Brake & Front End, September 2013

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� Why Bearings Fail �Chrysler Sebring Brake Job � VW Jetta + Golf Alignment Tips

September 2013BrakeandFrontEnd.comMAGAZINE

Reader Service: Go to www.bfeRAPIDRESPONSE.com


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24Electric Parking BrakesCan you release the brakes?Electric parking brakes were onceonly on luxury cars like Jaguars andAudis. Now they can be found onChevys and Fords.

32Wheel BearingsWhy do bearings fail?At some point in time most wheelbearings will fail. Knowing how andwhy they failed can mean more lifefrom the replacement.

58Steering Geometry DiagnosticsGoing beyond caster, camber and toe.The invisible angles made by knuckles, kingpins and steering arms areoften misunderstood. These angles can influence tire wear, steeringand handling.

PublisherJim Merle, ext. 280 email: [email protected]

EditorAndrew Markel, ext. 296email: [email protected]

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

Technical Editor Larry Carley

Graphic Designer Dan Brennan, ext. 283email: [email protected]

Ad Services (Materials)Cindy Ott, ext. 209email: [email protected]

Circulation Manager Pat Robinson, ext. 276email: [email protected]

Subscription Services Maryellen Smith, ext. 288email: [email protected]

COVER STORY: Electric Parking Brake

CONTENTS


A Publication

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BRAKE & FRONT END (ISSN 0193-726X)(September 2013, Volume 85, Number 9): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874.Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913.BRAKE & FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 288, to speak to a subscription servicesrepresentative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year.Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to BRAKE& FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Brake and Front End is a member of and supports the following organizations:

DEPARTMENTSColumns

AUGMENTED REALITY CONTENT IN THIS ISSUE:

Auto-Video Inc. 69Steer Angle Sensor Hack 52TPMS Light Diagnostics 56

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Sales Representatives:

Bobbie [email protected], ext. 238

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

Sean [email protected], ext. 206

Dean Martin [email protected] 330-670-1234, ext. 225

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

John Zick [email protected] 949-756-8835

Jamie Lewis [email protected] 330-670-1234, ext. 266

List Sales Manager

Don [email protected], ext. 286

Classified Sales

Tom [email protected], ext. 224

8 Oil Change Invoice Rules10 ASE Test Tip12 Viewpoint14 Gonzo’s Toolbox16 Industry Review22 Brake Job28 Alignment Specs: VW38 Brakes: Booster Modes

42 Tech Update44 Tie Rod Ends50 ABS/ESC: Tire Influence

54 TPMS: Spare Tires62 Tech Tips70 SHOP: Product Showcase

75 RAPID RESPONSE

76 Classifieds80 Brake Lights


OilNews INVOICE REQUIREMENTS

New Oil Change InvoiceRequirements For Shops

Your customer invoicesmight have to list the engine oil type, brand and

other related information, according to a new recommenda-tion by the U.S. Commerce Department’s National Instituteof Standards and Technology(NIST) and the National Confer-ence of Weights and Measures(NCWM). These recommendationsbecame effective July 1, 2013,for states that approve, and areoutlined in a section known asthe Uniform Regulation for theMethod of Sale of Commodities.But, it is still not clear howthese recommendations will beenforced.“Last year (July 2012), theNCWM added a requirement toits existing model regulationsfor retailers that provide oilchange services to provide consumers with a documentthat lists the oil’s manufacturer,brand name, SAE viscosity andservice requirements as definedin API 1509, SAE J183 or ASTMD4485,” said Ron Hayes, chair-man of the Fuels and LubricantsSubcommittee of NCWM. “Thisfollows concerns expressed to

the NCWM that some retailersmay not have provided con-sumers with product-matchingadvertised specifications.”

Recommendations:• Oil change facilities andrepair shops must disclose theengine oil brand name, SAE viscosity and API service category or categories oninvoices or customer receipts.• The retailer must have labelson all containers, includingbulk storage tanks, with thesame information.• Oil suppliers must providethe information on deliverytickets to the retailer.• Effective Jan. 1, 2014, alldelivery tickets must beretained at retail facilities forone year.• Labeling and disclosure onreceipts are required for engineoil with obsolete API servicecategories with the appropriatecautionary language.To get more information onthese uniform recommenda-tions and to determine the status of your state, visit ASA’slegislative website atwww.TakingTheHill.com. �


Section B, Item 8 of the ASE L1 certification task liststates:“Interpret OBD II scan tool data stream, diagnostic trouble codes

(DTCs), freeze-frame data, system monitors, monitor readiness indicators, and trip and drive cycle information to determine system condition and verify repair effectiveness.”

What ASE is talking about are the modes of OBD II scan tool protocol. Modes are usually denoted by a dollar sign and a two-digit number. While most rookie technicians can use a scan toolwithout being aware of what the modes mean, L1 certified techni-cians should know what the modes are for advance diagnostic andtool usage for some undercar systems like ABS and emissions.

Mode $01: Used to identify what powertrain information is avail-able to the scan tool.

Mode $02: Displays freeze-frame data.Mode $03: Lists the emission-related “confirmed” DTCs stored. It

displays exact numeric, four-digit codes identifying the faults.Mode $04: This mode is used to clear emission-related diagnostic

information. This includes clearing the stored pending/confirmedDTCs and freeze-frame data.

Mode $05: Displays the oxygen sensor monitor screen and thetests.Mode $06: This type of information is a request for On-Board

Monitoring Test Results for Continuously and Non-ContinuouslyMonitored Systems. There are typically a minimum value, a maxi-mum value and a current value for each non-continuous monitor.

Mode $07: In this mode, the scan tool sends a request for emis-sion-related DTCs detected during the current or last completeddriving cycle. It enables the external test equipment to obtain“pending” DTCs detected during the current or last completeddriving cycle for emission-related components/systems. This isused after a vehicle repair, and after clearing diagnostic informationto see test results after a single driving cycle to determine if therepair has fixed the problem.

Mode $08: Bi-directional testing of components.Mode $09: Retrieve vehicle information like the VIN and the cali-

bration identification.Mode $0: Lists emission-related “permanent” DTCs stored. As per

CARB, any DTC that is commanding the MIL on and is storedinto non-volatile memory will be logged as a permanent faultcode. �

QuickTips SCAN TOOL MODES

ASE L1:

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Understanding Scan Tool Modes



In 2009, the Car Allowance Re-bate System (CARS) or “Cashfor Clunkers” incentivized

drivers to trade in their gas guz-zlers for more efficient vehicles. Most of these 690,114 vehiclesare now four years old and havealmost 50,000 miles on theodometer. This is a sweet spotyou cannot ignore.

If you look over the mainte-nance intervals for the top 10vehicles, in the past four yearsthese vehicles have not neededmuch more than oil changesand filter replacements.Hopefully, the drivers haveabided by these intervalsbecause seven out of the 10vehicles on the list have mainte-nance indicator lights. In the past four years, most ofthese vehicles have developedundercar problems. Most ofthese vehicles have had theirbrake pads replaced at leastonce and the rotors are at thediscard specifications, except

maybe the Prius. Four of the vehicles in the top10 have had rear brake wearproblems. Four cars on the listhave also developed rear tirewear problems.

INSPECTING THE SWEET SPOTThese vehicles are a goldenopportunity for undercar-focused shops. Even if the main-tenance interval charts aresparse on replacement items,they are heavy on inspection forall the vehicles. At every oilchange they recommendinspecting the brakes, chassisand tires.The sweet spot gets even betterwhen you look at the 36,000-,40,000- and 50,000-mile inter-vals. These inspections typicallyinclude most of the fluids,HVAC system, drivetrain andmost mechanical systems. Belts,hoses and the battery also getspecial attention. The OEMs want you to inspectthe items on the list so you canrecommend the appropriate

services to the customer. Surethese items could be ignoredand the vehicle could run100,000 miles without a prob-lem, but after this, major partfailures can be expected.

THE SHIFTI always hear the line, “cars arejust built better.” The real truthis cars are just built different andthey will also last longer creat-ing more service opportunities.Most of these vehicles do nothave big jobs written into theservice interval charts. You haveto inspect. The manufacturers havelearned every driver and drivecycle is different. They alsoknow vehicles are lasting twiceas long and accumulating moremiles per year than ever before.Instead of making blanket rec-ommendations, they want tech-nicians to inspect and make rec-ommendations that can makethe vehicle operate longer andbe the most economicallysound. �

Viewpoint By Andrew Markel | Editor

‘Cash For Clunkers’ Cars AreNow Your Stimulus Package

Below are the top 10 sellingcars for Cash for Clunkers:1. Toyota Corolla2. Honda Civic3. Toyota Camry4. Ford Focus5. Hyundai Elantra6. Nissan Versa7. Toyota Prius8. Honda Accord9. Honda Fit

10. Ford Escape


By Scott “Gonzo” Weaver [email protected]

Hardly a day goesby when I’m notchanging oil in a

car. It’s a simple task toperform, but, today, youmust also reset the oil re-minder system.The procedure varies

from model to modeland year to year.Sometimes, I figure thatsince I’m right there by thecar, I might as well findthe owner’s manual (thatlittle booklet that’s typicallyburied in the glove box underall those extra napkins, brokensunglasses and assortedpaperwork) and look up theprocedure myself. (And,sometimes, the car may be toonew that the procedures arenot yet in an online informa-tion system.)Oftentimes, I might even

use it to find the exactamount of oil I need to add.But, for some reason, not onemanufacturer can come upwith a method of putting theinformation in one conven-ient spot. The information isincluded, but it’s hardly everclearly placed where you caneasily find it. And, you’dthink with years of goingthrough various owner’smanuals to find these resetprocedures, or the vehicle’soil quantity, that I’d have thisdown to an science. NOT!So, here I am, just another

day at the shop, doing anotheroil change, and, just like thelast oil change, I’m sitting inthe car flipping through pageafter page of that crazy booktrying to find the right section.That might explain the crazymechanic in the car, if youwalked by right about then.You’d probably notice meshouting out a few commentsabout what I think of thesepoorly written vehicle exposés.It’s like a maze of confusing

references from one page toanother. Tell me, why do theseowner’s manual writers makeit so difficult to find sucheveryday information? I knowit’s in there; probably oneshort paragraph describing afew steps you need to do to

clear the warning light, but doyou think they’ll put a refer-ence to that particular page inthe index? Good luck on that

one.Of course, for a lot ofthe newer cars, you canreference a CD or go to awebsite where you canview the manual. To me,that just makes it even lesslikely that I’ll look. Instead,I’ll just go to my own com-puter and find the proce-dure in a repair informa-

tion database. I’ve lost count of how

many times that I think I’vefound the page with theinformation I needed, only tobe directed to another sec-tion, which then leads me toan entirely different section.It’s just a pain in the dipstickto read these manuals some-times, and that’s probablywhy most vehicle ownersdon’t read them at all. Youknow what these manufac-turers need to do? They needto spice things up a bit, likehiring a professional dramawriter to write the owner’smanual for them. I can’t sayI’d sit down in my comfychair next to the fireplacewith a copy of Gone With The

Owner’s Manual, but itwouldn’t hurt to make themmore user-friendly, or we’dbe back to square one. �

LOST IN THE OWNER’S MANUAL I Know It’s Here, Somewhere...

