Brake & Front End, December 2013

®

A MAGAZINE

� 2013 TPMS TSBs � U-Joints & Angles � GM AutoRide

December 2013BrakeandFrontEnd.com

Reader Service: Go to www.bfeRAPIDRESPONSE.com


Editorial StaffPhone: 330-670-1234

Editor Andrew Markel, ext. 296email: [email protected]

Managing Editor Tim Fritz, ext. 218email: [email protected]

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BRAKE & FRONT END (ISSN 0193-726X)(December 2013, Volume 85, Number12): Published monthly by Babcox Media,

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CONTENTSVolume 85, No. 12

16

A Publication

16Alignment Spec2004-2013 Mazda3

22Brake JobStopping Brake Noise

24Universal Joints Inspection and Replacement

4 Viewpoint

6 Gonzo’s Toolbox

10 Aftermarket Update

26 GM Autoride

30 TPMS

34 Twin-Piston Calipers

38 Tech Tips

42 Shop (New Products)

44 Rapid Response

45 Classifieds

48 Brakelight

2 December 2013 | BrakeandFrontEnd.com

PRESIDENT

Bill [email protected], ext. 217

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Jeff [email protected], ext. 282

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Doug [email protected] 330-670-1234, ext. 255

Sean [email protected], ext. 206

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Glenn [email protected] 330-670-1234, ext. 212

John Zick [email protected] 949-756-8835

List Sales Manager

Don [email protected], ext. 286

Classified Sales

Tom [email protected], ext. 224

2422



Viewpoint By Andrew Markel | Editor

Telematics: Tomorrow’sDiagnostic Nightmare

Every day you are exposedto and benefit from auto-motive standards. Since

1916, the Society of AutomotiveEngineers (SAE) has been work-ing with OEMs and suppliers todevelop industry standards likethe shape of the OBD II connec-tor (SAE J1930) to the communi-cation protocols for theserial data bus(SAEJ1850). Thisstandardi-zation hassaved youfrom buy-ing multiplescan tools(SAE J1979)and has enabledfor some diagnosticprocedures and knowl-edge to work for multiple vehicle manufacturers. Since the introduction ofOBD II in 1994, these stan-dards have helped shops andthe aftermarket create a levelplaying field while pushinginnovation forward at a lowercost. It is a great example ofhow an industry can organizefor the good of everyone. It has also given consumersbetter vehicles and more serv-ice options. It has been a real“win-win.”But, one of the biggest

trends in vehicles appears tohave no standards; I am talk-ing about telematics or the“connected car.” The best example of theramifications of the completelack of standards areMercedes-Benz’s Tele Aid and

early ver-sion of GM’s OnStar. Thesesystems were “bricked” dueto the elimination of analogcell phone service. Some ofthese cars were only threeyears old when the phoneand emergency assistance fea-ture stopped working in 2008. I am not scared that it willbe used to direct consumersback to the dealer or spy on

drivers, I am worried thattoday’s telematics systemcould be tomorrow’s diagnos-tic nightmare. This lack of standards willmake it more difficult to diag-nosis, repair or disable thesystem. Newer systems aregoing further and are becom-ing nodes on the CAN bus.They can do more than just

observe data,they can bi-directional-ly controlthe vehicle.This iswhy stan-dardsshould bedevelopedbefore a

telematics mod-ule tries to dial

Mom with a transmis-sion control module.

At the heart of the debate isthe clash of cultures. Theautomotive industry takes atleast two years to develop aproduct that will last morethan 11 years. The telematicsand cell phone industry willdevelop a product in sixmonths and it will need tolast only two years or untilthe next upgrade. Cars haveto move slower because acrash is literally a crash. �



Have you noticed howmany automotive reali-ty programs there are

on TV these days? I take the time to sit down

and take in a few of them hereand there. But, from my sideof the wrench, I have a com-pletely different perspectivewhen watching them.

In my opinion, some ofthese reality shows are farfrom reality.

They’ll start off with some-one flashing a wad of cash ormeeting a deserving owner.Before the first commercialbreak, they tow the vehicle totheir garage and present it tothe crew. The crew will lookshocked at what was justdropped off. That’s about thetime the host gives them thelowdown in the next 40 min-utes on what’s going to take

place. This usually consists ofa full restoration job, and onlya few weeks to get it complet-ed. By the end of the show,there’s a gleaming, fullyrestored work of art on thescreen.

But the shows that reallydisturb me are those that usethe “all-nighter” approach tocar repair because they aredone “Hollywood-style.” Ateam will completely disman-tle a car to the shell and do all

Our Profession Is Greatly Underestimated By The ‘Big Screen’

Real or Reality TVBy Scott “Gonzo” Weaver [email protected]’s Tool Box


the mechanical work, electrical, interi-or, dash and instrument panels,brakes, transmission, rear-end,engine, cooling and heating systems,replace the glass, and do a full paintand body mod in less than a week.And, the best part (or biggest guffawon these shows) is the final reveal ofthe newly restored gem to theowner/buyer.

On the sidelines, just out of the primary cameraview, is the entire crew that has spent the last threedays bringing this ride back to life. I’m in awe ofthe crew, to say the least. Not one of them is cov-ered in grease, or has half of their shirt untucked,they have no fresh cuts or scraps, and not one ofthem shows any signs of sleep deprivation.

I’ve done my share of all-night, marathon repairsbefore, and by the time the sun comes up, I’m notthe most coherent guy with a wrench. They mightcall it “reality TV,” but it doesn’t seem all that real-istic to me. I’m sure the entire staff involved aresome of the finest technicians, body-repair special-ists and electrical gurus of the automotive world,but I highly doubt you can turn out a truly profes-sionally restored vehicle in that short amount oftime. There has to be a huge number of shortcuts oroutsourced labor used to meet the deadlines.

