Tomorrow's Tech, November 2014

November 2014

� MAINTAINING LIBERTY � HANDLING HYBRIDS � READING BRAKE PADS � O2 SENSOR TIPS

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UNDER THE HOOD.................................16The Power of LibertyIn 2002, the Jeep Liberty was the first Jeep to use the twonew Chrysler-developed Power-Tech engines — the 2.4Lstraight-4, (which was eliminated in 2006), and the 210-hp 3.7LV6. We take a look at timing belt replacement on the short-lived 2.4L engine.

UNDERCOVER.......................................24Undercar Assesment By the time a vehicle is three to five years old, it mayneed its first brake job — and in most cases, that meansreplacing the front brake pads and the rear pads orshoes. In this issue, we provide guidelines on brake wearand tips on how to read wear patterns on brake pads.

REAL WORLD ................................................32Handling HybridsHybrid vehicles have been roaming our roads since the release of the Toyota Prius in 1999. This month, we take alook at diagnostic issues on the Honda Civic and the FordEscape.

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Career Corner: Trade Show Tips 4

Finish Line: Hot Rodders of Tomorrow 8

Student Sound Off: MotoLOGIC Essay 10

School of the Year: Owensboro CTC 12

Tech Tips: O2 Sensors 42

TT Crossword 48

In The News... 50

Report Card: Honda Type R Concept 52

Tomorrow’s Technician (ISSN 1539-9532)(November 2014, Volume 13, Issue 8): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron,OH 44333 U.S.A. Complimentary subscriptions are available to qualified students and educators located at NATEF-certi-fied automotive training institutions. Paid subscriptions are available for all others. Contact us at (330) 670-1234 tospeak to a subscription services representative or FAX us at (330) 670-5335.

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2 November 2014 | TomorrowsTechnician.com

EDITORIAL STAFF:


Industry events such as tradeshows and conferences are greatresources to help you gain moreknowledge as an automotive professional. But there’s definitely

an art to mastering them. Keepthese four things in mind to get themost out of your experience.

1. You get out of it what you putin. If you’re ready to set off for ashow, use it as an opportunity tonetwork and educate yourself asmuch as possible. Sign up for some business or

technical seminars, visit booths thatyou think are worthwhile, and attendsome industry-specific social eventsto network with fellow professionals. Take advantage of being out of

the shop or office, and make the most of your time! You’re there to learn, after all.

2. It’s not a vacation. Sweet! You get to go to Vegas or some other glamorous destination! But beforeyou’re tempted to hit the pool, the slots or the bar, remember that you’re there for business. Plus, younever know who may see you out and about, so be sure to stay on your toes at all times.

3. Be wary of the freebies. While walkingthe floor, it can also be tempting to grab allthe free trinkets in sight. But snagging a freepen or cookie without even saying hi to thecompany offering you these things is a tad bitimpolite. At least say hello … or better yet, drop by the

booths that really interest you and chat withtheir employees for a few minutes. Forging industry relationships is a huge perk

of attending these events, so do everything youcan to network.

4. Follow up. The experience doesn’t have to(and shouldn’t!) end after you return. Make follow-up calls with people you’ve met, andtake the lessons you’ve learned back to theworkplace. �

Career Corner

By Gina Kuzmick, managing editor Career ConnectionTRADE SHOW 101

FOR STUDENTS AND TECHNICIANS

Photo by Hannah Schiffman

Each month, Tomorrow’s Tech takes a look at some of the automotive-related student competitions taking place in this country, as well as theworld. Throughout the year in “Finish Line,” we will highlight not only the programs and information on how schools can enter, but we’ll alsoprofile some of the top competitors in those programs.Because there are good students and instructors in these events, we feel it’s time to give these competitors the recognition they deserve.

edited by Tomorrow’s Tech staff


Hot Rodders of Tomorrow Engine Challenge to Continue at PRISPLIT DECISION

This year, the Sixth Annual Hot Rodders of TomorrowEngine Challenge Championships split into a DualChampionship format in which teams will compete atboth the SEMA Show (Nov. 4-7, Las Vegas) and the PRIShow (Dec. 11-13, Indianapolis).

From each Dual Championship, two teams willemerge. These four teams will face off for the 2014Engine Challenge Championship starting on Friday,December 12th , and two additional rounds on Saturdayat the 2014 PRI Show.Fifteen teams competed at the SEMA Show beginning

with the first heat on Nov. 4. Heats continued throughthe 5th and 6th. The top two teams with the best average times will

move on to PRI Show to compete against the top twoteams from PRI.“The Hot Rodders of Tomorrow Engine Challenge is a

great program fueled by the young men and womanthat compete in it,” SEMA’s Zane Clark, elaborated. Asthe SEMA Director of Education, he said he was excitedabout this year’s Dual Championship.“The new format of having the SEMA Show

Champions compete again at the PRI Show against theirChamps will be very exciting and showcase the tremen-dous skills of the these young builders, while offering arewarding end to their hard work and dedication. Theindustry supported scholarships are a tremendous incen-tive for the qualifying participants and helps to offsetthe expenses of pursuing a career in the automotiveindustry.”

“Ohio Technical College is proud to have been a spon-sor of the Hot Rodders of Tomorrow Engine Challengesince the first competition at SEMA,” OTC’s Director ofEnrollment Management, Tom King said. “It’s a great


Now bigger and better for 2015, the"Detroit Autorama High School DesignCompetition 2015" invites participantsto look to the future and design anext-generation Dodge brand vehiclefor the year 2025, and include a 500-word essay explaining what the Dodgebrand means to them."The purpose of this competition is

to expose students early in their edu-cation to the possibility of a career inautomotive design while allowing usto connect with young talent and helpto develop their artistic skills," saidMark Trostle, Head of SRT, Mopar and MotorsportsDesign, Chrysler Group LLC. "We're excited to onceagain team up with one of the leading design schools inthe country, CCS, and the Detroit Autorama to bring thecompetition to a national level."Student submissions must be hand drawn on a single

sheet of white paper no smaller than 8-by-10-inches andno larger than 11-by-17-inches with the use of pencil,markers or paint. Contest entries must include the stu-dent's name, address, phone number, email, school nameand address, and grade level. Any additional informationregarding the design can be included on a separatesheet of paper.The judging panel will feature designers from the

Chrysler Group Product Design Office, including RalphGilles, Senior Vice President – Product Design, Joe

Dehner, Head of Dodge and Ram TruckDesign, and Trostle, along with industrialdesign faculty from CCS.Four finalists will be announced on Jan. 30.

Winners will receive their awards at a specialpresentation on March 6 at the Cobo Center inDetroit to help kick off the 63rd annualMeguiar's Detroit Autorama.Detroit Autorama takes place March 6-8.