Gonzo’s Toolbox

14 September 2013 | BrakeandFrontEnd.comv


Wagner ThermoQuietCeramicNXT brake pads featur-ing Wagner OE21 formulationsare the first full line of replace-ment ceramic pads to achievelow-copper certification, accord-ing to Federal-Mogul. Approvalwas provided by NSFInternational, an independentregistrar overseeing manufactur-er compliance with copper legis-lation. The official industry“LeafMark,” indicating compli-ance with 2021 legislativerequirements, will now appearon Wagner ThermoQuietCeramicNXT boxes.

Reduction of copper content invehicle friction materials isrequired with the recent passageof environmental legislation inCalifornia and Washington. Thislegislation mandates that the useof copper in new OE and replace-ment brake pads be reduced toless than 5 percent (“low-cop-per”) of material content byweight by Jan. 1, 2021. Federal-Mogul stated that, as a

global leader in eco-friendly fric-tion technology for originalequipment (OE) manufacturers,the company developed OE21low-copper formulations specifi-cally for the WagnerThermoQuiet aftermarket prod-uct line. These new ThermoQuietlow-copper ceramic pads are 35percent quieter while providing15 percent more stopping powerand 40 percent greater faderesistance than previous formula-tions, according to the company. “These low-copper certifica-

tions demonstrate that WagnerBrake is leading the way inaddressing the latest environ-mental regulations. In addition,our engineers have redefined thescience of ceramic friction tech-nology by developing eco-friend-ly formulations that provideacross-the-board improvementsin overall braking performance,”said Martin Hendricks, vice pres-ident and general manager, brak-ing, Federal-Mogul.

Federal-Mogul says theWagner OE21 formulations weredeveloped through an advancedtribological “fingerprinting”process that enabled the compa-ny’s engineers to map thedynamic properties of copper ina full range of operating condi-tions and then identify alterna-tive materials that provide supe-rior NVH control, improvedstopping power, reduced fadeand outstanding dusting charac-teristics. To learn more about the pro-

prietary OE21 low-copper fric-tion formulations and WagnerThermoQuiet CeramicNXT brakepads, visitwww.WagnerBrake.com.

v Industry Review


Federal-Mogul Announces WagnerThermoQuiet Is First Ceramic Full Line Brand OfBrake Pads To Achieve Low-Copper Certification


Industry Review

Airtex Fuel Delivery Systems, one of the world’s leading manu-facturers of fuel pumps, has introduced a new mobile applicationcompatible with Apple iPhones. The app is available for freedownload in the Apple App Store. The new Airtex Fuel Delivery Systems VIN Scan App uses the

smartphone’s camera to scan the vehicle identification number,saving the user the time and trouble of punching in multiplenumbers. Once the VIN is scanned, the app takes the user tothe Airtex product catalog for that specific vehicle, displaying thefuel pump needed, technical specifications and where to buy.The app also can be used to search for Airtex products by en-tering the part number or year, make and model of the vehicle. The new Airtex VIN Scan App includes numerous customer

support resources like downloads, videos and access to freetechnical support, providing counter professionals, techniciansand do-it-yourselfers with real-time educational assistance, diagnostic training, technical tips and common diagnostic procedures. “We are committed to providing unmatched customer service

and technical support," said Brandon Kight, director of market-ing and program development at Airtex Fuel Delivery Systemsand ASC Industries. “This app allows our customers to save a lotof the time and hassle associated with finding the right part.With this VIN Scan App, it literally takes only a few seconds toscan the VIN and know the fuel pump that you need. All of thepart-specific technical support videos and resources are rightthere, which will provide all the knowledge needed to do the jobright the first time.”

Airtex Introduces New Mobile App ToScan Vehicle Identification Numbers


Consumers can receive a $40Visa prepaid card for a Walkerdirect-fit catalytic converter pur-chased between September 1and October 31, 2013, throughTenneco’s Walker “Ultra Rewards!” promotion. Available at participating automotive service locations

nationwide, the Walker “Ultra Rewards!” incentive offers a $40Visa prepaid card to consumers who purchase a qualifyingWalker direct-fit catalytic converter or Walker CalCat direct-fitcatalytic converter. “Through the ‘Ultra Rewards!’ promotion, consumers can

get a significant savings on Walker direct-fit converters,” said

Fall Promotion Rewards Consumers For WalkerDirect-Fit Catalytic Converter Purchases


Industry Review


Sheryl Bomia, North American programs manager, Tenneco. “Walkerproducts include the latest in emissions control technology and are available for a full range of late-model vehicles.” Engineered to meet CARB requirements, Walker CalCat converters

are available for sale in all 50 states and Canada. Tenneco backs qualify-ing Walker products with an exclusive Safe & Sound Guarantee 90-dayconsumer cash-back offer. For specific details about the guarantee, visitwww.WalkerExhaust.com. For specific qualifying Walker products, go to

www.WalkerExhaust.com after September 1, 2013. To obtain necessaryWalker Ultra Rewards! promotion forms, visit the Walker website afterSeptember 1, 2013. All submission forms must be postmarked by De-cember 2, 2013, to qualify. To learn more about Walker emissions control products and the latest

Walker components for today’s vehicles, please contact your Walkersupplier or use the brand’s comprehensive, user-friendly electronic cata-log at www.walkerexhaust.com. To locate a Walker authorized reseller,visit www.WalkerExhaust.com and search using the “Dealer Locator.”

Gabriel (Ride Control LLC) has announced thelaunch of its national “Legendary Sales Event,”offering consumers a mail-in rebate of up to$125 when they purchase four qualifyingGabriel-branded ride control products betweenSept. 1 and Oct. 31.Consumers are eligible for a 20 percent mail-

in rebate when they purchase a combination ofany four qualifying Gabriel ReadyMount, Ultra,MaxControl or Strut Mount products betweenSept. 1 and Oct. 31, 2013, up to a maximumrebate value of $125.Every day, thousands of motorists may not even realize they are riding on

shocks and struts that have significantly deteriorated. In emergency maneu-vers, these worn shocks can lengthen braking distances and affect handlingand stability. To help consumers spot the signs of worn shocks and struts,Gabriel has developed a new video, “Top Ten Warning Signs of Worn Shocksand Struts.” It is available to view at the Answerman Video section ofGabriel’s website or on YouTube at TheOriginalGabriel channel. “As the originator of the first shock for automotive use, Gabriel is commit-

ted to providing the high-quality product and line that has made it a legendin the industry since 1907," said Michael Lipski, vice president of sales andmarketing, Ride Control LLC. "With maximum savings of up to $125, TheOriginal Gabriel’s ‘Legendary Sales Event’ helps the consumer replace theirshocks in preparation for tougher fall and winter driving conditions.” Gabriel has created “Legendary Fall Sales Event” kits for participating

shops that includes a poster and rebate pad. To receive a kit, call 1-800-251-5932. Details of the sales event, qualifying products, rules and rebate formsare available at www.Gabriel.com. �

The Original Gabriel Launches'Legendary Sales Event'


Brake Job

2000-2006Chrysler Sebring

FRONT BRAKESThe 2000-2006 Sebring front

brakes can have differentcaliper designs depending onthe engine and model year,and even if it is a convertible.Make sure the parts store hasall the information before youorder parts.

Most of the rotors are thesame diameter, but, year-to-year, Chrysler changed thethickness specifications. Someaftermarket suppliers have cre-ated a single part number toreduce inventory. Because ofthis, it is best to use the discardspecification stamped on therotor and not the specificationin the manual.

All brake calipers are thelow-drag type utilizing a sin-gle-piston floating design.There are two different caliperguide pin bolts used at eachbrake caliper, one of whichhas a sleeve at the tip of theguide pin. It is there for anti-

rattle and noise suppressionissues and must be placedcorrectly to work properly. Ateach front brake caliper, thisbolt is placed at the upperlocation.

If any of the boots and sealsthat keep the grease in theguide pins are worn or leak-ing, buy a new hardware kit.

REAR DISC BRAKESThe rear brakes use a con-

ventional single-piston caliperwith the parking brake in thedrum of the rotor’s hat. Thedrum has two shoes and anadjuster. Install the adjuster sothat the shoe adjusting bolt ofthe left hand wheel isattached towards the front ofthe vehicle, and the shoeadjusting bolt of right handwheel is towards the rear ofthe vehicle. There should beno drag on the rear rotor andthe leaver should fully engageafter 3-5 clicks.

REAR DRUMSThe drum brakes are all two-

shoe, internal-expanding typewith an automatic adjusterscrew. After replacing theshoes, road test vehicle stop-ping in both forward andreverse directions. The auto-matic-adjuster will continue toadjust brakes as necessary dur-ing the road test.

Adjust the brake shoes to thedrum diameter using a brakeshoe gauge. The brake drumsshould lightly drag on theshoes. Further adjustmentsmay be done using the adjust-ment procedure as necessary.

To adjust the shoe diameter,turn the adjuster wheel using ascrewdriver inserted throughthe adjusting hole in the rear ofthe shoe support plate. Oncethe tip of the screwdriver con-tacts the adjuster wheel teeth,move the handle of the toolupward using the supportplate as a pivot to adjust the


The second-generation Chrysler Sebring brakes are problem free when compared to the previousgeneration. There are very few reports online about pulsation problems that seemed to plaguethe previous generation.

Brake Job

BrakeandFrontEnd.com 23


shoes outward. To back the shoes off, push onthe pawl with the screwdriver to disengage itfrom the adjuster wheel teeth, rotate the wheelupward to back off the adjustment usinganother screwdriver or a brake adjuster tool.

PADSBrake pads must be replaced when usable

material on a brake pad lining measured at itsthinnest point measures 2 mm millimeter (0.04inch) or less. It is important to inspect bothfront and rear brake pads during the sameinspection.

Front disc brakes are equipped with an audi-ble wear indicator on the left side inboardbrake pad only. The right side pads do notinclude an audible wear indicator. Rear discbrakes are equipped with audible wear indica-tors on both left side and right side inboardbrake pads. �

Parking Brake

Parking BrakesArecent variation is the

electric parking brake.First installed in 2001,

electric brakes have since ap-peared in a number of vehi-cles, including: • 2011-current Buick Regal;• 2010-current Chevy Volt; • 2001-current Audi A4, A5,A6 and A8;• 2010 Subaru Legacy andOutback;• 2002-current BMW 7 Seriesand 5 Series; • Lincoln LS;• Jaguar S-Type, XF and XJ;• 2003-current Volkswagenmodels; and • 2009 Buick LaCrosse andCadillac CTS.