I do restorations all the time and the biggest has-sle with any of them is parts availability. The jobcomes in the shop, you put it up on the lift and youspin the driveshaft, only to find out the differentialor bearings are shot. You can’t just run down to thelocal parts store and expect to pick up a set of bear-ings for a 30-year-old, low production car. But,somehow, some of these shows pull it off.

On the other hand, there are a lot of great auto-motive reality programs on the television that go togreat lengths to show how a modification is accom-plished, with details that explain the process to the“nth” degree. Any show that portrays the reality ofdoing the job I do every day in a professional man-ner will get my attention. I’ll sit down and watch itfrom beginning to end. You want to show me howyou install some super-cool, new rear taillight lens-es or wild-looking front grille ... awesome! Or,pulling an engine out of a classic and doing thenecessary rebuild on it ... super! I love that stuff.But, when you try to convince me that you’re going

to take some car that’s been totally neglected andsitting for 10 years in the back of some familygarage, and you’re going to bring it back to lifeovernight ... then you’ve lost me.

I think it gives the novice car enthusiast thewrong impression of what it takes to restore a car,and, for the typical customer, it greatly underesti-mates all that’s involved to fix his/her daily driver.Lately, I’ve been doing a lot more restoration proj-ects than I’ve done in the past, and I do believe it’s aresult of all of these reality shows. So, for that, I’mthankful. At the same time, shame on you! I can’tlive up to the overnight results that seem so possibleon the big screen. Even though the customer doesn’tmention they’ve been watching a reality show, youknow what they’re thinking: “This shouldn’t takeany longer than it does on TV.” �

Gonzo’s Tool Box

NUCAP Industries, manufacturerof the innovative NRS mechani-cal attachment system for brakepad backing plates, has partneredwith industry blog SAFEBRAK-ING.COM to offer an onlinebrake pad promotion. TheSAFEBRAKING photo contest,launched on December 5th, askstechnicians to submit photos oftheir customer’s bad brake pads,and earn valuable Snap-on giftcards, plus a chance to win a tripfor two to the 2014 SEMA showin Las Vegas.According to Jayson Keever,

executive vice president of glob-al sales and marketing forNUCAP, “The SAFEBRAKINGpromotion will help raise the

consciousness of aftermarkettechnicians and their suppliersabout a major problem facingthe replacement market.Adhesive bonded brake padbacking plates are a leadingcause of brake system noise,vibration and wear out issues.Not to mention that in the eventof a friction brake away, brakefailure could lead to a seriousaccident. The best thing to do toavoid those issues is to use theNRS-equipped backing plates.SAFEBRAKING.COM isaddressing this head-on.”Learn more about NUCAP’s

NRS technology and other prod-ucts at www.nucap.com.

v Industry Review

Go to www.bfeRAPIDRESPONSE.com

SAFEBRAKING.COM and NUCAPIndustries Partner in an Online BrakePad Promotion for Technicians

Federated Auto Parts is now ac-cepting nominations for the 2014Federated Shop of the Year. Nominated shops will be evalu-

ated on a set of criteria estab-lished by Federated and found onthe Shop of the Year nominationform. Shops may be self-nominat-ed or nominated by others. Thewinning shop owner and guestwill be awarded a three-night,four-day all-expenses-paid trip toPhoenix as Federated’s guest atthe 2014 Federated NationalMeeting, receiving special recog-nition during the Federatedawards banquet. “The response to the Federated

Shop of the Year program hasbeen terrific from the start and we

are looking forward to selectingour next winner,” said PhilMoore, senior vice president forFederated. “Choosing only oneshop is a real challenge since thereare so many highly qualifiedshops around the country. If youknow of a shop with knowledge-able, professional service techni-cians, superior service and repairsthat result in very satisfied cus-tomers, and active communityinvolvement, that shop could be

Federated Now Accepting Nominations ForShop Of The Year

the next Federated Shop of the Year.” Last year’s winner, Weathers Motors, Inc.

of Media-Lima, PA, was nominated byFederated member Berrodin Auto Supply. Asthe winning shop owner, Larry Weathers IIIaccepted the award on behalf of WeathersMotors. “There are worthy shops nationwide and

the Federated Shop of the Year program is awonderful opportunity to recognize the bestof the best, like Weathers Motors,” said JohnBerrodin, president of Berrodin Auto Supply.“I encourage anyone who has experience witha shop that meets the Shop of the Year pro-gram criteria to nominate that shop for thisprestigious honor.” For more information or to nominate a

shop, visit the Federated Auto Parts website atwww.federatedautoparts.com/ShopOfTheYear.aspx.

v Industry Review


At AAPEX in Las Vegas, rep-resentatives from Brake PartsInc. and Affinia Global Chas-sis, the respective manufac-turers of Raybestos brake andRaybestos chassis products,presented the keys to thewinner of the 2014 Raybestos Rattlesnake Toyota Tundra. Its newowner, Dave Cramer, is a property manager with Ross Pacific Man-agement in Vancouver, WA.“To say I’m excited would be an understatement,” said

Cramer. “I must have entered 10,000 contests in my lifetime, andthis is the first time I won anything.” Cramer said he’s a bit of acar fanatic. “I’m single, but I own five cars!” The RaybestosRattlesnake ups that to six. Cramer’s son Eric, a deputy sheriffand retired Army Ranger, joined him at the presentation.The signature-edition truck was the grand prize in the brands’

Summer 2013 North American salespromotion. The winning entry waspulled from more than 170,000 entries.Thanks to Toyota Racing

Development, a Toyota 5.7L alu-minum i-FORCE DOHC 32-valve V8with a tuned TRD Supercharger helpsthe Raybestos Rattlesnake reach 600+hp. It also includes a high-lift, off-roadsuspension and off-road shocks.Its stopping power comes from the

same Raybestos short track racingbrake package used by the Joe GibbsRacing team ... and the RaybestosRattlesnake stretches its off-road mus-cle with Raybestos Professional Gradechassis parts.