Known as America's greatest hot rod show,Detroit Autorama features nearly 1,000exhibits of the most amazing hot rods, custom cars, trucks, vans and motorcyclesfrom across North America.

For contest rules, prize details and other information,visit www.Facebook.com/DriveForDesign. Studentscan follow competition updates on Chrysler Group'sFacebook (www.facebook.com/ChryslerGroup), Twitter(www.twitter.com/FCACorporate) and Instagram(instagram.com/FCACorporate) using the hashtag#DriveForDesign. All entries must be received atChrysler Group's Product Design Office no later thanFriday, Jan. 23, via U.S. mail or email([email protected]). �

Do you have an outstanding student or a groupof students that needs to be recognized for an automotive-related academic achievement? E-mail us at [email protected].

THIRD ANNUAL DETROIT AUTORAMA HIGH SCHOOL DESIGN COMPETITION UNDERWAY

opportunity to see youngpeople learning and working as a team toprove themselves and weare excited to providescholarship opportunitiesto these students againthis year.”Three million dollars in

scholarship money is available to the 34 teamscompeting in the DualChampionship, thanks toHot Rodders of Tomorrow partners Ohio TechnicalCollege (OTC), School of Automotive Machinist (SAM)and the University of Northwest Ohio (UNOH).“The University of Northwestern Ohio is proud to be

an active sponsor of the Hot Rodders Of TomorrowCompetition at the 2014 SEMA Show,” added UNOH’sDonald Lowden. “We are offering scholarships to the

talented students who place in thecompetition to help further theireducation in High PerformanceTechnology. Good luck to all theparticipants.” Each member of the winning

team will receive $10,000 in scholarship opportunities fromeach college partners.“The School of Automotive

Machinists is happy to support highschool students who are excitedabout the automotive industry”

said Kim Klevenhagen, Director of Development at SAM.“We hope these students will continue their automotivetraining and go on to work in the motorsport industry.”

For more information, visit: www.hotroddersoftomorrow.com.

Source: PRI and Hot Rodders of Tomorrow

Student Essayist Sees More Focus onDiagnostic Communication, Less on Guess

Shop tech students may not actually be able topredict the future, but MotoLOGIC® Repair &Diagnostics, a Web-based resource for automotive technicians, recently invited studentsto share their visions in the Future of

Automotive Repair & Diagnostics Essay Contest(www.motologic.com/school). Students at NATEF/ASEcertified schools were given the opportunity to submit anessay – 500 words or less – for a chance to win one grandprize package including: a check for $1,000; a one-yearsubscription to MotoLOGICRepair & Diagnostics and aMotoSKILL ASE Test PrepTraining Bundle.The winning essay below on

“The Future of AutomotiveRepair and Diagnostics” was submitted by Michael Guerrieri,a student at ElizabethtownCommunity and TechnicalCollege, Elizabethtown, KY.

“Industry diagnostics and repair has made leaps andbounds over the past 20 years, making it possible to minimize emissions, gain the ability to diagnose moreeasily and decrease labor times.Scan tools have made a huge impact not only in

component testing, but also in the diagnostic procedureitself. By simply navigating through user-friendly menuswith the click of a few buttons, it is easier to see codes orview specific component functions. This method is significant change from counting light flashes on the vehicle’s dashboard while jumping the OBD connector, asdone in the past. A mechanic can also monitor a component, such as an O2 sensor, that affects emissions,while the vehicle is running to make sure it cycles proper-ly. This cuts down diagnostic time and gives the mechanica substantial amount of new capabilities, for instance: manually turning a fuel pump on or off, thus alleviatingthe need to jump wires, disconnect or remove components. Ultimately, this makes the overall diagnosticprocess more efficient and easier when pinpointing problems.MotoLOGIC Repair and Diagnostics is another great

form of technology available today. In a matter of seconds, a technician can look for TSBs on a specificvehicle, labor times, wiring diagrams and repair information. For example: Perhaps the technician has totrack down a broken wire somewhere in the harness.Normally this would involve many hours and tests;

however, using a reliable database like MotoLOGIC will provide a great pathway to find and repair the problem. Therefore, today’s technology saves the technician time, which results in getting a vehicle backto the customer sooner than allowed in the past. An entirely new breed of automotive technician is

evolving because of current changes in technology. As wemove into the future, it will continue to change significantly. Technology is changing the hands-onapproach that technicians have used for decades. Fadingquickly are the days of diagnosing by ear or a quick flip ofthe throttle. An electronic scanner has become a tool thatcan be found in nearly every dealership/shop today.Electrical components have replaced many of the oldmechanical type, which has made the old “see, touch,hear and smell” method nearly useless. Going forward into the future, I foresee wireless

communication between technicians and vehicle diagnostic centers becoming mainstream. Vehicles will bepulled into a work bay and overhead and/or underneaththe car there will be some type of electrical pad(s) (similarto inductive charging systems), which can communicatewith a vehicle’s diagnostic system (similar to Bluetooth).Feedback will be instantly displayed on a monitor or possibly a digital display that is integrated into a technician’s safety glasses. Diagnostics will become lesshands-on as computer programs scan and correct adjustments independently. Telematics needing repairs oradjustments will be modified by the system as well, whichmakes it a one-stop-shop. The technician will still makehardware/component repairs, but ultimately the guess-work will be a method of the past.“

Because of his winning essay, Guerrieri’s school willreceive $5,000 for use on classroom technology and afive-year subscription to MotoLOGIC. Nine runner-upaward-winning submissions have also been selected, eachreceiving a $100 Visa Gift Card, a MotoSKILL ASE TestPrep Training Bundle and a one-year subscription toTomorrow’s Tech.

For more information on MotoLOGIC or the servicesavailable from MOTOSHOP Technology Tools, a product set from Advance Professional, visit motoshop.com or follow MOTOSHOP on Twitter at@MOTOSHOP. �


Student Sound Off


Owensboro, KY, Technical Program Recognized asSeventh-Annual Recipient of National Award for AutomotiveEducation Excellence

Owensboro Community & Technical College inOwensboro, KY, was named the 2014 Technical School ofthe Year by Tomorrow’s Tech magazine and WIX Filtersduring a surprise ceremony last month for 100 studentsand instructors of the college’s Automotive Technologyprogram.OCTC is the seventh recipient of the annual program to

find and name the best technician training school inthe country. WIX and O’ReillyAuto Parts are title sponsors ofthe national award in conjunction with Tomorrow’sTech and Red Kap, a supplier of work wear apparel.“Owensboro Community & Technical College is a great example of an

educational institution that is focusing on the future of an entire industry,” saidMike Harvey, brand manager for WIX Filters. “Specializing in automotive technology, diesel and alternate fuels, OCTC is exactly what we envisioned whenwe started the School of the Year competition – a highly skilled technical programdedicated to training the next generation of technicians.”