There are two variations ofthe system available. In themore-traditional “cable-pulling” type, an electricmotor simply pulls the emer-gency brake cable rather thana mechanical handle in thecabin. A more complex unituses two computer-controlledmotors attached to the rearbrake calipers to activate it. It is expected that these sys-tems will incorporate otherfeatures in the future. Someautomakers already have asystem where the emergencybrake initiates when the carstops and then goes off assoon as the gas pedal ispressed preventing the carfrom rolling downhill.

THE BASICSMost electric parking brake-equipped vehicles work thesame way most conventionalsystems work, except there isan electric motor actuating thecable or piston.Most motorists seldom usetheir parking brakes. It is arequired safety device andmust work properly whencalled upon to keep a vehiclestationary. The main functionof the parking brake is to pre-vent the vehicle from rollingwhen it is parked. PARKserves the same purpose invehicles with automatic trans-missions as leaving a manualtransmission in gear. So, tomany people, the parkingbrake seems redundant. Evenso, it should be used — at

least occasionally. When the parking brake isseldomly used, one of twothings can happen: it maystick and not release whenapplied, or it may allow brakepedal travel to increase. Using the parking brakehelps keep the cables freed upso corrosion can’t build upand cause the cables to bind.Applying the parking brakealso works the self-adjustersin the rear brakes and helpskeep the linings in drumbrakes properly adjusted forminimum pedal travel. Oncars with four-wheel discbrakes and locking rearcalipers, using the parkingbrake keeps the threaded self-adjusting mechanisms insidethe rear caliper pistons work-

24 September 2013 | BrakeandFrontEnd.com Go to www.bfeRAPIDRESPONSE.com �

Parking Brake


ing freely to compensate for pad wear. The parking brake also has a secondary pur-pose. It’s also an emergency brake. Should bothhydraulic circuits fail, the driver can alwaysyank on the parking brake to slow the vehicledown. The stopping power provid-ed by the rear brakes is marginal,but better than nothing.

The parking brake system is prettysimple. On vehicles with rear drumbrakes, applying the parking brakepulls a pair of cables that areattached to arms on the secondarybrake shoes. This forces both pairsof shoes outward against the drumsto lock the brakes. On four-wheeldisc brake applications, the discbrake pads are pushed against therotor by the caliper pistons. Thisrequires either a cam or screw mech-anism inside the caliper piston thatpushes the piston out and holds itthere, or a mini-drum brake insidethe rear rotor. On rear disc brake applicationswith locking calipers, the adjustmentof the parking brake cable is espe-cially important. If the cable isadjusted too tight, there may not besufficient travel to work the self-adjusters and/or the brakes maydrag. If the cable is adjusted tooloose, the parking brake may nothold the vehicle. As a rule, most

hand levers should travel only about four or five“clicks” when properly adjusted.

ADJUSTMENTOn rear disc brake applications with mini-drums


� Go to www.bfeRAPIDRESPONSE.com

Parking Brake


in the rotors, the parking brake works like a con-ventional duo-servo drum parking brake. Pullingthe cable forces the shoes outward against thedrum to lock the wheel. But unlike a full-sizeddrum brake, there’s no self-adjuster mechanism forthe star wheel to compensate for shoe wear. Theonly time the parking brake is applied is when thevehicle is at rest, so the shoes should last the life ofthe vehicle unless the parking brake is not releas-ing causing the shoes to drag. The thickness of theshoe linings doesn’t really matter as long as there isenough lining left to hold the car on an incline withnormal cable travel. On most vehicles, the left and right parking brakecables come together and are attached to a leverlinkage called an “equalizer” yoke under the vehi-cle. The equalizer yoke balances, or equalizes, theamount of force that’s applied to both cables whenthe parking brake is applied. The equalizer linkage,in turn, is connected to a single cable that runs tothe parking brake lever or pedal. An adjustmentscrew may be located on the front cable where itconnects to the equalizer, or where the cable attach-es to the parking brake lever.

On conventional systems and electric systems,equalizer linkage can also rust up, interfering withproper application and release. Also, inspect thehinge pivot because it can break loose, renderingthe parking brake useless. When doing a brake job, therefore, always checkthe operation of both parking brake cables and theequalizer linkage. Apply the parking brake to see ifthe linkage is working properly and that the brakeswill hold the vehicle. Then, check to see that thebrakes release fully. If there’s any binding and/orcorrosion, clean and lubricate the cables (if possi-ble) or replace them. Also, lubricate the pivot pointon the equalizer linkage. On electric systems, theactuator will adjust for cable stretch over time. But,it can only compensate so far.To service electric parking brake systems, itrequires a scan tool. Do not try jumping 12 volts tothe various pins of the connectors to extend orretract the piston or cables. Chances are you willset a malfunction code and turn on the brake lightwhen the EBCM exercises the unit for the first time.The worst case scenario is that you could damagethe unit. �

Alignment Spec

Most entry-level VWmodels featured thesame basic suspension

used from the advent of theoriginal VW Rabbit. About theonly change was from a rearstrut suspension to a separatecoil spring and shock absorberin the rear. Used for all modelsof the Golf, Jetta, New Beetleand the Audi TT, this suspen-sion is simple, durable and easyto repair. There is still a beamaxle in the rear of pre-2006FWD cars. For 2006, the A5 platformwent to a multi-link rear sus-pension design that resembles

the Ford Focus down to theblade-shaped upper controlarms. Also, the front suspen-sion knuckles resemble theFord Focus design.

BEAM AXLESPay attention to the alignmentangles, like toe and camber, for anindication of the health of theaxle. Very few cases of corrosionhave been reported with VWbeam axles. The most commonfailure involves the bushings thatconnect the rear axle to the body.Bad bushings cause noise, thrustangle and setback problems. Check the rear spring insulators

Sponsored by:


VW Jetta & Golf



Alignment Spec

for damage and dry rot. Also,make sure the lower bushings andupper shock mounts do not showwear or signs of bottoming out.The majority of beam axle vehi-cles can be adjusted by inserting ashim between the axle and wheelbearing hub unit. This can offersome degree of adjustment. If theaxle is way beyond adjustment,replacement is necessary.

MULTI-LINK REARSUSPENSIONSThe VW A5 platform for theGolf, Jetta and Audi TT aban-doned the rear beam axle for amulti-link system with trailingand lateral links. The main wearpoints of the suspension are thebushings. Check for wear and any

signs of movement in outboardupper and lower control arms. Asthe bushings age, the extra com-pliance can cause toe and camberangle to exceed specifications. The A5 platform has adjustmentbuilt into the rear suspension. Aneccentric bolt on the upper controlarm’s inboard mount controls thecamber. The lower lateral link’sinboard bushing includes aneccentric to adjust the toe.

FRONT SUSPENSIONIn the front, all Jettas and Golfshave a very basic strut assemblywith a lower control arm with twoinner bushings and a bolted-onball joint at the bearing carrier.Nothing could be simpler; eventhe sway bar is relatively easy toremove and install. About the only weak points arethe ball joints, as they are tinyand, with the additional horse-power, larger wheels, tires andbrakes, they are prone to failure. The fourth-generation platformwas known to have problemswith the suspension cradle shift-ing and changing the suspensionangles. Often, the bushings are toblame. Some customers may com-plain of a popping or banging

during turns in the foot well area.Oil and transmission fluid leakscan often cause the bushings tofail. Before replacing these bush-ings, make sure the leaks areresolved. The A5 or fifth generation plat-form also had suspension sub-frame complaints. The driver maycomplain of popping or bangingin the foot well area. The problemis often the fasteners that hold thesub-frame to the body. These boltsare torque-to-yield bolts that canwork loose over time. This allowsthe sub-frame to move against thebody and cause noise. If you see acase of this, it is recommended toreplace the bolts and re-torquebolts using the proper procedure.


Alignment Spec

With every generation of the Jetta and Golf, themethod of adjusting the camber has gone from easyto difficult to impossible. On pre-1998 vehicles, thecamber could be adjusted by slotting the lower strutmounting bolts or by the use of a cam bolt. In 1999,VW said the camber was not adjustable, but could bechanged slightly by moving the engine cradle. But,some aftermarket companies introduced upper strutmounts that could change the camber by ±1º. In2006, the only way to change the camber was by

shifting the sub-frame.If you do see a late model VW with the camber outof specification, look for damaged parts first.

STEERING ANGLE SENSORSAfter a minimal alignment, it is not required to resetthe steering position sensor with a scan tool. The lat-eral accelerometer and yaw sensor will compensatefor minor changes in the steering angle after onedrive cycle. If an extreme toe angle adjustment wasperformed or if steering column and/or rack wasreplaced, it is required to perform a calibration pro-cedure. On vehicles with HID headlights, there is a link onthe left front control arm that controls the angle ofthe lights depending on the attitude of the vehicle.The link is prone to damage and become detached.Always inspect this linkage and replace if necessary.Also, the sensor can be calibrated with a scan tool. �


Wheel End

The inside of a bearing canbe a hot place. When abearing is cooling off, the

contracting metal, air and lubri-cant can create a vacuum that ishopefully held by the seals. Ifthe seals are worn and can’thold the vacuum, the bearing orsealed hub unit will suck in out-side air, debris and water. Insome parts of the country thatuse salt on the roads, it is al-most as bad as ocean water onwheel bearings.As these contaminants cir-

culate through the greaseand between the races andbearings, the componentswear and possibly changetheir metallurgy.A driver may notice noise

coming from the vicinity of thewheel, maybe some steeringwander or looseness in thesteering, and abnormal treadwear on the front tires. Thenoise may change when turn-ing, or become louder or evendisappear at certain speeds.This noise should not be con-fused with the clicks and popsproduced by a worn outer CVjoint on a FWD car. A badouter CV joint usually onlymakes noise when turning, notwhen driving straight ahead.Once a bearing is worn, the

wear rate is accelerated byseals that no longer keep out


By Andrew Markel, Editor

Why Bearings Fail


Wheel End


contaminants, and increasedheat may breakdown and even-tually expel the lubricants. Thisis a slippery slope that couldquickly lead to catastrophic fail-ure.

LOOKING CLOSERWhen a bearing wears out, it is

usually a case of inadequatelubrication, faulty installation orimproper adjustment. For therepair to be successful, youmust first determine why theprevious bearing failed. Forsealed hub units, examining theinternal bearings and races isimpossible.Interview the customer to find

out what kind of roads theydrive on. Also, ask what typesof loads they carry. If the cus-tomer overloads the vehicle,bearing damage could beinevitable. The most common failure pat-

tern for bearings is for those onthe passenger side of the vehicleto fail first. The passenger sidebearings are exposed to themost standing water in the gut-ter. If the bearings on the driverside of the vehicle fail first, takean extremely close look at thepassenger side bearings, failuremay not be far behind.

