustangs made Shelby a household name in the 1960s.

Shelby continued to impact the world of racing and automobile design up until his death this year.

His charisma, vision and ability to know the best person for the job made him a master organizer and team leader able to produce consistently impressive results. Even today, Ford’s premier Mustang carries the Shelby name and iconic snake logo.

Anyone who enjoys performance vehicles and the history of racing will find this book fascinating. And for those just beginning a career in the automotive industry, this book will inspire you.

Book Notes Price: $35 (plus S&H) Publisher: Motorbooks ISBN: 9780760340561 Format: Hardcover, 464 Pages Illustrations: 25 color and 40 b/w photos www.motorbooks.com

ProductShowcase TechSmart has made it the company’s mission to create an advanced line of parts that helps today’s technicians find new and better ways to solve their customers’ issues. At this year’s AAPEX show, TechSmart will introduce exciting new products including 14 new categories such as Headlight Level Sensors, Wastegate Frequency Control Valves, Variable Intake Manifold Actuators and HID Headlight Ballasts, along with expanded coverage for many of TechSmart’s current categories. Smart technicians always reach for TechSmart first!

Circle #85 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 Belden Edge Premium Spark Plug Wires — NAPA Belden Edge Premium Spark Plug Wires combine patented technological advancements with time-saving, straight out-of-the-box installation. Upgrades include factoryinstalled wire clips, routing trays and protective loom where needed. These keep the spark plug wires properly positioned to prevent melted casings and wire arcing, making for a cleaner, quicker and easier installation.

Circle #89 for information

Circle #86 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.

Circle #87 for information

Wearever Platinum Brake Pads — 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.

SUNEX Tools is celebrating the company’s 35th anniversary with a contest that rewards professional technicians and jobbers with a chance to win SUNEX air tool packages and an all-expense paid VIP Race Day Experience in Miami, FL. To enter, visit www.sunextools.com and fully complete an entry form. Each entrant is asked to tell his or her story as a tech or jobber (What do you like most about your job? What tools do you rely on most every day?) Entries must be received no later than 5 p.m. EST on Oct. 15, 2012.

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Circle #88 for information

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UNDERHOOD SERVICE September 2012 63

TechFeature Continued from page 29

further reduces emissions. Urea is injected downstream of the turbo, which becomes a catalyst for NOx gas. Also, the fuel injection has changed to accommodate the use of piezo injectors and injection pressures reaching 29,000 psi.

Piezo injectors incorporate piezo crystals that are used to create movement of the injector’s pintle, which is faster than the traditional electromagnet. This, along with the higher injection pressure, further increases engine efficiency.

With more than 10 years of engine operation, the Duramax is a proven player in the mid-size diesel world. The engine design has always been on the same platform with only improvements to the integrity of the design as power increased and fuel injection changes as emissions reductions became greater. There have been some unusual failures such as broken rods or pistons, but very few accounts. The biggest problem was the injector flaws from the LB7. This was the most major failure that put a bad taste of Duramax into owners’ mouths.

Other than this, there are occasional mechanical failures that can often be associated with any

5th Generation Duramax LML

engine design. Parts over time become tired, it’s just related to what the vehicle is used for and how much maintenance is performed.

Keep in mind that the repair costs of the Duramax aren’t cheap. The parts will be competitive to other brands of diesels, but the labor is not. The labor associated with the Duramax, depending on what the repair is, can be intensive.

Take for instance a blown headgasket repair, the labor for both headgaskets on a Duramax will be around 35 hours compared to a Ford 6.0L that takes around 22 hours. s

GUESS THE THE CAR! CAR! WIN GUESS WIN $50! $50!

What vehicle MAKE does the picture on the left represent?

Submit your guess with our online contest form by visiting www.UnderhoodService.com/guessthecar or scan the QR code to the right with your smart phone.

#7

The winner will be randomly selected from correct entries and awarded $50. Entries must be received by October 1, 2012.

#6

September Solution: Ford Edge Solved by: Travis Brekke, auto tech, Collins Auto Repair, Albert Lea, MN

CONGRATULATIONS Travis!

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

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