SCHOOL NOTESOwensboro Community & Technical College is a public, two-year, open admissionscollege accredited by the Southern Association of Colleges and Schools Commissionon Colleges and is one of the 16 colleges that make up the Kentucky Community &Technical College System (KCTCS). The college values innovation, is focused on

Tt School of the Year By Ed Sunkin, editor

student learning, and is responsive to economic trends. Most OCTC students are from the counties of

Daviess, Ohio, Hancock and McLean in Kentucky, butmany others travel from elsewhere in the state andsouthern Indiana, attracted by the AdvancedTechnology Center and other distinctive programs.The school’s auto/transportation industry programs

are focused on four areas:• Automotive;• Collision;• Diesel; and • a new Alternative Fuels program.

FUELED LEARNINGAccording to judges for this year’s contest, it was theschools’ progressive efforts toward becoming a leaderin alternative fuels education that helped solidify theirspot as the top school in the nation for 2014.“We’re not resting on what the technologies of

today are, we’re looking forward, we’re lookingtoward alternative fuel technologies and the futureof automotive,” said Dr. Jim Klauber, president ofOCTC.Recently, OCTC was awarded a grant from the

National Science Foundation (NSF) in the amount of$745,602 for support of a project entitled"Preparing Vehicle Technicians for AdvancedTransportation Fuels." The project, under the direction of OCTC’s

Southeastern Campus Director Mike Rodgers, andautomotive instructor Keith Nall, began September 1and runs through August 31, 2017. Partners in the program represent industry,

government, and nonprofit organizations: ATech,Atmos Energy, ConsuLab, Cummins Crosspoint,Kentucky Clean Fuels Coalition, Kentucky CornGrowers Association, Kentucky Department forEnergy Development and Independence, KentuckyPropane Gas Association, Kentucky Soybean Board

and Association, Kentucky Propane Education andResearch Council and Owensboro Grain Company. Klauber said the grant project demonstrates the

potential to benefit society by preparing the 21stcentury workforce in Kentucky and the nation to beknowledgeable of the evolving technologies transforming the transportation industry by providingtraining in advanced transportation technologies andalternative fuels to community college students inOCTC’s automotive and diesel technology trainingprograms.It also benefits exposing high school students,

particularly those underrepresented in science,

technology, engineering, and mathematics (STEM), tothe high-tech field of automotive and diesel technologythrough summer academy offerings, thus promotinga pipeline of diverse technicians.The alternative fuel program is designed to

provide training, leading to an industry-endorsed certification in alternative fuels technologies to current workers employed in transportation industries in Kentucky, as well as provide training inthe automotive and diesel technician industry for highschool and two-year college instructors who teach inSTEM areas. The grant also is expected to promoteincreased public engagement and awareness of science and technology used in the transportationindustry to citizens in Kentucky and surroundingstates through hosting a National Alternative FuelVehicle Odyssey.“This is the first program that we know of in the

country to offer all the alternative fuel options whichwill allow the students to develop the advanced skillset needed for success in the transportation industrytoday,” said Rogers.

RECOGNITION AND GIFTSAs the 2014 School of the Year, OwensboroCommunity & Technical College’s automotive program received:


OCTC students celebrate the school’s achievementfollowing the awards ceremony.

Bob Kreps, aka “Hummer Bob,” stopped by theevent in his WIX Filters branded Hummer H2 todiscuss the latest filter technology.

• $2,500 donation to the school’s AutomotiveTechnology program from WIX Filters.• A uniform for every student from Red Kap;• Merchandise from O’Reilly and WIX Filters. • Travel for the school’s instructors to Las Vegas to

attend Babcox Media’s recognition dinner at theAutomotive Aftermarket Products Expo (AAPEX). �“We pride ourselves on building an automotive

program that provides our students with the skillsand advanced training necessary for careers in anindustry that is constantly evolving,” said Nall, whoserves as the automotive and diesel program coordinator at OCTC. “Being named School of theYear is an incredible honor and we’re thrilled to sharethis with our students and our school.” �Rogers said the automotive industry is changing

rapidly and he believes that skilled automotive technicians who train at OCTC are in the driver’s seatin today’s job market. “Receiving this award says a lot of about the

quality of instruction, the quality of our program andthe quality of the college itself and in turn, it’s goingto say a lot about our graduates that leave heregoing into the industry, Rogers said.

ABOUT THE CONTESTThe School of the Year program is open to all highschools and post-secondary schools that have a subscription to Tomorrow’s Tech magazine. Of the151 entries for this year’s contest, 46 were from different high schools, technical schools and collegesin four geographic regions of the US. Twenty schools were asked to submit a video high-

lighting their technical programs. Judges selectedfour finalists, or one from each region, from thevideo entries. �“Winning this national honor is quite an achieve-

ment,” said Dean Martin, publisher of Tomorrow’sTech. “We continue to see remarkable improvementsin automotive education programs throughout thecountry and Owensboro is no exception. It is ourgoal, along with the contest’s sponsors, to recognizethe skills and knowledge future automotive servicetechnicians are taking with them into the field.” �This year’s three runners-up are:• Assabet Valley Regional Technical High School,

Marlborough, MA; • Iredell-Statesville Schools Automotive Technology

Center, Troutman, NC; and • Lakes Region Community College, Laconia, NH.Each runner-up will receive a professional automotive

tool set and $250 gift card from O’Reilly Auto Parts,as well as work shirts from Red Kap. ��


Past School of the Year Winners:Owensboro Community & Technical College joins

past School of the Year recipients SinclairCommunity College, Dayton, OH, (2013); CloverPark Technical College, Lakewood, WA, (2012);Arapahoe Community College, Littleton, CO,(2011); Caddo Career & Technology Center,Shreveport, LA, (2010); Ohio Technical College,Cleveland, OH, (2009); and Waubonsee CommunityCollege, Sugar Grove, IL, (2008).

Automotive and diesel instructor Lewis Nall,(LEFT) and Dr. Jim Klauber are presented withthe School of the Year trophy.

Mike Harvey, brand manager for WIX Filters,explains to the auto/diesel students the impact oftheir career choice in the transportation industry.


In 2002, the Jeep Liberty was the first Jeep touse the two new Chrysler-developed Power-Tech engines — the 2.4L straight-4, (whichwas eliminated in 2006), and the 210-hp 3.7LV6.The 2.4L I4 PowerTech is a Neon engine variant

based on the Chrysler engine that was designedoriginally for the Dodge and Plymouth Neon com-pact car. The naturally aspirated 2.4L 4-cylinderPowerTech engine provided 150 hp (110 kW) and165 lb.-ft. (224 Nm). In its short life, the engine was available in the

2002-’06 Jeep Liberty (first generation), as well asthe 2004-’06 Jeep Wrangler, but was discontinuedwhen Jeep introduced the Compass and Patriotsmall crossovers. While those two crossovers also received a 2.4L

I4 as a base engine, these were of the GlobalEngine Manufacturing Alliance (GEMA) joint-ven-ture engine architecture and should not be con-fused with the Neon/ PowerTech engine of thesame displacement.Although the 2.4L PowerTech engine was only

available for a relatively short time, the engine isconsidered very reliable with no major problemsassociated with it.