METALLURGYMost bearing components are

heat-treated to harden the metal.But, the heat-treating can onlypenetrate so far into the metal.Once the bearing has wornthrough this layer, rapid andcatastrophic wear occurs to thesofter metal below. This type offatigue failure is called“spalling.” This kind of damagecauses the metal to come off in

flakes (Figures 1, 2 and 3).If a bearing overheats, the hot

lubricant breaks down and cancause scoring and even etchingof the bearing surfaces. Also,water and other corrosive ele-ments can create this condition,which lead to spalling down theroad (see Figure 4). Burned oroxidized lubricant may leave adark coating on bearing sur-faces (Figure 5). Remember thatwith tapered roller bearings,excessive pre-load can mimicthis same damage. If a bearinggets really hot, cages and sealscould be deformed and leadingto bearing lock-up (Figures 6

and 7 on page 36).Seals are critical components

for the longevity of a bearing. Ifcontaminants from the outsidefind their way inside, this couldcause a wear pattern calledbruising (Figure 8 on page 36).Never re-use seals. Used sealscan leak and contaminate brakelinings or cause premature bear-ing failure.Bearings are precision products

that require complex manufac-turing processes. Inferior bear-ings that use low-quality steeland have poor heat-treating canwear and spall prematurely.Also, the poor quality steel mayhave inclusions of hard or softmetal that can cause a prema-ture failure (Figure 9 on page

36). In summary, an inexpensivebearing may look the same as ahigh-quality bearing, but it iswhat you can’t see that makes adifference between a comebackand a satisfied customer.

ADJUSTINGOvertightening adjustable

tapered roller bearings is a com-

Figure 4

Figure 5

Figure 3

Figure 1

Figure 2

Wheel Endmon error that can lead to pre-mature failure. Tapered rollerbearings on the front of RWD

vehicles are never preloaded.They’re snugged up with nomore than 15 to 20 ft. lbs. oftorque while rotating the wheelto make sure the bearings areseated. Then the adjustment nutis loosened 1/6 to 1/4 turn, andlocked in place with a new cotterpin. As a rule, endplay should beabout 0.001 to 0.005 inches. There should be no play on most

FWD cars, but up to 0.010 inch ofplay in the front bearings may beacceptable on RWD cars andtrucks with adjustable bearings.

On FWD cars with adjustabletapered roller rear wheel bear-ings, the bearing adjustmentprocedure is usually the same aswith RWD vehicles (zero pre-load), but some do require aslight pre-load. Ford, for exam-ple, says the rear wheel bearingson older Taurus models shouldbe lightly preloaded to 24 to 28in. lbs. (2 ft. lbs.).

The replacement market for

wheel bearing and hub assem-

blies is estimated to be $120

million annually. Yet, many

wheel bearings that may need to

be replaced are not because they

are overlooked when other

service and repair is being

performed on a vehicle. �


Figure 6

Figure 7

Figure 8

Figure 9


Brakes

In school, I took physics andwondered if I would everuse all the scientific stuff.

All of that stuff is kind of im-portant if you want to knowhow altitude can affect the per-formance of a vacuum brakebooster, engine, your body anda whole lot of other stuff. Atmospheric pressure ismeasured as a differentialbetween a vacuum and theatmosphere. In 1643,Evangelista Torricelli invent-ed the barometer. It wasmade of a glass tube sealed atone end filled with Mercury(Hg) and the open endplaced in a dish of Mercury.The weight of the created avacuum at the top of the tubeand atmospheric pressure onthe dish of mercury forcedthe Mercury to rise 29.53inches in the tube. To thisday meteorologists use thismeasurement in forecastingweather. There is a need toconvert barometric pressureinto a dimension that can beused to measure the force ofatmospheric pressure.Atmospheric pressure can beconverted to 14.7 pounds persquare inch of pressure at sealevel. In 1929, atmospheric pres-sure was given a scientificunit of “bar.” One bar is equal

to 14.504 pounds persquare inch. Table 1shows how atmosphericpressure changes withaltitude and temperature.Today, the Pascal (Pa) is thescientific unit to measurebarometric pressure. One baris equal to 100,000 Pascals or100 Kilo Pascals (100 Kpa).This is the unit of barometricpressure used in the scan tool. Since the 1980s, a barometricpressure or Baro sensor, orManifold Absolute Pressure(MAP) sensor is used tomeasure barometric pressurefor engine emissions control.This information can beshared with other controllerson the buss. The MAP sensor is actually aBaro sensor attached to theintake manifold. When theignition is turned on, the con-troller measures barometricpressure and stores it inmemory. The controller thenmeasures the differential fromatmospheric pressure to man-ifold pressure. The MAP andBaro sensors are constructedof a vacuum chamber anddiaphragm that is connectedto the intake manifold. The differential in pressurebetween the vacuum chamberand manifold vacuumchanges the resistance of the

diaphragm and voltage signalto the controller (Figure 1).

APPLYING THESCIENTIFIC STUFFAtmospheric pressure andengine manifold vacuum arethe two factors that make abrake booster work. Thepressure differential createdon either side of thediaphragm(s) in the boosterproduces a force on the pis-ton of the master cylinder. Ifengine manifold vacuum is20 inches Hg or 68 Kpa atsea level, the booster is capa-ble of exerting 9.8-PSI ± 0.5PSI on the diaphragm of thebooster. There is 53.6 square inchesof surface on an 8.5-inchbooster diaphragm.Multiplying the surface of thediaphragm X, the pressure


Brake Booster andthe BarometerBy Gene MarkelContributing Editor

Brakes


available would equal total out-put of 525 pounds of force onthe master cylinder pistons at a100% apply of the booster. As altitude increases, baromet-ric pressure is reduced. Zeroatmospheric pressure occurs atapproximately 30 miles or158,400 feet above sea level. InDenver, CO, atmospheric pres-sure is 17% less than at sea level. Table 1 shows how atmospher-ic pressure changes with alti-tude and temperature. If a vacu-um-assisted brake booster israted at 100% efficient at sealevel, its efficiency is reduced by17% at the State Capitol build-ing in the mile high city ofDenver, CO. In Denver, itwould be 436 pounds of force atatmospheric apply. Most stops use approximately20 to 40% of the atmosphericpressure differential to stop thevehicle. A stop from 30 mphrequires 20% of an atmosphericapply in Denver that wouldequate to 87 pounds of force onthe master cylinder pistons. The87 pounds of force transferred a0.75 (19mm) master cylinder

piston would equal 38psi of hydraulic pres-sure. The area of a circle iscalculated as A=r2. Thehydraulic pressure is

applied to calipers with 2”(50.8mm) diameter. This wouldgenerate 119 pounds of force onthe brake pads.

BOOSTER OPERATIONThere are two types of boosterunits. The most common is thesingle diaphragm used for com-pact vehicle applications. It hasa single vacuum and pressurechamber. The tandem is the sec-ond type unit is used for fullsize vehicles, light trucks andSUVs (Figure 2). It uses threediaphragms to form two vacu-um and pressure chambers.There are four modes of opera-tion for a vacuum brake booster

during a brake applica-tion. They are rest,apply, hold or balance,and release. In applymode, the pressure fromthe brake pedal causesthe push rod to move

the treadle valve forward andclose the vacuum port to thevacuum diaphragm chambersand isolate the vent valve. As the push rod continues tomove forward, it opens the ventvalve to atmospheric pressureand pressurizes the boost cham-ber(s) to create a force on thediaphragm(s), power piston, andpush rod connected to the mas-ter cylinder pistons. In hold orbalance mode, the pressure gen-erated by the brake pedal push

rod and pressure from themaster cylinder piston pushrod equalize. This causes thetreadle valve to close thevent valve to maintain thepower piston a pressure dif-ferential assist to the mastercylinder. Release and rest mode arethe same. When the pres-sure generated by the pedalis released, the vacuumvalve opens, the pressure

from the boost chamber(s) isevacuated, and the power pis-ton is returned to its rest posi-tion by the spring in the mainvacuum chamber (Figure 3).The vacuum check valve is akey component to the operationof the booster. A leak in the valve can cause areduction in the performance ofthe booster and increase pedaltravel. A manifold vacuum of20” Hg or greater can beachieved during engine decel-eration. The booster chambers

Figure 1: MAP sensor

Figure 2: Teves Master Cylinder

Brakes


can be evacuated and retained at this pres-sure by a properly operating check valve.Anti-lock brake systems (ABS) and ElectronicStability Programs (ESP) will function at theirbest when full vacuum boost is applied. A BrakeAssist System (BAS) utilizes a mechanical orelectromechanical function to apply a 100% vacu-um/pressure assist. In an emergency stop wherethe brake pedal is rapidly depressed, the vacuumbooster may not be able to react fast enough toapply adequate force to the master cylinder to pro-vide the shortest stopping distance. The BAS is anenhancement to ABS, ESP and Adaptive CruiseControl (ACC). The BAS brake booster unit will con-tain additional components. The Continental Teves unit is used on full-size vehi-cles. It uses a brake apply/release switch, diaphragmtravel sensor and a solenoid winding. The brake apply/release switch closes when thebrakes are applied. The diaphragm travel sensor

measures the speed at which the brakes are beingapplied. If a rapid/emergency brake apply issensed, the BAS controller will energize the sole-noid winding to increase the apply pressure onthe master cylinder push rod. This BAS is active at speeds above 5 mph andthere are no fault codes present in the controller.The TRW Mechanical Brake Assist (MBA) uses apermanent magnet to engage maximum assist for


Figure 3

Brakesemergency stops in asingle diaphragmunit (Figure 4).The AdaptiveCruise Control(ACC) is a systemthat uses a radarsensor to calculatethe distance betweenthe ACC vehicle andvehicle traffic withinrange of the radarsignal that can beone tenth of a mile. The system willmatch the speed ofthe vehicle by reduc-ing the throttle

and/or applying the brakes without requiringthe driver to brake or adjust the cruise controlsettings. The BAS can implement ACC braking. Othermethods can use a pump to supply a hydraulicbrake apply. In the case of the BAS, the ACC willsend a message to the BAS controller and it willactivate the solenoid and apply and release thebrakes. A change in throttle position from the driverwill also disengage the auto braking function.When the driver throttle input is released andcruise speed is resumed, the auto braking func-tion is reactivated. �


Figure 4: TRW Mechanical Brake Assist. Notice themagnet that can control boost levels.