Visit www.RaybestosGarage.comfor more information on the 2014Raybestos Rattlesnake Toyota Tundraor to view video of the build.For questions regarding Raybestos

brand brake products, visitRaybestosBrakes.com or call 800-323-0354. For more information onRaybestos chassis parts, visitwww.RaybestosChassis.com or call800-323-3022.

Raybestos Rattlesnake SweepstakesWinner Hits Jackpot In Vegas



v Industry Review


The “Best Tech of the Year”award celebrates whatmakes our industry great— the technician. WIXFilters, a member of theAffinia Group family ofbrands, in conjunction withBrake & Front End maga-zine, named Bogi Lateinerof 180 Degrees Automotivein Phoenix as the 2013 BestTech of the Year.Bogi’s path to becomingan automotive technicianwas not a traditional one.After graduating Phi BetaKappa from Ohio’s OberlinCollege in just three years,she did a “180.” Instead ofattending law school asplanned, she enrolled in anautomotive trade school and immersed herself in thetraining necessary to become a technician.“After seven years of working as a master techni-cian for BMW, I missed having a connection withmy customers,” Lateiner said. “Istarted a repair shop in mydriveway with little more than astrong passion for educating mycustomers and a commitment tothe highest quality of serviceand repair. I wanted to create ashop where everyone could feelcomfortable and where I couldbe a part of elevating the reputa-tion of the automotive industry.”Bogi opened the doors of 180Degrees Automotive in early2007, just months before theonset of The Great Recession; a time when most oth-ers were closing theirs. Without any previous busi-ness experience or an automotive upbringing (herparents both worked for non-profits), Bogi lead 180’scarport garage and single employee (herself)

through five years ofincreased sales, clocking inwith 2012 sales at $1-mil-lion-plus/year, six full-timeemployees, and the pur-chase and renovation of a $1million state-of-the-art,green-optimized servicefacility.One of the keys to Bogi’ssuccess has been customereducation. Beyond teachingcar-care classes for women,she also leads automotiveworkshops, does personaland business coaching andmakes presentations on awide range of automotiveand business topics all overthe country. And, Bogirecently entered her second

season as one of the three-female crew on theVelocity Channel’s “All Girls Garage.”“As a technician and as a business owner, I’m pas-sionate about educating my customers and the com-

munity as a whole,” Lateinersaid. “I love the automotive after-market industry, and I’m com-mitted to continuing to improveour reputation and to making thecar care and repair experienceless scary for everyone, and par-ticularly for women.”“Bogi’s vision for the automo-tive service industry seeks toempower consumers throughknowledge of automotivebasics,” said Mike Harvey, brandmanager for WIX Filters. “Her

approach to consumer education also includes out-reach to women on how they can pursue careers asauto mechanics. She represents the future of auto-motive technicians and is an exceptional choice forthis year’s ‘Best Tech’ award.” �

2013 Best Tech of The Year: Bogi Lateiner

Bogi and Ray Evernham in frontof the trophy.


AlignmentSpec Sponsored by:

2004-2013

The 2004-2013 Mazda3shares the Ford C1 plat-form. This

is almost thesame vehicle asthe Ford Focusand Volvo S40when it comes tothe suspension.While the exteri-or and interiorchanged in nineyears, the sus-pension did not.The only major alteration oc-curred in 2009 when the sus-pension was updated and lostthe built-in adjustments forfront caster and camber. What changed significantly

during the nine-year run wasthe role of the steering posi-tion sensor. In 2009, Mazdamade electro-hydraulic powersteering standard. In 2011,

Mazda offered the option ofadaptive headlightsthat move the head-lights in accordance tothe steering. Both ofthese features requirethat the steering position

sensor is functioningproperly after an alignment.

Front SuspensionThe front suspension on the

Mazda is the same designyou see on many Ford prod-ucts. The front knuckle isdesigned with unique scrubradius and steering axis. Oninspection of the knuckle, pay

attention to the steering armsand the included angle.

On 2004-2009 models, thecamber and caster isadjustable by ±1º by mov-ing the upper strutmount. On 2010-2013

models, thereare no adjust-ments orconventionalaftermarketalignmentkits. Mazda advis-

es technicians should look fordamaged parts like the lowerrear control arm bushing.Some shops have had successwith elongating the holes inthe strut tower, but this is notrecommended. It is possible to increase

adjustability by installing a“high performance upper

Mazda3


BrakeandFrontEnd.com 17

mount, but this will significant-ly increase noise and vibration.On the MazdaSpeed version,

make sure the caster and camberare well within cross-tolerances.If not, the torque steer problemcould get even worse.

Rear SuspensionThe rear suspension of the

AlignmentSpec


Mazda3 uses Ford’s Control Blade design.For 2009, the suspension was revampedwith new lower control arms. The angles ofthe suspension are influenced by the rideheight of the vehicle to increase stability of

the vehicle. The toe is adjustable by an eccentric

bolt attached to the inner mount-ing point of the lower

control arm.