2.4L PowerTech I4 SpecsThe 2.4L PowerTech is a double overhead

camshaft with hydraulic lifters and four valves percylinder design. The engine is free-wheeling, mean-ing it has provisions for piston-to-valve clearance.However, valve-to-valve interference can occur ifthe camshafts are rotated independently. Displacement: 144.0 CID (2,360 cc)Stroke: 3.82” (97 mm)Bore: 3.46” (88 mm)Power: 150 hp (110 kW)

Timing Belt ReplacementThe following steps provide information on

removal and replacement of the 2.4L I4 timing belt.1. Remove the air cleaner upper cover, housing

and clean air tube.2. Raise the vehicle on a hoist.

Under the Hood

LIBERTY POWERServicing Jeep’s PowerTech 2.4L Engine

Timing MaintenanceRecommended timing belt replacement for

the PowerTech 2.4L engine used in the Jeep

Liberty/Wrangler is 120,000 miles. So, if

you are seeing some of these vehicles with

that kind of mileage in the shop or dealer-

ship you work at, it might be a good idea

to talk to your customer on scheduling a

timing belt replacement.

3. Remove the accessory drivebelts.4. Remove the crankshaft

vibration dampener.5. Remove the air

conditioner/generator belt tensionerand pulley assembly.6. Remove the timing belt lower

front cover bolts and the cover.7. Lower the vehicle.8. Remove the bolts attaching the

timing belt upper front cover andremove that cover.

Note: For more on removingcomponents mentioned in steps4-8, refer to the 2003 ChryslerService Guide.

Caution: When aligning crank-shaft and camshaft timingmarks, always rotate the enginefrom the crankshaft. Thecamshaft should not be rotatedafter the timing belt is removedbecause damage to the valvecomponents could occur. And,always align the timing marksbefore removing the timingbelt.

9. Before removal of the timingbelt, rotate the crankshaft until theTDC mark on the oil pump housingaligns with the TDC mark on thecrankshaft sprocket (trailing edge ofsprocket tooth.) See Figure 1.

Note: The crankshaft sprocketTDC mark is located on the trailingedge of the sprocket tooth. Failureto align the trailing edge of thesprocket tooth to the TDC mark onthe oil pump housing will cause thecamshaft timing marks to be mis-aligned.

10. Install a 6 mm Allen wrenchinto the belt tensioner. Before rotat-ing the tensioner, insert the longend of a 1/8” or 3 mm Allen wrenchinto the pinhole on the front of thetensioner. See Figure 2.

While rotating the tensioner clock-wise, push in lightly on the tool untilit slides into the locking hole.11. Remove the timing belt.

Timing Belt Installation 1. Set the crankshaft sprocket to

TDC by aligning the sprocket withthe arrow on the oil pump housing.2. Set the crankshaft timing marks

so that the exhaust camshaftsprocket is half of a notch below theintake camshaft sprocket.3. Install the timing belt. Starting

at the crankshaft, go around thewater pump sprocket, idler pulleyand camshaft sprockets and thenaround the tensioner. 4. Move the exhaust camshaft

sprocket counterclockwise to alignFigure 1

Figure 2

the marks and to take up belt slack.5. Insert a 6 mm Allen wrench

into the hexagon opening locatedon the top plate of the belt tensionerpulley. Rotate the top plate counter-clockwise. The tensioner pulley will move

against the belt and the tensionersetting notch will eventually start tomove clockwise. Watching themovement of the setting notch,continue rotating the top platecounterclockwise until the settingnotch is aligned with the springtang. Using the Allen wrench to prevent

the top plate from moving, torquethe tensioner lock nut to 22 ft.-lbs.(30 Nm). The setting notch andspring tang should remain alignedafter the lock nut is torqued. 6. Remove the Allen wrench and

torque wrench.Note: Repositioning the crank-

shaft to the TDC position must bedone only during the clockwiserotation movement. If TDC ismissed, rotate a further two revolutions until TDC is achieved.Do not rotate crankshaft counter-clockwise as this will make verification of proper tensioner setting impossible.7. Once the timing belt has been

installed and the tensioner adjusted,rotate the crankshaft clockwise twocomplete revolutions manually forseating the belt, until the crankshaftis repositioned at the TDC position.Verify that the crankshaft and thecrankshaft timing marks are in proper position. 8. Check to see if the spring tang

is within the tolerance window. If so,the installation process is complete

and nothing further is required. Ifthe spring tang is not within the tolerance window, repeat steps 5through 7.9. Install the timing belt front

covers and bolts.10. Install the air conditioning/

generator belt tensioner and pulley.11. Install the crankshaft vibration

dampener.12. Install the accessory drive

belts.13. Install the drive belt splash

shield.14. Install the air cleaner housing,

upper cover and clean air tube.

Other Liberty IssuesIn 2008, Chrysler revised its 2.4Lcylinder head bolt re-torque procedure. The information supersedes the previous technicalbulletin, dated March 25, 2005. Theprevious bulletin should beremoved from shop files. The latest bulletin applies to

vehicles equipped with a 2.4Lengine built between Feb. 1, 2004and April 5, 2005. �Whenever re-torqueing the

cylinder head bolt(s), be sure to follow the torque sequence as out-lined below. If there are no external signs of

damage to any parts, attempt theprocedure below before replacing acylinder head, cylinder head bolts orcylinder head gasket.1. Using a 6” wobble plus

extension friction ball and shallowsocket and following the torquesequence loosen one bolt at atime to 0 torque and then torquethat same head bolt to 60 ft.-lbs.See Figure 3.

Figure 3

2. Repeat step 4 for every headbolt, one bolt at a time insequence.3. Verify that each head bolt is

at 60 ft.-lbs. before performing thenext steps.4. After all the head bolts have

been verified to be torqued to 60ft.-lbs., follow the torquesequence and turn the head boltsan additional 90° (1/4 turn). 5. Following the appropriate

procedures to install the cylinderhead cover. Some or all of the technical

information was provided by theAutomotive PartsRemanufacturers Association(APRA). More information and

technical bulletins on vehiclesequipped with a 150-hp 4- cylinder engine are availablethrough APRA. Visit:www.AutoBulletins.com.