TPMS

Seasonal temperature changecan dramatically alter tirepressure, which can cause

the tire pressure warning lamp toilluminate. Tire temperature is de-pendent on “cold” tire pressure,driving distance and speed, ambi-ent temperature and road surfacetemperature. As the temperatureof the tire changes, air in the tireexpands and contracts, changingthe tire’s air pressure. The coldtire pressure for all models willvary and will need to be adjustedaccordingly.“Cold” tire pressure, as shownon the tire pressure label on ourvehicles, is generally consideredto be the pressure in a tire thathas not been driven in the past4 hours and has been parkedoutdoors.The tire pressures must be setwith the tire pressure marked on

the placard. Tires are then adjust-ed according to the current con-ditions to ensure that the TPMSlight does not illuminate unnec-essarily.If a vehicle has been parkedovernight outside shop (vehiclehas “cold” tires) and tire pres-sures are set to 31.9 psi. Shoptemperature is 68°F and expectedlowest ambient temperature inthe local area is to be 14°F.Subtract the expected lowesttemperature (14 F) from the shoptemperature (68°F) = 54°F.Using the tire pressure chart,find the intersection of the coldtire line at the point correspon-ding to 54°F and read off thevalue on the tire pressure changeaxis. In this case, it would beabout 4.9 psi. The tires should befilled to:31.9 + 4.9 psi = 36.8 psi. �


First Frost TPMS Troubles


Diagnostic Solutions By Gary Goms, Import Specialist Contributor

When many of us start-ed our careers in thewheel alignment

trade, we inevitably experienceda vehicle that would come back with steering qualitycomplaints or unevenly worn tires after having had thecaster, camber and toe angle adjusted to specification.Tire casing problems aside, thefault would nearly always be found in defective steeringgeometry caused by a bentsteering knuckle assembly. Bent steering knuckle assemblies areeasy to ignore simply becausethey do require extra time andeffort to measure and evaluatein today’s fast-paced undercarservice market. Nevertheless,the symptoms of bent steering knuckles are easy to spot, espe-cially if we do a thorough pre-alignment inspection.

CASTER, CAMBER ANDTOELet’s begin with a recap of

caster, camber and toe angles.Positive caster angle is best illustrated by the rearward tiltof the steering fork on a bicy-cle. Positive caster obviouslyplaces the front wheel aheadof its pivot point and mostvehicles are designed withpositive caster angle.In contrast, negative caster

angle is best illustrated by thecasters on your tool box trail-

ing their pivot points. Whenweight is applied to the twofront wheels of a vehicle, posi-tive or negative caster forcesthe front wheels to a centeredposition. Caster angle, there-fore, helps reduce steeringwander or the need to con-stantly steer the vehicle.Camber is the vertical position

of the wheels in relation to theroad surface. Negative camberresults when the tops of thetwo front wheels tilt inwardtoward the chassis centerline.Positive camber results whenthe tops of the wheels tilt out-ward from the chassis center-line. Positive camber works inconjunction with king pin orsteering axis inclination (SAI)

to reduce steering effort. Onolder vehicles with individual-ly replaceable wheel bearings,positive camber places thevehicle weight squarely on thelarger inner wheel bearing.Toe is the most critical tire-

wearing angle. Wheels point-ed inward from the centerlineare “toed” in, wheels pointedoutward from centerline are“toed” out. A slight amount oftoe-in is required to preventthe front wheels from follow-ing ruts or contours in theroad. Slight amounts of toe-inalso compensate for flexingand wear in the tie rods andtie rod ends, as well as forminor changes in suspensionheight and geometry.


Steering GeometryDiagnostics

Photo 1: SAI is easy to understand if an imaginary lineis drawn through the upper and lower ball joints onthis four-wheel-drive front axle.


Diagnostic Solutions

SAI AND STEERINGRADIUSTwo steering geometry

angles, SAI and steering radius, are built into thesteering knuckle and are,therefore, non-adjustable. In the realworld, defects in SAIand steering radius oftengo unnoticed if the vehi-cle is driven primarilyon four-lane, interstate-style highways. On theother hand, if the vehicleis primarily driventhrough many turns oncity streets, defects in SAIand steering radius mightshow up immediately.The upper ball joint or strut

support bearing on a front sus-pension is closer to the chassiscenterline than the lower balljoint. An imaginary line drawnthrough the upper strut supportbearing or ball joint and lowerball joint should theoreticallyintersect with the centerline ofthe tire at the point of road con-tact. See Photo 1.SAI consequently allows the

wheel to pivot on its centerline.If the SAI is incorrect, the tiresbegin to swing in a radiusaround this theoretical pivotpoint. Incorrect SAI caused bybent struts, bent spindles orexcessively offset wheels will result in greater steering effortand accelerated suspension system wear. See Photo 2.SAI also tends to return the

front wheels to center because,when combined with casterangle, SAI tends to apply moreweight on the inside front wheelby lifting the chassis an inch ortwo. At center, SAI acts in combi-

nation with the caster angle toreach equilibrium on bothwheels. Again, SAI combineswith caster angle to reduce steer-ing wander.Last, SAI and caster angle gen-

erally increase the positive cam-ber angle of the inside tire anddecreases positive camber angleof the outside tire during a turn.This camber change counteractsthe tendency of the tire tread tolift from the road surface duringa turn.

STEERING RADIUSBecause the inside wheel turns

through a shorter radius than theoutside wheel, the steering sys-tem must change from toe-in totoe-out to reduce tire scrub whennavigating a sharp corner. Theportion of steering knuckleresponsible for turning the innerwheel through a sharper turningradius is the steering arm, whichconnects the tie rod end to thesteering knuckle. See Photos 3

and 4 on page 48.


Photo 2: Although this suspension is essentiallya “coil-over” design, it still follows the samerules of steering geometry design.




The angle of the steering armintersects the vehicle centerlineat approximately the length ofthe vehicle’s wheelbase. Theangle of the steering arms allowsthe rear wheels to track moreclosely with the front when turn-ing a corner. The actual process of going

from toe-in (or toe zero) to toe-out when navigating a turn isknown as the Ackerman Effect,which causes the inner frontwheel to toe out about twodegrees more than the outer frontwheel on a 20-degree turningradius. See Photo 5.The Ackerman Effect, like most

alignment angles, is always acompromise between different

driving conditions. ANASCAR Toyota, forexample, might havevery little Ackermanangle because the caris driven throughlong, sweepingcurves, often at aslight drift angle. Inthis case, twodegrees of Ackermanwould increase tirewear and negativelyaffect the driver’scontrol of the vehi-cle. Most NASCARvehicles feature aslotted steering armthat allowsAckerman angle tobe adjusted on eachsteering arm to meettrack conditions.At the other

extreme, a metro-area delivery vansteering around 90-degree street cornersand into very con-fined turn-aroundareas would need atleast two degrees dif-ferential in Ackermanangle to make preciseturns and reduce front tire wear.If our prototype delivery van did-n’t have a sufficient Ackermanangle, the vehicle would tend to“push” going around a sharp cor-ner, which would result in poorsteering response and acceleratedtire wear.

TIRE ISSUESWhile space doesn’t allow a com-

plete discussion of tire wear diag-nostics, keep in mind that the oldbias-ply designs of the ’60s pro-duced very high rolling friction

and were very sensitive to incor-rect camber and toe angles. Thebias-ply belted tires of the 1970sand ’80s were improved designs,but often produced inner rib wearand other tire wear anomalieswhen mated with steering geome-tries designed for bias-ply tires.Current passenger tire designsgenerally use a very flexible side-wall and firm tread belt. Flexiblesidewalls tend to make the tireless sensitive to the negative cam-ber and high caster angles used inmodern steering geometries.


Photo 3: An imaginary line drawn from the center ofthe rear axle through the tie rod end should closelyintersect with the steering knuckle pivot point.

Photo 4: The angle of the steering arm on front-steervehicles should intersect with the vehicle centerlinein front of the vehicle at about the length of the vehicle’s wheelbase.



Negative camber angles are used in modern steer-ing geometry because they greatly increase the treadcontact pattern at high cornering speeds. Increasedcaster angle complements this effect and, thus, improves steering quality and response. Becausemodern suspension systems are more stable and produce much less toe variation in response tochanges in suspension height, toe angles themselveshave been reduced in most cases.Always inspect tire pressure before road testing,

as well as the tires for matching casing design, sizeand tread pattern. Test for loose steering compo-nents by rocking the steering wheel key-on, engineoff. Badly worn steering shaft couplers and tie rod

ends will generally make a knocking sound. Thesteering should be checked hands-off when startingthe engine. If the steering wheel rocks as the enginestarts, the pressure metering system in the powersteering gear might be defective.Next, turn the steering wheel lock-to-lock several

times with the engine running. The steering responseshould be smooth and noise-free. The vehicle’s side-to-side ride height should also change equally. If itdoesn’t, suspect a bent steering knuckle or strut.Once moving, lightly tap the brake pedal to ensurethat the brake calipers are releasing correctly. If amomentary steering pull develops, it’s likely that acaliper is sticking. See Photo 6.If a large parking lot is available, turn the vehicle

in a full-lock position in both directions. If thesteering geometry is correct, the turning radiusshould be nearly equal in both directions. If the vehicle fails this test, a thorough diagnosis

of this fault should be done on a modern, four-point alignment machine. Keep in mind that notonly SAI and steering radius angles should becorrect, but the side-to-side wheel offsets shouldbe correct and the thrust line of the rear axleshould align correctly with vehicle centerline.Only when all dimensions and alignment anglesare correct will the tires wear evenly and thevehicle steer correctly. �

Always inspect tire pressure before road testing, as well

as the tires for matching casing design, size and tread pattern.

Test for loose steering components by rocking the steering wheel

key-on, engine off. Badly worn steering shaft couplers

and tie rod ends will generallymake a knocking sound.

Photo 5: The Ackerman Effect becomes very apparent oncethe vehicle is placed on a lift with the front wheels turnedto full lock.

Photo 6: Notice that the inner tread rib of this tire isn’tcontacting the floor. The wear on the inner rib could becaused by excessive negative camber or toe angle.