Make sure thevehicle is loadedwith a full tank offuel or the appro-priate amount ofweight before set-ting the final angles. Camber can be

changed by installingadjustable upper con-trol links. Beforeinstalling these parts,check the condition onthe bushings in the lat-eral stabilizer links. Ifthese bushings fail orgo soft, they can causenegative camber andtoe. The most commonsymptom is inner edge tire wear.

Steering Angle SensorOn 2004 -2008 Mazda3 models, the steering position sensor does


AlignmentSpec


not need to be reprogrammed. However, you can observe the output of the sensor with a scan tool. Bylooking at the SWA_POS PID, you can see the voltage change positively when the wheel is turned tothe left, and negatively when turned right. This type of steering angle is not looking for the exactangle of the wheel, but the amount and rate of steering angle change. On 2010 and newer Mazda3 models, the steering position sensor must be relearned through the OBD

II connection after the toe has been altered. 2010 and newer models use this for the electro hydraulicsteering system as well as the stability control. On 2011-2013 models, the steering angle and speed sensors also control the optional adaptive front

lighting or AFS system. This system turns the headlights in the direction of the front wheels. If thesteering position sensor is not calibrated, the lights will not point at the correct angle. Mazda recommends on 2010-2013 models that after the sensor is recalibrated the technician performs

the following procedure to make sure the steering position sensor is properly calibrated with the keyon and the engine running: 1. Align the steering wheel to the center.2.Within 5 to 10 seconds, turn the steering wheel completely to the right and then completely to the

left, then return to the center.3.Within 1 to 2 seconds, turn the steering wheel completely to the right and then completely to the

left, then return to the center.4. Repeat steps 2 and 3 one more time.5. Verify that not codes are set after a test drive. �

AlignmentSpec




BrakeJob

Camaro Caliper Conundrum

Some early Camaro owners noticed wheelweights on their Camaro SS Brembo brakecalipers. These weights looked like someone

at the factory was playing a prank, but theweights were functional and helped to add massto the caliper so it could better dampen vibrations.

This solution was implemented after carefulevaluation and validation by the Chevrolet engi-neering team. The stick-on weights helped pre-vent noise under certain driving conditions, butwere not a long-term solution due to thereduced longevity of the two-sided tape whenapplied to a hot brake caliper.

The final solution came in the form of weightson the ears of the brake pad. This more sophisti-cated solution added mass to the pad andbecame the factory fix. These weights look likecasters and stick out above the caliper housing. By having the extra weight on the pads and not

the caliper, a wider range of brake noises can beshifted or eliminated when compared to theweights placed on the caliper.

If you are looking for a replacement pad for acustomer who primarily drives on the street,there are aftermarket pads with these weights on

the pads. Some performance pads do not havethese weights. The lack of weights will not alterthe design of the system, but the customer mightnotice more noise. If the driver is using the vehi-cle for racing, they probably will not complain. Ifyou use the updated pads, the wheel weights onthe caliper can be removed. �


HOW A FEW WHEEL WEIGHTS STOPPED BRAKE NOISE.


Driveshafts By Gary Goms

Universal Joint Inspection & ReplacementIn modern automotive architec-

ture, universal joints are mostcommonly found on the rear

axles of light trucks, SUVs andRWD passenger cars. While somelow-angle joints are made with arubber-compounded material,most modern universal joints aremade of a steel cross connectingfour trunnions containing lubricat-ed needle bearings. See Photo 1.

Eventually, the needle bearingswear grooves into the case-hard-ened surfaces of the cross, whichallows the propeller shaft torotate slightly off-center. The rule-of-thumb spec for off-center rota-tion is generally 0.010” measuredat the end of the propeller shafttube. In the most catastrophiccases, the lubricant in the trun-nion bearings can be lost, whichwill cause the joint to separate. Larger universal joints can be inspected for extreme wear bytwisting the propeller shaft backand forth. Smaller joints can betested by prying the trunnionsback and forth with a large screw-driver. Preventive inspections canbe made by watching for rust for-mations around the trunnion sealindicating that the trunnion haslost its lubrication. In another

case, the driver might complain ofa snapping or popping sound atlow speed, which might indicatethat the trunnions are seizing dueto lack of lubrication. Seizing canbe diagnosed only by removingthe propeller shaft and checkingeach universal joint for smoothoperation by hand. See Photo 2.Because the trunnion bearingsare located at 90-degree intervals,a conventional universal joint actually accelerates and deceler-ates as it turns.To eliminate this uneven rotatingspeed, universal joints are installed in pairs and phasedalong the same plane on the pro-peller shaft. When the U-joints arecorrectly phased, the propellershaft speed smooths out becauseone U-joint accelerates as its com-panion joint decelerates.Unfortunately, some splined two-piece truck propeller shafts can beincorrectly phased duringreassembly. This condition can bedifficult to detect since incorrectphasing often results in a harmonic vibration that resonatesunder different conditions ofspeed and load. For this reason,it’s always important to index the

propeller shaft to its matingflanges and to its individual parts before replacing universal joints.Harmonic vibrations can also becaused by universal joints operating at unequal angles ofdeflection at the propeller shaft.These angles should be measuredwith the vehicle at normal sus-pension height and load. In someapplications, the angle at the rearaxle can be adjusted, either withshims or by a control arm eccen-tric, to allow the rear axle piniongear shaft to operate in the sameplane as the transmission. SeePhoto 3.