Transmission UpgradeIn 2005, the Jeep Liberty and

Jeep Wrangler were upgradedwith a NSG 370 six-speed manu-al transmission, (see above)replacing two five-speed manualtransmissions previously used inthese applications — theNV1500 and the NV3550 — in

an effort to reduce cost andcomplexity.The new transmission is a mem-

ber of the six-speed NSG 370family, similar to the one used inthe Chrysler Crossfire — the firstsix-speed for the Chrysler brand.The NSG six-speed manual trans-mission provides a 4.46:1 first-gearratio, versus the 3.85:1 and 4.04:1ratios of the five-speed transmis-sions it replaces, for improvedlaunch and traction. Jeep said that the NSG 370 six-

speed manual transmission provides optimal shift quality,improved quietness and high quality. A new dual-ratio transmis-sion shift-tower system allowspackaging of the six-speed shiftpattern within the existing Jeepvehicles, and it is tuned for optimized shift quality. For smoothoperation, the first and secondgears have triple-cone synchronization, the third andfourth gears feature double-cone,and the fifth and sixth gears single-cone synchronization. Chrysler engineers also said the

hard-finished gears allow for quietoperation, and the two-piece aluminum case with integratedclutch housing assures powertrainstiffness and light weight. The newfirst-gear ratio, combined with six-speed step spread, allows optimization of axle ratios for fueleconomy and performance.

Source: Chrysler Group LLC. �

The Liberty was

upgraded with the NSG

370 six-speed manual

transmission in 2005.


Brake pads are considered a wear itembecause that’s what they do every timethe brakes are applied. That’s whybrake pads are not covered under mostnew car warranties. By the time a vehi-

cle is three to five years old, it may need its firstbrake job — and in most cases, that meansreplacing the front brake pads and the rear padsor shoes. Rear brakes used to last two to threetimes as long as the front brakes, but no longer.

Electronic brake proportioning on late-modelvehicles reduces stopping distances, but alsomakes the rear brakes work harder and wearfaster than they once did.

Brake pads must be replaced when they areworn down to minimum thickness specifica-tions, or when their built-in wear indicatorsscrape against the rotors.

If the pads don’t have wear indicators and aremaking a scraping noise, it means the frictionmaterial has worn away entirely and the padsare rubbing against the steel backing plates.This can damage rotors very quickly and makeit difficult for the vehicle to stop normally. Wornbrake pads are dangerous, so repairs shouldnot be postponed.

Replacement brake pads come in a variety offriction materials. Follow your friction supplier’srecommendations as to what type of pads theyoffer for a vehicle application, and always recommend the best friction material availablefor your customer’s vehicle.

UnderCover

UNDERCAR ASSESSMENTTIPS ON READING BRAKE PADS

Adapted from articles by Andrew Markel and Larry Carley

Ceramic ConsiderationsThere are three advantages of ceramic

pads in certain applications. First, since the ceramic materials offer

stable performance under a wide rangeof temperatures, they can offer quietperformance. Second, ceramic brake pads manage

heat in the caliper better on some vehi-cles than some non-ceramic applications. Third, ceramic brake dust does not

show up on or stick to wheels likesome other brake pad formulations.This could be an important factor ifyou have an expensive set of customwheels.

Premium brake pads typicallyoffer the best wear resistance,superior noise control, increasedfade resistance, more consistentpedal feel and optimum stoppingpower compared to standard oreconomy replacement pads. Somepremium pads use different fric-tion materials for the inner andouter pads to optimize brakingperformance.

Some premium pads have spe-cial surface coatings to controlnoise and friction while the padsare seating in. Some pads alsohave internal or external noisesuppression shims, coatings orother special design features todampen vibrations and the poten-tial for brake squeal.

Some friction formulas (typicallyceramic compounds) also reducevisible brake dust to help keepalloy wheels clean.

Talk to the customer and find outwhich features are most importantto them, then recommend a set ofreplacement pads that best suittheir needs.

An often overlooked item thatgoes with brake pads is disc brakehardware. This includes the shims,springs and anti-rattle clips thatmay be needed to replace missing,

damaged or severely corrodedhardware on the vehicle. Many peo-ple don’t realize how important thishardware is for noise control.

Brake lubricant also is essentialfor lubricating the areas where thepads butt against the calipermounting brackets, and for lubri-cating the caliper shims, slides andbushings.

Rotors don’t always have to beresurfaced or replaced when padsare changed — provided therotors are relatively smooth and ingood condition (no cracks and nohard spots or uneven wear that arecausing pedal pulsations). Theyalso must have adequate thicknessto go another three or four yearsuntil the next brake job.Otherwise, your customer willneed new rotors, too.

Guidelines on Brake Pad Wear

• Rotors should wear evenly. Theplates of the rotor should wear atthe same rate. If one plate is thin-ner, it will affect the thermal andstructural properties of the rotor.Always replace calipers in pairs.Failing to do so can result in abraking imbalance or pull.

• If the pads and rotors have


been worn past recommendedlevels, inspect the caliper’s pistonboot and the piston. Once thepiston has been out so far, it maynot retract properly.

• Corrosion on the outside of acaliper can extend inward to thebore of the guide pins andsqueeze the bushings.Replacement of the caliper is rec-ommended.

• Brake wear should be thesame on both sides of the axle.

• The piston seal loses its flexibility as it ages. This will notallow the piston to return to itsrest position, which can causethe brakes to drag and increasepad wear.

• Follow the recommendedOE procedure to adjust theparking brake. Not doing somay result in overheated brakepads.

• Once a brake pad has beenheat tortured, that signals theend of its useful life.

• All calipers should beinspected for wear and damageto the piston boots and seals.Piston boots can be puncturedby road debris or improperinstallation. A puncture willallow moisture and other corrosive material into the piston seal area, causing damage to the seal.

• Tapered pad wear is normalfor some vehicles, especially forsmall, rear-floating caliper designsused on rear brakes. Check for awear specification in the serviceinformation.

• Some vehicles equipped withelectronic brake distribution mayhave faster-than-normal rearbrake pad wear rates.

This is normal, in some cases.The reason for this wear isbecause the rear brakes are usedto control nose dive. If the wearis greater than expected, checkfor TSBs. Often, the OEM willissue new software for thehydraulic control module that

solves the problem. Now let’s take a look at some

examples of pads and what youcan deduce from inspectingthem.

Even Wear Pads have equal amounts of

friction material, within 2-3 mm,on both pads.

Cause: • Brake caliper and connected

hydraulics are operating properly.

Solution:• Replace the brake pads.• Replace hardware including

abutment and anti-rattle clips. • Service caliper guide pins and

slides.

Outer Pad WearThe outboard brake pad showsincreased wear when comparedto the inboard pad.

Causes: • Outer pad is continuing to

ride on the rotor after the caliper releases.

Even wear

• Caliper guide pins and bushingsare seized.

• Pads are seized in the slides.

Solution:• Replace the brake pads.• Service the caliper guide pins

and bushings. Replace if necessary.• Service the caliper slides and

lubricate.• Inspect the caliper for damage

to the guide pin holes. Replace ifthey are damaged or corroded.