ABS/ESC

RELYING ON TIRES


Electronic Stability Control Depends on Where the Rubber Meets the Road

By Skip Scherer, Contributing Writer

Electronic stability control – ESC – in-troduced in 1995 and touted as thesecond most important advancement

in auto safety after seat belts, it became stan-dard equipment on every 2012 passengervehicle.ESC is supposed to help drivers maintainsafe control of their vehicles and preventaccidents. However, it will be the tires thatdetermine the effectiveness of ESC for everyvehicle. Simply put, ESC is on-board com-puter technology that helps improve a vehi-cle’s steadiness on the highway by detectingand minimizing skids and maintainingsteering control. It works whether a vehicle is braking,accelerating or coasting by detecting under-steer from front-end slides, oversteer fromrear-end slides, and hydroplaning. It per-forms in any driving condition, such as dry,wet or icy pavement, and at any speed.In general, ESC systems monitor a vehicle’sstability 25 times per second to detect immi-nent skidding. It uses sensor signals thatcompare the intended direction in which thedriver wants the vehicle to move with thevehicle’s actual direction. If there is a dis-crepancy, the system makes adjustments tohelp prevent skidding and keep the vehicleon its planned path.During normal driving, ESC works in thebackground and continuously monitorssteering and vehicle direction. The driver’sintentions are determined through the meas-ured steering wheel angle. The actual direc-tion is determined by measured lateral accel-eration, yaw or vehicle rotation, and eachwheel’s road speed.When a loss of steering control is detected,ESC automatically – and in the blink of aneye – uses the vehicle’s braking system to

ABS/ESC


correct its path, literally steering the vehicle back oncourse. Braking is automatically applied to individ-ual wheels. For example, braking a front wheel on the outsideof a skid would counter oversteer, while braking aninner rear wheel would counter understeer. Somesystems combine select braking with reduced enginepower to help regain control of a vehicle.The corrections happen so quickly that without adashboard warning light, the driver might not knowthe vehicle’s on-board controls just helped avoid apotentially serious accident and injuries.

A LOOK BACKESC and ABS are not the same thing. ABS preventswheel lockup during braking. Speed sensors on avehicle’s wheels detect developing problems and theon-board control unit sends signals that pumpbrakes rapidly to prevent individual wheels fromlocking.Every year ABS/ESC hydraulic control units getsmaller and lighter. They are also becoming morefunctional with the ability to connect with more sen-sors to add features like automatic braking, adaptivecruise control and even regenerative braking controlfor hybrids. NHTSA concluded that ESC reduces passenger carcrashes by 35% and SUV crashes by 63%. It alsodetermined that ESC was effective in reducing acci-dents of single vehicles that ran off the roadway and

rolled over or struck a stationary object.A similar study by the Insurance Institute forHighway Safety reported that ESC prevents 56% offatal single-vehicle crashes and almost 80% of fatalsingle-vehicle rollovers.

THE ROLE OF TIRESIn spite of all the high-tech electronics controlling avehicle’s handling capabilities and stability, its fourtires provide the contact points on a roadway’s sur-face that ultimately control the amount of slippingand sliding that can take place. ESC is only as goodas the available traction. So, what do tire manufacturers consider whendesigning a tire that taps into ESC’s full potential? Aspokesperson for one of the three largest tire compa-nies, who asked not to be identified, said there is nospecial consideration given to ESC when tires arebeing developed.At first, the response may seem surprising.However, tire dealers know that properly designedtires provide optimum traction for specific vehicles.A car’s design, weight, center of gravity, speed,direction and many other traits, as well as roadconditions, add up to its overall balance. The tirescontribute to the vehicle’s overall stability.Since ESC is safety technology and not a perform-ance enhancement, it can’t improve on tractionattributes already built into a tire. ESC doesn’timprove the inherent traction of tires, but good tires

When a loss of steering control is detected, ESCautomatically – and in the blink of an eye – usesthe vehicle’s braking system to correct its path,literally steering the vehicle back on course.

ABS/ESC


can maximize the safety maneu-vers provided by ESC, such asbetter-controlled cornering.The conclusion: ESC can onlywork when traction is available.Bald tires render ESC ineffectivein rain. Hard tire compounds ren-der ESC almost useless on ice.A tire technician’s role in main-taining a fully-functioning ESCstarts with understanding thetechnology and educating his orher customers. Informing driversabout proper tire maintenance,as well as using appropriate tiresfor the winter season, ensuresthat on-board ESC, ABS and

Traction Control technologyimprove the safety of the driverand others. Consistent tire wearis important to ESC’s complexelectronics. Conflicting tire diam-eters and air pressures can foolthe sensors.Technicians must know if themodel of a vehicle that hasundergone wheel alignmentservice requires its ESC steeringangle sensor to be reset. Failureto perform an OEM’s requiredSAS reset procedure after analignment could create ESC per-formance issues. �


TPMS Update

Automakers are sellingmore cars with fourwheels and tires in-

stead of five to trim weight,boost gas mileage and savemoney. Fortunately, fewer mo-torists need to change tiresanymore. In addition to techni-cal improvements that havemade flats less likely, TPMSprovides drivers with warn-ings of low air pressure, leaksand punctures. Often, thatmeans the tire gets properly in-flated or fixed before it goesflat or before damage occurs,resulting in a blowout.

The benefits of eliminatingthe spare are too big for mostautomakers to ignore.Engineers struggle to reduce acar’s weight by ounces, andgetting rid of the spare tire isa way to shed up to 50pounds. Generally, a 10%reduction in vehicle weightyields a 6% improvement infuel economy – and spare tiresand jacks are easy targets. Gaining a 10th of a mile pergallon in federal fuel economytests is important in meetingever-expanding CAFE stan-dards. Those pounds and

ounces may allow anautomaker to reach 29.5 mpgon a vehicle – which can berounded up to 30 mpg on thewindow sticker.The consumer benefits too; a1 mpg difference in fuel effi-ciency may save more than$100 per year, according to theDepartment of Energy. If anowner drives 100,000 milescarrying around a spare tirethey never use, it burns a lotof extra gasoline. Also, delet-ing the spare often providesmore trunk space.The cost savings to auto


No Spare, No Problem?


TPMS Update

manufacturers are substantial:eliminating the spare saves atleast $20 per car. In the 2012model year, approximately 15%of new cars came without sparetires. With the exception of pick-ups and SUVs likely to be drivenoff-road, the trend for most vehi-cles is to eliminate the spare. Inmost cases, a spare won’t evenbe offered as optional equipment– and there may not even be aplace to put a spare.When tire failures do occur, driv-ers increasingly rely on roadsideassistance services to take care ofthe problem. With help easilyavailable through cell phones,many people simply choose not(or don’t know how) to deal withflat tires – even if they have aspare. Drivers may still fear beingstranded, but the almost universaluse of cell phones has made thatmuch less likely – whether or notthey have a spare.So how is the owner of a nospare car supposed to deal witha flat? No matter if the car hasrun-flats or fix-a-flat, the ownermust obey their TPMS systemand either re-inflate or repair the

flat. If they choose to ignore theproblem, they will definitely bestranded. Many expensive cars are optingfor run-flat tires, which can bedriven at moderate speeds for 50miles or so with a puncture. Thereinforcement built into run-flatssupports the weight of the carand is designed to allow a driverto find a safe spot to stop, ratherthan being stranded in an unsafeplace or on the side of a high-way. But, since run-flats are lim-ited to 50 miles after they lose airpressure, if a motorist is too farfrom civilization, they may nothelp much.

FLAT-FIXING KITSAs an alternative, many OEMsare replacing spare tires with“mobility kits” designed to fixmost flats. These consist of a canof sealant that is injected throughthe valve stem to plug the punc-ture, and a small electric com-pressor to reinflate the tire. Tire mobility kits typicallyweigh less than six pounds, com-pared to 30 for a temporary spareand 50 or more pounds for a full-

Go to www.bfeRAPIDRESPONSE.comGo to www.bfeRAPIDRESPONSE.com �

TPMS Update


size spare. Unfortunately, they, too, have drawbacks.The kits generally only work on punctures of 1/4-inch or less in the tread or shoulder areas of the tire.Blowouts, cuts, cracks and sidewall damage that pot-holes frequently inflict on low-profile tires cannot berepaired by the kits. OEM sealants are typicallyapproved for use with TPMS sensors. But, long termexposure can lead to damage. Using these kits is pretty simple: plug the unitinto a 12-volt power outlet (cigarette lighter), andconnect the air hose from the compressor to the tirevalve. Once the sealant tank is flipped up, the com-pressor re-inflates the tire and fills the tire with alatex-based liquid sealant, which seals the punc-ture. This usually takes five to seven minutes.Then, the tire can be used at a maximum speed of50 mph for up to 125 miles. The instructions on most kits suggest driving fouror five miles and then rechecking the inflation pres-sure with the built-in pressure gauge. Standardpencil, dial or digital tire pressure gauges shouldnot be used because they can be ruined by thesealant. After using the mobility kit, the sealed tireshould be driven to the nearest tire shop andinspected to determine whether it can be perma-nently repaired or must be replaced. Another potential problem for consumers is thelimited life span of the sealant. Sealant canisters allhave “use by dates,” which owners are advised tocheck. Depending on the kit, the sealant canistertypically should be replaced after four or fiveyears. It’s not hard to imagine that sealant canister“use by dates” will probably be checked by mostconsumers about as often as they check spare tireinflation pressures. In addition to their OE fitments, tire manufactur-

ers’ kits are aimed at consumers who don’t have aspare, but don’t want to purchase replacement run-flat tires. They weigh a little more than five poundseach, can easily be stored in the trunk of a vehicle,and both also can be used to check and monitor tirepressure through a built-in compressor and tiregauge.In addition, other companies offer alternative tiremobility kits that combines a compressor with apocket tire plugger, necessary hand tools andmushroom-shaped rubber plugs to repair punc-tures. The mushroom head of the plug is designedto seal the puncture and allows for the resumptionof normal highway speeds. By avoiding spray-intire sealant, these kits help avoid the potential fordamage to TPMS sensors and the necessity for atire dismount. However, the advisability of using a plugged,rather than a properly repaired tire, is a realissue. �


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Drivetrain

The lubricants that are usedin manual transmissions,transaxles, differentials

and transfer cases in-clude a variety of dif-ferent oils. Manytransmissions,transaxles and trans-fer cases use gear oilwith viscosities rangingfrom 75W-90 up to85W-140. Others useATF (Dexron II/III,Mercon V, etc.) oreven motor oil(10W-30 or10W-40).

Most differentials, by compari-son, use hypoid gear oils thatalso contain extra amounts of“extreme pressure” (EP) addi-tives. Limited slip differentialsalso require their own specialadditives.Most of these lubricants arelong-lived and hold up well fortens of thousands of miles. Butnone will last forever. The com-bination of heat, shearingaction and oxidation eventuallybreaks down the oil andreduces its ability to lubricateand protect.Normal wear inside the gear-

box and differential also pro-duces metallic debris that endsup in the oil.

Since there’s no filter to removethese contaminants, the fluidbecomes more and more abra-sive as the miles add up. Theonly way to get rid of the con-taminants and restore the lubri-cating qualities of the oil is todrain and replace the fluid. Thequestion is when.It takes extra effort to checkthese fluid levels, so few peo-ple do it. As a result, manytransmissions, transfer casesand differentials fail longbefore they should because ofloss of lubrication, oil break-down or contamination.The oil level inside a differ-ential is critical for proper

lubricationbecause there’sno oil pump toroute the oil

where it’s need-ed. The oil is

churned by the whirlinggears, which “splash lubri-cates” the moving parts. If the fluid level gets toolow because of a leak,therefore, the bearingsand gears won’t getenough lubrication. The

result can be galling,seizure and total destruction

of the unit.Oil is also necessary to coolgears and bearings. The totaloil capacity of most manualtransmissions, differentials andtransfer cases isn’t very much(typically a couple of quarts orless), so it doesn’t take muchfluid loss before parts start run-ning dangerously hot.If a transmission or differen-tial is whining and makingnoise, it’s too late to add oil.The damage has already beendone. Adding a higher viscosi-ty oil may quiet it for awhile,but once wear has taken its tollon the gears and bearings,there’s no magic cure otherthan to overhaul the unit andreplace the worn parts.