Using a hand-held universaljoint press will prevent damage tothe propeller shaft, as will soak-ing the joint in penetrating oilbefore removal. If required, packthe needle bearings with chassisgrease and always lubricate thepropeller shaft loops before assembly. If used, grease zerksshould point toward the propellershaft and be aligned along thesame plane. If the U-joint feels toostiff after it has been installed,align the trunnions by tapping thepropeller shaft loops with a medi-um-sized hammer. �


Photo 1

Photo 2

Photo 3


AirRide

The GM full-sized SUVs(Tahoe, Escalade and Ava-lanche) are the choice of

soccer moms, diplomats andcelebrities. What made these ve-hicles so popular was how thevehicles handle suburban andcity roads. The key to this is theGM Autoride rear air suspension.Autoride comes standard onthe GMC Yukon Denali andYukon XL Denali. The product isalso standard on the CadillacEscalade, Escalade EXT andEscalade ESV on which it isknown as Road SensingSuspension. GM also offersAutoride as an option for theChevrolet Suburban, Tahoe andAvalanche 1500, and an optionfor the GMC Yukon XL 1500.

ELECTRONICSUSPENSIONThe electronic suspension con-trol system independently con-trols each of the four shockabsorbers in order to control thevehicle ride characteristics. Theelectronic suspension control(ESC) system is capable of mak-ing these changes within mil-liseconds. The system is controlled by theESC system using sensors like

the steering angle,pitch/yaw and brakepedal sensors to deter-mine the correct damp-ening force. The systemalso uses ride height sen-sors to determine wheeldisplacement.The ESC shockabsorbers provide vari-able damping to resistsuspension movement. The ESCshock absorber has the capabili-ty of providing multiple modesor values of damping forces, inboth compression and rebounddirection. The damping forcesare modified utilizing electricalactuators located internallywithin the shock absorbers.The ESC module has the abilityto store DTCs as current or his-tory codes. The system uses anignition cycling diagnosticapproach in order to reduce theoccurrence of false or intermit-tent DTCs that do not affect thefunctionality of the system. Thisallows for the fail-soft actions tobe taken whenever a malfunc-tion condition is current, butrequires the malfunction to becurrent for a certain number ofignition cycles before the corre-sponding malfunction code andmessage will be stored or dis-played.

AUTOMATIC LEVELCONTROLThe Automatic Level Control(ALC) system maintains adesired rear suspension positionunder all types of towing, haul-ing and loading conditions. The

system uses the ElectronicSuspension Control Module(ESCM) and the serial data cir-cuit to perform the system func-tions. When the vehicle isunloaded, the rear suspension isat a desired position, which ismonitored by the ESCM usingthe position sensor inputs. Asweight is added to the rear ofthe vehicle, the position sensor'ssignal voltage inputs change. When the ESCM detects asteady substantial change in theposition sensor signal voltagesfor at least 10 seconds, itresponds by commanding ONthe ELC relay, which activatesthe compressor causing the airpressure in the shock absorberchambers to inflate. This infla-tion raises the rear of the vehicleto regain the desired suspensionposition. When weight isremoved from the vehicle, theESCM responds by command-ing ON the exhaust valve caus-ing the air pressure in the shockabsorber chambers to deflate. Each time the compressor isactivated, the ESCM commandsON the exhaust valve for 1.5seconds to release air from thecompression chamber in the


Height Sensor

GM AUTORIDE


AirRidecompressor’s cylinder head ensur-ing low motor current draw uponcompressor activation. The ESCMalso limits the amount of compres-sor run time to 255 seconds to pro-tect the compressor componentsfrom thermal damage.The system also performs a selftest on each ignition ON cycle inwhich the ESCM commands theELC relay ON, activating the com-pressor for 4 seconds then moni-tors the position sensor's signalvoltage inputs to verify the com-pressor is functioning and the sys-tem is holding air pressure.

COMPRESSOR SERVICEThe compressor is a positive dis-placement piston air pump. Thecompressor draws filtered airthrough an intake line attached toan under body rail. The com-pressed air is then run through adryer containing a moisture-absorbing chemical that dries thecompressed air before it is sent tothe shock absorber chambers.The dryer should be cleaned andserviced during shock or compres-sor replacement. To service thedryer, remove the compressorassembly from the frame rail. Thedryer twists apart and the desic-cate beads and filter should bereplaced. Service kits are available.

TRIMSET RECALIBRATIONIf the system is functioningabnormally, performing theBumpstop and ALC Trimset recali-bration procedures may correct thecondition. When a system compo-nent has been replaced, theBumpstop setup and ALC Trimsetprocedures must be performed.

1. Ensure that the vehicle has afull tank of fuel or add sufficientweight to the rear of the vehicle tosimulate a full tank of fuel.

2. Place the vehicle on a flat level

surface. Ensure that the suspen-sion is in the normal resting posi-tion. With a scan tool, perform theALC Trimset procedure by follow-ing the screen prompts.3. With a scan tool, perform thesuspension Bumpstop setup proce-dure by following the screenprompts. Once the process hasbeen completed, the system shouldbe fully functional.

PRESSURE TESTChecking the integrity of thisintelligent air ride system requiresmore than just soapy water. Inorder isolate a leak, the systemmust be at pressure. Since the sys-tem has solenoids, leaks may notbe spotted until that circuit hasbeen pressurized. 1. Disconnect the air tube fromthe air dryer.2.Attach the air tube to the pres-sure gauge on the side oppositethe toggle valve.