Inner Pad WearThe inboard pad shows increased

wear when compared to the out-board pad.

Causes:• Worn caliper piston seal is not

allowing the piston to return to therest position.

• Caliper guide pins and bush-ings are seized.

• Pads are seized in the slides.

TomorrowsTechnician.com 29Inner wear

Outer wear

• Piston has damage or corrosion.• Problem with the master cylinder.

Solution:• Replace the brake pads.• Inspect the hydraulic brake system and check for

residual brake pressure.• Service the caliper guide pins and bushings.

Replace if necessary.• Service the caliper slides and lubricate.• Inspect the caliper for damage to the guide

pin holes and piston boot. Replace if they aredamaged or corroded.

Tapered Pad WearFriction material is worn in a wedge pattern. This canhappen horizontally or vertically.

Causes:• Errors made during the installation of the pads.• Worn caliper guide pin bushings.• One guide pin or slide seized.

Solution:• Replace the brake pads. • Service the caliper guide pins and bushings.

Replace if necessary.• Service the caliper slides and lubricate.• Inspect the caliper for damage to the guide pin

holes. Replace if they are damaged or corroded.

Cracking, Glazing or Lifted Edges on thePads

The friction material on the pads is damaged physi-cally and shows signs of thermal distress.

Causes:• Driver overused the brakes.• Improper bedding/break-in procedure when the

pads were installed.• Defective brake pads.• Hydraulic system problems are preventing the

release of pressure.• Caliper not about to release due to seized

components.• Parking brake not retracting fully.

Solution:• Replace the brake pads.

Re-evaluate pad selection. • Perform the recommended break-in procedure. • Inspect the caliper for damage to the guide pin

boots and piston boot. Replace if any signs of heatdamage are present.

• Service the caliper guide pins and bushings.• Service the caliper slides and lubricate.• Inspect the caliper for damage to the guide pin

holes. Replace if damaged or corroded.• Adjust the parking brake.

Overlapping Friction MaterialThe top edge of the pad overlaps the top of therotor.

Causes:• The wrong rotor or pad is on the vehicle. • Worn guide pins, caliper bracket or caliper.


Tapered wear

Glazed

When you are buying a brake pad, you are alsobuying the engineering and research behind it. When an aftermarket brake pad manufacturer is

developing or reverse engineering an application,rarely do they test on an actual vehicle. This type of testing is expensive and time con-

suming. Also, the human element can change theresults. A brake dynamometercan test brake systems in a con-trolled environment that mirrorsthe real world. A brake dynamometer can run

24 hours a day and can measurethe performance of a brakingsystem over its entire lifetime.Plus, would you want to be abrake pad guinea pig for 25,000miles?

A brake dynamometer can be more sophisticatedand larger than an engine dynamometer. Brake dynamometers can simulate the conditions

the brake system will experience in a much short-er time. This means that a brake dynamometercan simulate the mass, inertia and performancecapabilities of a vehicle. �

Solution:• Replace the pads.• Check rotor diameter with OE

specifications.


DYNO DESIGNED

Overlap


Civic DutyThe Honda Civic Hybrid is now in its thirdgeneration, with close to 225,000 cars sold todate since its introduction to the U.S. marketback in 2002 as a model year 2003. The CivicHybrid was Honda’s answer to the ToyotaPrius, and was its second hybrid offering fol-lowing its two-seat Insight that was intro-duced in 1999 as a model year 2000.The first generation Civic Hybrids in the

U.S. market are the 2003-’05 models, thesecond generation cars are the 2006-’11models, and the third generation startedwith model year 2012.The Civic Hybrid models are a different breed

of hybrid than the more sophisticated ToyotaPrius in that there is only a minimal full-electricmode of operation. Unlike the Prius that canstart up and drive on battery power alone for alimited distance and speed, the Civic uses itsIntegrated Motor Assist (IMA) system primarilyto boost engine power when extra oomph isneeded to accelerate, pass or climb a hill.

The electric motor produces only 13 hp in thefirst generation Civics, 20 hp in the second generation models and 23 hp in the third generation, so the amount of assist isn’t thatmuch. The gasoline engine, by comparison,makes 85 hp in the first generation Civics, and93 hp in the second and third generation cars, somost of the power that drives the car comes fromthe gasoline engine, not the IMA electric motor.The IMA electric motor is attached to the

engine’s flywheel, so the engine has to be turningfor the electric motor to contribute power tothe drivetrain (unlike a Prius, which can decoupleits electric motors from the engine).Consequently, there is no start-up electric-onlymode of operation in a Civic Hybrid as there iswith a Prius.However, on the second and third generation

Civic Hybrids, there is a full electric mode thatmay occur briefly depending on the chargelevel of the IMA battery while cruising underlight load between 15 and 20 mph. When thishappens, the engine’s cylinders are temporarilydeactivated and the car is propelled by batterypower alone to save fuel.The first- and second-generation Civic Hybrids

are powered by a 1.3L VTEC engine that candeactivate three cylinders (first generation) or allfour cylinders (second generation) during decelto save fuel. The third generation cars get a

Real World

HANDLING HYBRIDSDiagnosing Issues on Honda Civics and Ford Escapes


larger 1.5L VTEC engine, but thepower output is the same as theprevious models.

Honda Hybrid BatteriesThe number one problem withHonda Civic Hybrids has been thehigh-voltage IMA battery. The firstgeneration cars use a 144-volt nickelmetal hydride (NiMH) battery,while second generation cars use ahigher voltage 158.4V NiMH bat-tery. Third generation cars use atotally different kind of battery, aLithium-Ion 158V battery that isabout 30% more powerful thanthat in the previous models.The problem with the first and

second generation batteries is thatthey can fail prematurely for a varietyof reasons. Undercharging is one,and overheating is another.According to some sources, averagebattery life in these vehicles is onlyabout seven years, and the secondgeneration cars are worse than thefirst.For the high-voltage IMA battery

to last, it must be kept at or abovea 50-60% State of Charge (SOC)most of the time. That means drivingthe car frequently enough to keepthe battery charged (at least onceevery month). If the car sits formore than a month in extremeconditions like heat, the batterymay get so low that it never fullyrecovers and eventually fails.What’s more, if the battery sitsfully charged (over charged 80%

SOC plus) for more than 90 days, itwill often fail within a matter ofmonths.According to one report in the

Los Angeles Times, more than 4%of the high-voltage batteries in2006-’08 Honda Civic Hybrids havebeen replaced — a figure that’sunacceptably high according tothe California Bureau of AutoRepair.Many of the premature battery

failure problems have been blamedon the driving habits of the vehicleowners: not driving the cars oftenenough or far enough to keep thebattery fully charged. To address thisissue, Honda came out with a soft-ware update to extend battery life.Honda blames its premature batteryfailure problem on “frequent stop-and-go city driving with the A/C on,especially during warm weather. Thistype of driving can leave the IMAbattery in a low state of charge.Over time, this can cause batterydeterioration and failure.”The Honda TSB software update

(09-058 and more recently 10-034)essentially “detunes” the IMA systemso it uses assist less often, and,thus, puts less load and stress onthe battery. Some Civic ownershave complained that their carsfeel more sluggish or don’t get thesame mileage after they’ve had thecontrol software updated (whichactually involves reflashing the IMAbattery software, the PGM-FIengine control software and the

CVT transmission software).If an IMA battery fails, it’s expen-

sive to replace. Honda dealers arereportedly charging $3,000 to asmuch as $4,000 to replace batteriesthat are not covered by warranty —which is another issue in itself.