Differential Treatment

Some differentialsinclude electric pumpsand coolers.


Drivetrain


Another reason for changing thelubricant inside a manual trans-mission, transaxle, transfer case ordifferential is to improve coldweather operation.

CHOOSING THE ‘RIGHT’LUBEWhen adding or changing gearoil, always use a lubricant thatmeets the specifications of thevehicle manufacturer. Using the wrong type of lubri-cant may cause shift problems andeven premature failure.For most passenger cars andlight trucks, a “universal” gear oilwith a viscosity of 75W-90 or 80W-90 that meets American PetroleumInstitute (API) “GL-4” service rat-ings is usually acceptable for use

in most manual transmissions thatrequire gear oil rather than ATF ormotor oil.For most passenger car and lighttruck differentials, use a 75W-90,80W-90 or 85W-140 gear oil thatmeets API “GL-5” specifications.Some oil suppliers warn thatgear oils formulated to meet GL-5specifications should not be usedin manual transmissions becausethe higher levels of extreme pres-sure additives can be corrosive tobrass and bronze synchronizers. According to suppliers, using aGL-5 gear oil in a synchromeshtransmission that requires GL-4gear oil can shorten the life of thesynchronizers by half! So alwaysuse a lubricant that meets OEMrequirements.

The makers of some syntheticlubricants say their gear oilsexceed both GL-4 and GL-5 per-formance requirements and can besafely used in transmissions with-out harming the synchronizers.Some also say they have syntheticgear oils that can be substitutedfor ATF or motor oil in gear boxesthat require these type of lubri-cants.Though most manual transmis-sions specify a GL-4 gear oil, somerequire a GL-3 or GL-1 gear oil.GL-3 contains a lesser amount ofEP additive and is used primarilyin import transmissions andtransaxles. GL-1 is straight miner-al oil that contains no EP additiveand is for light-duty transmissionsonly.

FRICTION MODIFIERSWith more complex differentialson more vehicles with all-wheel-drive and other high performanceaxles and transaxles, it is critical tocheck the specifications and serv-ice information for the right fluidspecifications.In the past decade, GM, Toyotaand many other OEMs haveissued TSBs concerning noisy,popping and grinding differentialdue to worn or improper gearlubricant being used in a differen-tial with limited-slip. The TSBsemphasize the use of the rightlubricant with the correct level offriction modifiers.The important rule of thumb isto check the service manual orservice information for the correctfluid and to find out if an extrabottle or packet of friction modi-fiers is necessary. Also, check withyour parts supplier or oil compa-ny website to see if their lubricantis approved for a vehicle. �


Tech Tips HONDA / HYUNDAI / FORDThis month is sponsored by:

When doing sensor ID learning, make sure youkeep at least 10-feet of clearance between the tirepressure sensors you’re trying to learn and othertire pressure sensors nearby. Those sensors can beon any TPMS-equipped vehicles, loose TPMS-typewheels, or just other loose tire pressure sensors(including any in your pocket). If you don’t keep your distance, you’ll wind uphaving to do some very time-consuming repairwork (especially on an Accord Crosstour) to makethings right. The 10-foot clearance rule is clearlystated in the HDS on-screen instructions, the S/Mprocedure, the accessory installation instructions,and even in a recently posted message. Here’s howthis problem could happen: You’re installing a setof accessory wheels. You pull off the factory wheelsand lay them close by (within 10 feet). You mountthe new wheels, and then hook up the HDS andtry doing sensor ID learning. Since the tire pressuresensors on the factory wheels are too close, one ormore of them gets triggered and learned instead ofthe ones on the new wheels. You’ll know that’shappened if the low tire pressure indicator keepson flashing and won’t go out when you drive thevehicle over 28 mph, like it says to do in the laststep of the sensor ID learn procedure.

If you run into this problem on a Accord Crosstour,here’s what you’ve got to do:1. Drive the vehicle for more than 20 minutes over28 mph, and then turn off the engine for 30 sec-onds.2. Start the engine again, and keep driving untilthe low tire pressure indicator stops flashing andgoes off. You’ll also notice the TPMS indicatorcomes on.3. Use the HDS to clear any TPMS DTCs.4.Make sure there’s 10 feet of clearance fromother tire pressure sensors (remember the rule),then do sensor ID learning again. If you run intothis problem on any other model, just redo the sen-sor ID learn procedure.

Courtesy of MotoLOGIC® Repair & Diagnostics:www.motoshop.com/motologic.

Models: AllBefore replacing a power steering oil pump for a“whine” noise condition, check the oil pump reser-voir filter screen for contamination. If the filterscreen at the bottom of the oil pump reservoir isclogged, it may cause the pump to aerate and pro-duce a “whine” noise.If the filter screen is clogged, replace the reservoir

and reconfirm the condition.Figure 1 shows the location of the screen in thereservoir.Note: For proper inspection of the screen, it may be

necessary to empty the power steering pump reservoir.Courtesy of ALLDATA.

Following a new clutch installation, there is noth-ing worse than experiencing slipping or releaseproblems. Many times technicians even begin to believe thatthe new clutch kit is defective. This is not correct,in most cases. The majority of the time a simple,quick adjustment willalleviate any prob-lems. MostJapanese/Koreanimports utilize anadjustable clutch mas-ter cylinder (Figure 1).When a new clutch kit is installed, the master


Figure 1

HONDA: KEEPING YOUR DISTANCEWHEN LEARNING SENSOR I.D.S

HYUNDAI: POWER STEERING PUMP WHINE

Figure 1

Adjustable Clutch Master Cylinders



cylinder needs to be re-adjusted to work properlywith this new kit and avoid release and slippingproblems. Following the steps listed below demonstrate theproper way to adjust the master cylinder and avoidpotential release problems with the new clutch.

PREVENTING NO RELEASE:

1. Verify that hydraulic fluid is clean and that cor-rect fluid was used.2. Locate the master cylinder push rod that

attaches to the clutch pedal.3. Using the picture (Figure 2) as reference,extend the push rod to allow for more throw.After the rod has been extended, tighten the lock-ing nut. Caution: DO NOT extend the rod out too far.Extending too far out can block the compensatingport in the master cylinder.

PREVENTING SLIPPING:

1. Verify that hydraulic fluid is clean and that cor-rect fluid was used.

2. Locate the master cylinder push rod thatattaches to the clutch pedal.3. Using the picture (Figure 3) as reference, short-en the push rod to allow for less throw. After therod has been shortened, tighten the locking nut. Note: In a slipping situation, the rod is too longcausing the compensating port to be blocked offnot allowing fluid to return to the fluid reservoir.Courtesy of Schaeffler Aftermarketwww.Schaeffler-Aftermarket.us


Figure 2 Figure 3

Tech Tips FORD



Tech Tips FORD

Models:2001-2009 Escape2005-2009 Escape Hybrid2005-2009 Mariner2006-2009 Mariner Hybrid

ISSUE:Many states requireannual safety inspectionswhich include the evaluationof suspension components.The information in this procedure is intended to assist the technician performing theinspection with specific criteria for 2001-2009 Escape and Marinerlower control arm (LCA) bushings and will prevent the unneces-sary replacement of good components.ACTION: Inspect according to the procedure.

INSPECTION PROCEDURE: The LCA bushing is located at the rear of the front suspensionlower control arm. The bushing is identified as number 1 of Figure1. The control arm is mounted in the front subframe with boltsnumber 2 and number 3. The bushing is part of the LCA and can-not be serviced separately from the arm.

Figure 2: A new bushing prior toassembly into the control arm. Boltnumber 2 passes through the innersleeve and the outer sleeve ispressed into the control arm. Therubber bushing is bonded to boththe inner and outer sleeves.

Figure 3 illustrates ageneric bushing showingminor surface cracks that donot adversely affect the per-formance of the bushing.Bushings exhibiting surfacecracks with a depth less than3/8" (10 mm) are acceptableand will continue to functionnormally. These do notrequire replacement.


Figure 1

Figure 2

Figure 3

FORD: CONTROL ARM BUSHING INSPECTION


Figure 4 illustrates a partial separation betweenthe rubber and the outer sleeve. The bushing mayshow signs of movement on the rubber surface,making the surface shiny. Bushings with a separa-tion or crack depth less than or equal to 3/8" (10mm) are acceptable and meet all functional require-ments. These do not require replacement.Bushings with a separation or crack greater than3/8" (10 mm) in depth should be replaced. The cus-tomer may hear a bang or clunk in the front sus-

pension if there is enough separation for the arm tocontact the subframe. This does not affect the reten-tion of the control arm to the vehicle as the bushingis sandwiched in the subframe and held in placewith the bolt. The vehicle can be safely operated inthis condition until the bushing is replaced.

Courtesy of MotoLOGIC® Repair & Diagnostics:www.motoshop.com/motologic.

What is DEF?Diesel Exhaust Fluid (DEF) is a non-flammablefluid comprised of 33% ammonia-based urea and67% purified water. DEF is used with diesel engineexhaust systems to reduce the amount of emissions


Tech Tips

Figure 4

DIESEL EXHAUST FLUID (DEF) FAQ


produced by turning Nitrogen Oxide (NOx) intonitrogen and water vapor. DEF technology has aproven track record since it has been used inEurope for years.

What is the driving range between DEF tankrefills?

The system uses DEF at a rate of about 1 to 1.25%of the vehicle’s diesel fuel usage. A full tank of DEFprovides a driving range of about 5,000 miles (8,000kilometers). Since DEF usage is directly related tofuel consumption, range will vary depending ondriving conditions.

Where can you purchase DEF?DEF is available at most major truck stop andparts store chains. DEF fluid must be API-certified

or ISO 22241 and labeled DEF.How long can DEF be stored?

DEF shelf life is typically at least one year,depending on the storage temperature. It is beststored out of direct sunlight between 12ºF and86ºF. Small DEF spills can be cleaned up byabsorbing it with dry earth, sand or other non-combustible material and scooping it into a con-tainer for disposal. While DEF is not listed as a hazardous waste bythe federal government, use proper disposalmethods. Do not empty into drains; dispose ofthis material and its container in accordance withall applicable local and national regulations.

Will DEF freeze?