3. Close the toggle valve.4.Apply service air pressure tothe service valve and pressurizeuntil the pressure gauge reads 550kPa (80 psi).5. Verify that the system main-tains pressure for at least oneminute. If the system does notmaintain the specified pressure forthe specified amount of time,check the shock absorber airsleeves, air tubes and all connec-tions for air leaks using a soapywater solution. Repair or replaceany leaking components. �



TPMS

2013 TPMS TSBs

AUDITSB: 4413382034445/1Models: 2010-2014 A4/S4, A5/S5 and Q5Summary: This TSB addresses TPMS MILlights that are not related to a loss of pres-sure. The TPMS light may illuminate ifthere is a problem with the ABS, ESP orEPB modules. The TSB also discusses howto diagnose a 03159 DTC.

INFINITITSB: ITB13-034Models: 2014 Q50 (Hybrid)Summary: This lengthy TSB outlines theTPMS sensor registration process that isrequired for the Q50. The Q50 requires theuse of a scan tool, dedicated TPMS tooland the newer J-45295A activation tool.

TSB: ITB13-039Models: All Infiniti vehicles with TPMSSummary: This superseded bulletin dis-

cusses every detail about servicing Infiniti vehicles that have TPMS.This seven page TSB discusses every thing from aftermarket wheelsto sensor leaks.

JAGUARTSB: JTB00297NAS1Models: 2014 F-Type, 2010-on XJ Range Summary: This TSB contains 12 tipsabout servicing some Jaguar TPMSsystems.1. Use scan tool to observe tire PIDS2. Using service kits3. Use of incorrect sensors4. TG1B sensor non-serviceable valvestem on the F-Type5. TG1B service kit 6. TG1C sensor availability7. TG1C service kit8. TG1C valve stem service

HERE’S A RUNDOWN OF THE TOP TECHNICAL SERVICEBULLETINS RELATED TO TPMS FROM 2013.



TPMS


9. Tire mounting and dis-mounting procedures10. Valve-core replacement11. Excessive loads on stems12. TSB JTB00224 diagnostic procedures

LAND ROVERTSB: LTB00542NAS1Models: 2008-current Summary: This is theend-all-be-all TSB forLand Rovers. The seven-page TSB discusses diag-nostics, sensors andservice.

LEXUSTSB: L-SB0026-13, L-SB0052-13, L-SB0033-13Models: 2014 IS250Summary: While these TSBs falls under pre-deliv-ery category, these do include some of the best

explanations on how late-modelToyota TPMS system work andhow to reprogram them. Lexushas been doing this for the pastthree years.

MAZDATSB: 02-003/13Models: 2013-2014 CX-5,Mazda3 and Mazda6Summary: This TSB explainsthe logic behind the TPMSlight. It goes deeper to showhow the different modulesshare the information on a seri-al data bus. This TSB explainsseveral scenarios that could cause the TPMS light toilluminate.

MERCEDES BENZTSB: L140, 1-P-056178Models: SL models with the231 chassisSummary: Mercedes outlineshow to solve a fault codeC158100 for rear wheel local-ization failure.

NISSANTSB: WT 13-005Models: All Nissan vehicleswith TPMS systems Summary: This supersededbulletin discusses every detailabout servicing Nissan vehi-cles that have TPMS. This 11page TSB discusses everything from aftermarket wheelsto sensor leaks.

VOLVORecall: 256Models: 2013 S80 and XC70Summary: This recallinvolves flash reprogram-ming the Central ElectronicModule so the TPMS sys-tem conforms with FMVSS138. �



Hydraulics By Andrew Markel

In 1988, the first dual- or twin-piston floating brake caliperappeared on the Corvette.

This was just the beginning forthe design that would find itsway onto just about every lighttruck and SUV, including theChevrolet Suburban and Ford F-Series, by the year 2003.Servicing these brake systemsis not that much different thanservicing the single-piston sys-tem. But, there are some thingsyou should be aware of prior totackling the repair.

FLOATING CALIPERDESIGNSIn a floating caliper designusing one or two pistons, thecaliper piston moves out of itsbore and forces the inner padagainst therotor while thepressure onthe closed endof the boremoves thecaliper bodyin the oppositedirection forc-ing the outerpad againstthe rotor at thesame time.The floatingdesign mayhave its prob-lems out inthe field whenit is neglected,but it doeshave otherstrong points.

SINGLE VS. DUALThe dual-piston floating caliperhas several advantages over itssingle-piston counterpart. Themost obvious advantage isincreased piston area. Withincreased piston area, the caliperis able to generate more torque.


Twin-Piston CalipersARE TWO PISTONS BETTER THAN ONE?


HydraulicsMore torque means more stopping power. With a single-piston caliper, the footprint of the pad is limited in some ways to thediameter of the piston. The diameter can only grow so large in relation to the rotorand brake pads. If the pad is too long, it flexes. When the pad flexes, it creates anuneven friction coupling on the rotor’s face. The uneven friction can create unwant-ed noise. If the flexing is severe enough, the friction material can separate from thebacking plate. Also, there is a direct relationship between the diameter of the rotorand the diameter of the single-piston caliper.With dual- or twin-piston brake pads, the pads can be larger with even pressure dis-

tribution. A larger brake pad has several benefits. First, alarger pad will absorb more initial heat (less thermal shock).Second, a larger brake pad will have better wear character-istics and a longer life due to even pressure distribution.Third, a larger pad is able to absorb more unwanted noiseand vibration because it is able to cover more of the rotor.Another advantage is in the area of drag and fuel savings.With dual or twin pistons, it is possible to have more aggres-sive piston seals that can pull back the pads more effectivelyafter the driver removes his foot from the brake pedal.