Replacement ‘Charge’Civic owners who have had ahybrid battery call it quits have frequently encountered confusingand misleading information abouttheir battery’s warranty coverage.We looked into this issue andfound that basically the battery’swarranty coverage will varydepending on the emissions certifi-cation of the vehicle, the statewhere it was originally registered,its VIN number, and its age andmileage since it was manufactured.If a failed battery is still under

warranty, Honda will replace it atno cost to the owner. If the batteryis out of warranty, Honda sells“refurbished” batteries/plus installation (which comes with a one-year warranty) or a new battery/plusinstallation (which comes with athree-year warranty). Aftermarket refurbished batteries

are also available from sourcessuch as re-involt.com or hybrid-battery.com.Most hybrid experts caution

against replacing a dead batterywith one from a salvage yardbecause chances are a used batteryhas been sitting in a discharged

state for a long time and won’t last if it’s returned toservice. The problem is that some NiMH cells dis-charge at a different rate than others. This upsets theinternal charge balance of the battery and preventsthe battery from recharging normally, which will even-tually cause it to fail.

IMA DiagnosticsHonda’s self-diagnostics cover the IMA system prettywell, and will usually detect most problems in the IMAsystem or battery. When such a fault occurs, the systemwill set a fault code and turn on the IMA warninglight. So, if the IMA warning light is illuminated on acustomer’s car, plug in a scan tool to find out what’sthe matter. Some aftermarket scan tools can displayIMA fault codes, but others may not have all of thecodes or be capable of accessing all of the systemdata or self-tests.People we’ve spoke to in the industry recommend

using a Honda scan tool for diagnostics, such as theVetronix Mastertech for 2003 models, or a Teradynescan tool for 2004 and later models.Any of the following codes usually means the car

needs a new battery: P0A7E, P0A7F, P1435, P1446 orP1570. Other battery-related codes include: P1447,P1449, P0A9D, P0A9E, P0AC7, P0ACD, P1574, P0A27and P0AE1. These codes indicate battery-related faultsthat may or may not require replacing the battery.If you’re clearing codes with an aftermarket scan

tool, the 2003 Honda Civic Hybrids have a quirk thatrequires you to clear the codes twice before the IMAwarning light will stay off. These models may haveP1440 and P1679 codes, which are false codes andcan be ignored.

If the hybrid battery in a Civic is discharged, the following tips are helpful for recharging it (since no high-voltage battery charger is available for such purposes): • Just start the car and let the engine recharge the

battery. • Remove the #15 fuse from the underhood fuse

panel and run the engine at 3,000 rpm to fast-chargethe battery. • When all of the status bars on the dash charge

indicator are illuminated, the battery is fully charged.

Battery BackupSomething else to keep in mind about the Civic

Hybrid is that it has a conventional 12-volt starter as abackup in case there is a failure with the high-voltageIMA system. If the IMA battery has sufficient charge, the IMA

electric motor on the flywheel will start the engine,otherwise the conventional 12V starter will kick in tocrank the engine to life. The 12V starter is also usedin extreme cold.


The high-voltage hybrid battery can be dangerous because of the potential shock hazard. There is oneHonda-approved way to disable the high-voltage IMAsystem. Turn off the ignition and disconnect the negativeground cable from the conventional 12-volt battery inthe engine compartment. This will disable the IMA controller and prevent it from routinghigh voltage into the IMA system.Then, remove the back seat,

remove the small switch cover on thebattery pack and turn off the switch(down). Wait at least five minutes forthe system’s high-voltage capacitorsto discharge before working on thebattery or other IMA high-voltagecomponents.If any work needs to be done on

the hybrid battery junction board orcontrol module, wear insulated glovesand use insulated tools.For normal maintenance and repairs

to non-IMA system components,there’s no need to disconnect the hybrid battery ordisable the IMA system. Just make sure the ignition isoff. Even so, avoid touching any orange-color-coded,high-voltage cables.

Other Civic Repair Tips• There have been few problems with the IMA electric

motor on the back of the engine, but if you have topull one, you’ll need a special puller to get it off.• The engine in the Civic Hybrid requires 0W-20

motor oil. If a heavier-viscosity motor oil is used, itmay adversely affect the operation of the VTEC valve

control system. Not changing the oil often enoughcan also foul the VTEC valve control system and set aP1259 code.• On first generation Civic Hybrids, the oil filter

needs to be prefilled with oil before it’s installed.Most technicians don’t take the time to do this, but

not filling it can allow air to be pumped intothe VTEC control system, causing a P1021code to be set.• Another common code on these cars

is a P1491 EGR code. This can be causedby a buildup of carbon under the engine’sEGR valve. Cleaning the EGR port every60,000 to 90,000 miles will prevent thisfrom happening.• The Continuously Variable

Transmission (CVT) requires a specialHonda fluid, and also requires a specialrelearn driving procedure if the batteryhas been disconnected or replaced.• If a Civic Hybrid is experiencing a

driveability problem and you’re not sure ifit’s the gas engine or the IMA system, remove theIMA fuse and drive the car in gas-only mode. If theproblem goes away, the fault is in the IMA system. Ifthe fault is still there, it’s in the gas engine controlsystem.• On the second and third generation Civic Hybrids,

a combination belt/electric drive A/C compressor isused. It requires a special insulating compressor oil:Sanden SE-10Y (P/N 38899-RCJ-A01). The A/C compressor works in conjunction with the engine’sidle stop system to keep the A/C going if the engineshuts off when the vehicle is stopped. Normally, the


This tech article documents the code P1A10-Hybrid Powertrain ControlModule-Battery Disabled found on a 2006 Ford Escape Hybrid 2.3L. See Photo 1.