Yes, DEF will freeze — atapproximately 12ºF. If DEF isfrozen, the vehicle will start as italways has. After the engine isstarted, the DEF tank and linesare electrically heated to ensureadequate DEF delivery in coldweather. The DEF thaws with no degra-dation. Remember, since this sys-tem was designed to operate incold weather, there is no impacton cold-weather engine opera-tion.

Does DEF expand when itfreezes and if so, how does itimpact the tank?

Yes, DEF expands when itfreezes. The vehicle’s DEF tankand all DEF packaging isdesigned to accommodate anyexpansion that may result frombeing frozen. �

Courtesy of GM.


Tech Tips


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The new Snap-on 3/8-inch Drive 12mm 10-point ShallowImpact Socket (DPFM12) is designed to make fast work ofclutch pressure plate service. Designed specifically for useon clutch pressure plate bolts found on the flywheel assembly of Mitsubishi Eclipse and Dodge Stratus vehi-cles, the new Snap-on 3/8-inch Drive 12mm 10-point Shallow Impact Socket (DPFM12) is a durable tool thatmakes it easier to access, remove and install clutch pressure plate bolts. The DPFM12 is one of four newly

developed 10-point impact sockets, which expands Snap-on’s product offering beyond the standard 6-point and 12-point impact sockets. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Proformer is NAPA’s most competitively priced disc brake pad andstacks up against many competitive “premium” brands. NAPA Proformer disc brake pads include all the features and benefits youexpect from NAPA Brakes and are manufactured with value inmind, making Proformer pads the best possible choice for theprice-conscious consumer. Visit NAPABrakes.com for more information.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Ranger Products, a division of BendPak Inc., is bringing another new wheel balancerto market. The Ranger DST64T is equipped with revolutionary DataWand and innerdata set arm allowing operators to quickly and automatically enter wheel parametersettings in less than three seconds for exact balancing every time. A soft-touch keypad and display panel includes dynamic, static and variable alloy settings and fea-tures dynamic tire and wheel graphics to help guide technicians through balancingprocedures. A weight optimization feature automatically calculates the minimumamount of weight needed to achieve an optimal balance so shops use less weightand increases profits. Go to www.bendpak.com/wheel-service/wheel-balancers/dst-64t-wheel-balancer.aspx for complete details.�Reader Service: Go to www.bfeRAPIDRESPONSE.com

Standard Motor Products (SMP)has added eight new clone-ablesensors to its TPMS line. TheStandard and Intermotor partnumbers, which match the original for fit, form and function,cover an additional six million VIOfor Buick, Chevrolet, Dodge Ram,Hyundai, Jeep, Kia, Saturn, Toyota, Toyota truck and Volvothrough 2013.Reader Service: Go towww.bfeRAPIDRESPONSE.com

PaceSetter PerformanceProducts, designers and manufac-turers of quality-made, affordably-priced exhaust systems and com-ponents, has added 1-7/8”Diameter Long Tube Headers toits extensive Performance Headerline of products. According to the company, PaceSetter 1-7/8” diameter Long Tube Headers boast substantially higher flow which add significant horsepower and torquegains. They utilize mandrel-bent 16-gauge mild steel tubing for maxi-mum efficiency and 3/8” CNC-machined thick steel flanges with milledsurfaces and matched ports for a factory-like fit and good seal.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Shop

Trico Products is expanding its rear wiper coverage. TRICO now offersfive new TRICO Exact Fit rear windshield beam blades to fit 2004through 2014 models of Audi, BMW, Ford, Volkswagen and Volvo ve-hicles. The wipers are offered in five arm designs including V-Notch,Cross Pin, Push Button, Pinch Tab and Trunnion. These new additionsto the TRICO Exact Fit wiper blade line expand coverage to an addi-tional 2.2 million vehicles on the road today that are equipped with arear beam blade. For more information, visit tricoproducts.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Hunter’s Quick Check inspection system, which performs a com-prehensive vehicle inspection in under three minutes, uses newWinAlign 14 software to communicate with cutting-edge devicesand provide valuable information about a vehicle’s alignment,brake performance, battery health, tire health and emissions.The Quick Check inspection system builds on Hunter’s patentedalignment check system which measures alignment angles thataffect tire life. The alignment check takes only 58 seconds, andproduces total toe and camber measurements for bothaxles.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Rancho now offers a brand-new“Level It” performance suspensionsystem that easily lifts the front of2003-2012 Dodge Ram 2500/3500diesel trucks. Available nowthrough performance retailers, theRancho Level It Dodge Ram system(P/N RS66450R7) delivers uncom-promised on- and off-road comfortand performance, said the compa-ny. Easily installs and fits up to 35-in. tires, this new Rancho kit in-cludes sway bar relocationbrackets, a set of front RanchoRS7000MT monotube shocks andvariable rate front coil springs. Formore information, visitwww.gorancho.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

The optimal control derivedfrom the ADVICS total braking system results in acomfortable and safe rideevery time. With applicationsfor passenger cars and lighttrucks, ADVICS products meetor exceed OE specifications,assuring industry-leadingbraking performance. Visitwww.ADVICS-na.com to learn more about ADVICS braking systems oremail [email protected]. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Jasper Engines & Transmissions offers the GM 6T70E/6T75E front-wheel drive and all-wheel drive transmission on exchange. This six-speed CAN (Controller Area Network) electronically controlled automat-ic transmission is available for the following 2007-2009 applications:Chevrolet Equinox, Traverse, Malibu; GMC Acadia; Saturn Outlook,Aura; Buick Enclave; and Pontiac G6, Torrent. For more information onthe remanufactured products of Jasper Engines & Transmissions, call800-827-7455, or visit www.jasperengines.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com


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Timken® Sensor-PacTM wheel hub units include the sameadvanced anti-lock braking system (ABS) technologiesas most original equipment (OE), individually testedto ensure performance and quality. The integration andinternal mounting of electronic wheel speed sensorsprovide protection from debris, contamination andthermal shock.Timken Sensor-Pac wheel hub units, manufactured

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The MOOG Steering and Suspension line has been expanded toinclude nearly 40 innovative new control arm assemblies, stabilizerbar link kits and other components for millions of late-model for-eign nameplate and domestic vehicles. The new MOOG ProblemSolver parts include premium right and left rear upper controlarm assemblies (CK620667 and CK620668, respectively) for more than 1.3 million Ford Explorer (2002-2005), Lincoln Avi-ator (2003-2005) and Mercury Mountaineer (2002-2005) models; and a rear upper ball joint (K500208) for more than 3.3million Ford Taurus (1996-2005), Lincoln Continental (1995-2002) and Mercury Sable (1996-2005) passenger cars. To learnmore about MOOG steering and suspension components, visit the technician-focused www.moogproblemsolver.comwebsite or contact your MOOG supplier.Reader Service: Go to www.bfeRAPIDRESPONSE.com

A comprehensive new digital catalog featuring the expanded Abex line of originalequipment-quality replacement air disc brake pads for commercial vehicles is nowavailable through Federal-Mogul’s popular www.FMe-cat.com electronic catalog. Toaccess the new catalog, simply visit www.FMe-cat.com and click on the “Technical In-formation” and “Digital Catalogs” links, then select the “Commercial, Industrial & Ag”tab. The Abex Air Disc Brake Catalog (No. AB803) covers the brand’s broad line ofpremium replacement brake pads and hardware kits for most OE air disc brake sys-tems utilized in city bus, over-the-road coach and tractor-trailer applications.Reader Service: Go to www.bfeRAPIDRESPONSE.com


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With more and more OEMs (original equipment manufacturers)offering cabin air filters in their vehicles, Bosch is expanding thisfast growing product segment with new part numbers. The BoschWorkshop Cabin Air Filter line has expanded to include 23 newpart numbers that cover 17.6 million additional vehicles in NorthAmerica – domestic, European and Asian – with the same fit andfunction as OE cabin air filters. Two types of cabin air filters areavailable from Bosch – standard particulate filters and activatedcharcoal filters. Particulate filters feature specially engineeredmold-resistant media for optimum performance. Activated charcoal filters also provide maximum absorption of foulsmelling gases such as ozone, nitrogen oxide, sulphur dioxide and hydrocarbons. Additional information is availableonline at www.bosch.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com

AutoEnginuity, LLC, announces the worldwide release of ScanTool 11.2 for theWindows platform. The ScanTool 11.2 release adds new features and improvescoverage for U.S., Asian and European enhanced. Key features for this releaseare: Added late-model BMW diesel system functions — Quantity Mean ValueAdaptation, EGR Valve Calibration, MAF Calibration, Rail Pressure Valve Adap-tation, and Particulate Filter Regeneration to name a few; Improved GM lighttrucks ’00 – ’05 bitmapped sensors coverage; Added Jaguar XF 10+ diesel sys-tem functions: Oil Service Reset, Force Particulate Filter Regeneration, and�Particulate Filter Replacement; Added late-model Nissan diesel support for Eu-ropean models; and Improved Toyota sensor and actuation coverage matrixesby using the updated method of reading coverage from the vehicle’s memory.

For further details about ScanTool, visit www.autoenginuity.com.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.

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Advance Auto Parts Professional 42, 43ADVICS 33APA Management Group 53Auto Value/Bumper to Bumper Cover 4Bartec USA, LLC 57BendPak Insert, 48Bosch 37CARDONE 15CARQUEST Auto Parts 7Castrol 17Centric Parts 18, 19Chrysler Group LLC 23Ford Parts 27Gabriel 41Jasper Engines & Transmissions 63Mevotech 45Mitchell 1 2, 3Monroe Shocks & Struts 16Moog Steering & Suspension 28, 29NAPA Cover 2, 1, 21Nissan Motor Corp. USA 13Nucap Industries 80, Cover 3O'Reilly Auto Parts 35Packard Industries 64Parts Plus 59Perfect Stop 46, 47

Raybestos Brakes 5, 66Schaeffler Group USA 8, 9SKF 25Standard Motor Products 55Tenneco/Monroe Brakes 52Tenneco/Walker 20Timken 36, 72VDO REDI-Sensor 56Volkswagen Parts & Accessories 31Wagner Brakes/Federal-Mogul 10, 11WIX Filters 61WORLDPAC 40, 60, 68

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Brake Lights


A customer came with a 1997

Chevrolet Silverado 1500 pick-up

and said he thought he needed

front brakes. We signed him up for

our free brake check and diagnosis

and I turned the keys over to my

tech. My tech took a short test

drive and said the brakes felt really

funny! A little while later, the tech

came into the office and said: “You

have to see this!” The tech said that

there was fluid coming from the

left rear wheel when he put the car

on the lift. I went into the shop

and saw that when the left rear

drum was pulled, almost everything

inside fell on the floor in about a

pint of brake fluid. �

Harry Leibowitz

Mr. Tire

Reisterstown, MD

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].




Documents

Brake & Front End, September 2013