SERVICE CONSIDERATIONSDual-piston calipers can be serv-iced in the same manner as single-piston calipers with a few excep-tions.• Look for uneven pad wear. Ifthe pads have tapered wear, itcould mean a problem with thecaliper. Tapered wear could meanthat the slides are binding or thatone piston is exhorting more forcethan the other, or both conditionscould be present.The slides and bushings play acritical role on dual-pistoncalipers. If there is too much play,the caliper could rotate on theslides. This will cause uneven padwear.• The pistons on dual-pistoncalipers may be difficult to retract.Both pistons must be pushed backat the same time and rate withspecial tools. If unequal force isused, it is possible to scrape thepistons against the bores. This candamage the finish and coatings onthe pistons and bores. Also, it candamage the seals. �


Tech TipsThis month is sponsored by:

We’re all familiar with good ol’ split lock andstar/toothed washers, as well as fastener alternativeslike self-locking nuts. And we know that the per-formance of various types of lock washers and nutsover the years has been adequate, but not typicallyexceptional.As times have changed, so has the technologyavailable. In today’s challenging and competitiveenvironment, wise shop owners and technicianstake advantage of the most current improvementsin products and procedures to enhance productivi-ty and profitability.

Enter ThreadlockersChemical threadlockers have seen greatly increaseduse in recent years, both on assembly lines and in

service bays. According to Nick Seferi, product man-ager for Permatex, advances in chemistry have madethreadlockers more versatile than ever before, andare able to meet a wide variety of fastening needs.The most significant benefit of chemical thread-lockers is that they provide better torque retentionthan mechanical methods. Lock washers only pro-vide holding strength at the point of contact,whether it is under the head of the bolt or at thenut. They can lose their elasticity due to heat,vibration and time and cause the fastener to loosen. Chemical threadlockers work differently. They fillin the spaces between the male and female threadsand harden into a tough plastic that locks the entirefastener in place. This not only prevents vibrationloosening, but also seals out moisture, dirt andother contaminants that can cause corrosion andcompromise the integrity of the assembled joint.“In addition,” observes Seferi, “gaskets can com-press over time, which can compromise the torqueretention of lock washers. Similarly, soft materialslike aluminum and other alloys, and even the plastic-like materials used in today’s vehicles, can compressover time. This can make lock washers less effectiveand reduce the reliability of the clamped joint.”

Size Does Matter“Innovations in threadlocker chemistry have allowedus to develop different formulations to fit a wide va-riety of fastener sizes and types in many applica-tions,” explains Seferi. Four key factors thattechnicians need to consider to make the rightthreadlocker choice are: the size of the fastener; thetorque specification; the nature of the parts being as-



Threadlocker 101 – Keeping Assemblies Assembled



sembled; and the expected needfor future disassembly.For example, bolts used onwater pumps or other acces-sories may only be 5/16” or M8,so the torque spec for such fas-teners would be a modest 20 ft.-lbs., which is about 27 Nm. Awater pump is something thatcan be expected to be replacedonce or even several times in thelife of a vehicle, so a medium-strength threadlocker would be agood choice for the attachingbolts.On the other hand, a structuralfastener on a truck chassis mightbe 3/4” or even an inch in diam-eter, and is unlikely to beremoved during the normal lifeof the vehicle. So a high-strengththreadlocker coincides with thelarger bolt and the more perma-nent life expectancy of theassembled joint. It’s important to note that,while a high-strength thread-locker does its job very well, dis-assembly will likely require spe-cial tools, procedures, and per-haps heat as well, where assem-blies using low- and medium-strength threadlockers typicallyrequire only everyday handtools for disassembly.

Here are some general guidelinesto help technicians choose the bestthreadlocker for particular tasks:Low-strength threadlocker —Commonly used for fuel injec-tion and carburetor fasteners,relay lock screws and bodypanel mounting fasteners.Typically for fasteners up to1/4” or 6 mm.

Medium-strength threadlocker

— A good choice for oil pan fas-teners, timing covers, starter andalternator bolts, intake manifoldand valve cover bolts, CV and

U-joint bolts and nuts, and otherfasteners for engine-mountedaccessories. Offers good vibra-tion resistance. Suitable for fas-teners from 1/4” up to 3/4” (6mm to 20 mm).High-strength threadlocker —Recommended where assembliesare expected to be permanent, ornearly so, like flywheel andengine block bolts, truck bedmounting bolts, axle bolts andnuts, and construction equip-ment fasteners. Balancer bolts,ring gears and torque converterbolts are other common applica-tion locations. Suggested for fas-teners larger than 3/4” (20 mm).Threadlockers also come withformulations designed to handlespecial applications, such as thoserequiring tolerance of oil residue.A good example would be valvecover or cam cover bolts, where itmay be awkward or even impos-sible to clean all the oil film out ofa tapped hole in an engine orcylinder head. There’s also acompound that’s ideal for sealingfreeze plugs/core plugs in engineblocks and cylinder heads andeven a threadlocker made with awicking formula that allows it toflow easily into difficult-to-accessthreads and fasteners that havealready been assembled.

And What About ThreadSealants?There are many places on today’scars where fasteners and fittingsmust contain fluids, and thereforecan benefit from supplementalsealing materials. Historically,technicians have used white tapeto promote sealing of such joints.And, just as historically, the tapehas deformed or slipped out ofplace during installation, orshredded or torn in use, leadingGo to www.bfeRAPIDRESPONSE.com

Tech Tips

The following diagnosis might be helpful if thevehicle exhibits the symptom(s) described in thisbulletin.

MODELS2003-2011 Saab 9-3 Sedan2004-2011 Saab 9-3 Convertible2006-2011 Saab 9-3 Combi

CONDITION/CONCERNA customer may complain of a snapping or pop-ping noise on turns from the front suspension.This typically occurs on sharp turns such as aparking lot maneuver. Have the technician dupli-cate the concern to verify the noise is coming fromthe front suspension.

RECOMMENDATION/INSTRUCTIONSAfter the technician has duplicated the concern toverify the noise is coming from the front suspen-sion, make sure are all components are torqued tospecs. Also, a number of wheel bearings have beenreplaced with the thinking that was the root cause.In fact, the brake backing plates are popping overthe mounting bolts when the suspension is flexedand the wheel is turned. To remove the backing plate,follow WIS path 9440/Front suspension/Adjustment-Replacement/Wheel Hub Front. NOTE: Do not replace wheel bearing or hub.After removal of the backing plate, have tech

enlarge the mounting holes in the plate enough toensure they will not bind or contact the mountingbolt. (1 mm is a good rule of thumb). Reinstall perWIS path 9440/Front suspension/Adjustment-Replacement/Wheel Hub Front - carefully provid-ing necessary clearance between the backing plateand its components.

Saab Automobile Parts North Americawww.saabparts.com �

Tech Tips


to the very kinds of leaks they were hoping to pre-vent. Furthermore, pieces of torn tape can migrateinto passages and clog precision orifices, causingdamage or system malfunction.Thread sealants are the better choice here. Theywork just like threadlockers to keep the assemblytogether, but also provide the additional sealingpower needed to keep the fluids in check. Various

formulations are available, including a standard-duty thread sealant with PTFE, a high-perform-ance thread sealant that withstands up to 10,000psi, a specific hydraulic/pneumatic sealant forhigh-pressure systems, valves and fittings, and ahigh-temperature sealant for applications up to400° F (204° C). Courtesy of Permatex.


SAAB: Snap or Pop from the Front Suspension


ShopBrought to you by:

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Hunter’s Quick Check inspection system, which performs acomprehensive vehicle inspection in under three minutes, usesnew WinAlign 14 software to communicate with cutting-edgedevices and provide valuable information about a vehicle’salignment, brake performance, battery health, tire health andemissions. The Quick Check inspection system builds onHunter’s patented alignment check system which measuresalignment angles that affect tire life. The alignmentchecktakes only 58 seconds, and produces total toe and camber measurements for both axles. Reader Service: Go to www.bfeRAPIDRESPONSE.com

NAPA Heater Cores — With the cold season just aroundthe corner, it’s nice to know that NAPA has you coveredwith your heater core needs. With more than 440 modelsthat are built to OEM specifications with fully brazed aluminum tanks and high-efficiency tube spacing for optimal heat transfer, that’s NAPA know how.Reader Service: Go to www.bfeRAPIDRESPONSE.com

InCheck Service LLC introduces its Service Portal app for automotiverepair shops. The main feature of the app is “My Garage,” which allowscustomers to track their vehicle’s progress while it’s being serviced inreal time. Other features include upcoming maintenance reminders, aGPS locator and customer rewards programs. The app can be listed inboth Apple and Google markets, and shops can customize it with logo,name and color scheme, plus various features. For more information,visit www.incheckservice.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com

The optimal control derived from the ADVICS total braking system results in a comfortable and safe ride every time. With applicationsfor passenger cars and light trucks, ADVICS products meet or exceedOE specifications, assuring industry-leading braking performance. Visitwww.ADVICS-na.com to learn more about ADVICS braking systemsor email [email protected]. Reader Service: Go to www.bfeRAPIDRESPONSE.com


It’s Fast, Easy and Accurate!Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Brake and Front End.

Advertiser Page Advertiser Page

AASA 5

ADVICS 23

Air Suspension Parts by Arnott, Inc. 27

Akebono Corporation 15

Auto Value/Bumper to Bumper Cover 4

Bartec USA, LLC 32

Castrol 1

Federated Auto Parts Cover 2

Hunter Engineering Co. 17

Jasper Engines & Transmissions 39

KYB Americas Corp. 21

Mevotech 20

Mohawk Lifts 38

Moog Steering & Suspension 19

Motorcraft,Ford Motor Company Post-it Note, 9

NAPA Cover Call Out, 25

Nucap Industries 34, 36, 48

O'Reilly Auto Parts 35

Packard Industries 41

Parts Plus 13

Perfect Stop 30, 31

Permatex Inc 33

Raybestos Brakes 3, 40

Schaeffler Group USA 6, 7

Specialty Products Co 12

Wagner Brakes/Federal-Mogul 10, 11, 18

WIX Filters 28, 29

ZF Services North America LLC 43

>> VISIT www.bfeRapidResponse.com and click on the company from which you want information.

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DI R E C T C L A S S I F I E D S


ERIKSSON INDUSTRIES • 800-388-4418Old Saybrook, CT • FAX 860-395-0047 • www.zftranspart.com

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DI R E C T C L A S S I F I E D S

BrakeLights



Do you have your own bad

brakes story and pictures? If

you do, it could be worth $75

and, if selected, your story

could appear in

BRAKE & FRONT END.

Send digital pictures and your

contact information to:

[email protected].

This customer has a

1990 Jeep Wrangler

4x4. When he came

in he said, "I felt a really bad

vibration and realized I forgot

to take it out of four-wheel

drive. Then the front drive-

shaft flew off the car at 80 mph

and now it feels a little low on

power." He needed a new ex-

haust pipe, transfer case and driveshaft. �

Bob HaibeckHaibeck Automotive Technology

Addison, IL


Documents

Brake & Front End, December 2013