Code P1A10 involves apossible interlock prob-lem with the system. Our subject vehicle was

a former police vehiclepurchased at an auction— for $1! — in very poorcondition. It does not runor power up, and bothcluster displays are blank.The vehicle was

brought into a local shopwhere a review of theparameter indicator data(PID) shows per a freezeframe that the interlockcircuit was closed at thetime of failure. See Figure 1.

engine stop system will kill theengine momentarily when thevehicle comes to a halt after beingdriven at 7 mph or faster.However, the idle stop system

won’t kill the engine if the car issuddenly braked (panic stop),when the engine temperature istoo low (cold engine), when thedefrosters are on, when there are

high electrical loads on the sys-tem, when ambient temperaturesare too high and the A/C is run-ning on the fourth or fifth high-speed setting, when the hybridbattery is too low, or when anyIMA-related faults are present.

Adapted from Larry Carley’s articlein Underhood Service.

No Escaping a Hybrid P1A10 Code on This Ford

Photo 1

Figure 1

The battery pack state of charge is0% and it appears that the vehiclemay have been under water for aperiod of time. See Figure 2. A visual inspection of the battery

implies that based on appearance,there may have been water in thisarea. See Photo 2.

It’s interesting to note that Ford hasindicated in their service informationthat this battery is water resistant. Further review of PID data shows

no interpretation by the system thatany cell failure had occurred. The information provided by Ford

Motor Company indicated that thebattery state of charge needs to be aminimum of 30% in order to begin adiagnostic game plan. The data does show one more

piece to this puzzle: this HV systemwas in limited operating strategy, thePATS (passive anti-theft system) hasalso been enabled. A review of the schematic shows

that this system has two inertiaswitches. One is located in the frontof the vehicle and the other one is in

the rear of the vehicle. We start by checking to see if the

two switches have been opened. Theinspection shows that both switchesare closed. The switches were thenchecked for proper feed and ground.

Figure 2

Photo 2

Photo 3

Photo 4

Photo 5

The front switch showed 12 volts anda good ground, and the rear switchshowed 2.24 volts and a goodground.See Photos 3-5. It was quite clear that the voltage

was incorrect; the question was, whatwas causing this incorrect voltagelevel? It was clear that we would have to

work our way with a schematic, whichwould be our roadmap to possiblyfinding the fault. Following the schematic, we

inspected the wiring, which showedthe problem — the main harness forthe system was cut clear through(Photos 6 and 7).

After the harness was repaired, thevehicle started and ran. A jump-start switch (Photo 8) was

depressed so it could be used as adonor to promote the charging ofthe HV battery. This is achieved per ajump-start control module inside thehigh voltage traction battery. If the battery reaches a state of

charge of 30%, it can be driven. Thecharge state reached 52.3% and the

system appears to be working asdesigned. I checked with this owner several

months later and the vehicle is beingused on a daily basis with no signs ofadverse operation. This Real World Diagnostics case is

now closed. Adapted from Carlton Banks’ story

in TechShop �


Photo 6

Photo 7

Photo 8


Oxygen sensors have been a part ofthe automotive maintenance scenesince 1976, when feedback fuel con-trols were popularly introduced. By1980, nearly every car and light

truck was equipped with an oxygen sensor thatallowed their computer-controlled fuel systems tooperate in a “closed-loop,” “feedback” or “fuelcontrol” mode.Early single-wire zirconia oxygensensors are usually replaced at30,000-50,000-mile intervals or shouldbe tested when a “maintenance”warning light is illuminated. Back inthe day, early oxygen sensors oftenfailed due to tetra-ethyl lead and silicon (dirt) contamination. Early oxygen sensors also becamecontaminated with phosphorous contained in engine oil, glycol contained in engine coolant andvapors emanating from silicone gasketsealants. See Photo 1.Modern zirconia and air/fuel ratio(AFR) oxygen sensors last muchlonger because most of the abovecontaminants have been removedfrom gasoline, engine oil and gasketsealants. Since vehicles are being driven much longer, zirconia and AFR

sensors most often malfunction because theirinternal heater circuits fail or because their zirco-nia-based sensing elements eventually lose theirsensitivity to rapid changes in the engine’sair/fuel ratio.

O2 TermsOxygen sensor diagnosis requires an intimateknowledge of oxygen sensor terminology. Theearliest version of the oxygen sensor was originallycalled a “lambda sensor,” because it coulddetect when an air/fuel mixture varies from anideal 14.7:1 weight ratio. Ideally, 14.7 parts ofair mixed with 1.0 parts of fuel will completely

Tech TipsAdapted from Gary Goms article in

Photo 1: This badly contaminated oxygen sensor produces a biased signal that causes a rich conditionafter the engine enters closed-loop operation.

oxidize, leaving only water and carbon dioxide. Theterm “stoichiometric” describes the state in whichchemically perfect combustion is achieved. In contrast to stoichiometric, Lambda indicateswhen the actual air/fuel mixture varies from the chemicallyperfect 14.7:1 a/f ratio. Lambda 1 indicates a perfect14.7:1 a/f ratio, while a Lambda number of less than 1indicates insufficient air supply. A Lambda numberthat’s greater than 1 indicates insufficient fuel in thecylinder. See Photo 2.

Ideally, 14.7 parts of air mixed with 1.0 parts of fuelwill completely oxidize, leaving only water and car-bon dioxide.

Heated O2 SensorsDuring the early 1980s, many engines didn’t achievefuel control (open-loop) until the coolant warmed to160° F and the oxygen sensor warmed to 600° F.Since most exhaust pollution occurs during and short-ly after a cold engine startup, oxygen sensors werelater equipped with electric heaters to quickly bring

them up to operating temperature. In modern vehi-cles, the PCM enters fuel control (closed-loop) assoon as the oxygen sensor begins sending a readablevoltage signal to the PCM. Although operating strate-gies vary according to application, the PCM generallyactivates the oxygen sensor’s heater circuit duringcold startups. Heated oxygen sensors generally lastbetween 60,000-100,000 miles.

Zirconia O2 Sensors The sensing element of most oxygen sensors is composed of a zirconium dioxide thimble coated onboth sides with a thin layer of platinum. As mentionedabove, zirconia sensors must reach 600° F operatingtemperature before they begin generating a voltagesignal. In addition, the inside of the zirconia thimble must beexposed to oxygen, which reaches the thimble througha vented housing or through the sensor lead wire.Although very little oxygen is required, a coating ofengine oil or grease can reduce the availability of oxy-gen to the inner thimble enough to affect the sensor’saccuracy.When the actual a/f mixture is rich, the sensor generates a 0.8 to 0.9-volt signal to the PCM. Whenthe actual a/f signal is lean, the sensor generates amuch lower voltage signal to the PCM. At stoichiometricor Lambda 1, the sensor generates about 0.450 volts.When the oxygen sensor indicates “rich,” the PCMreduces the fuel injector pulse width. When the O2 sensor indicates “lean,” the PCM increases the injectorpulse width. See Photo 3.


Photo 2: The coat of soot on this unheatedoxygen sensor reduces its sensitivity tochanges in the air/fuel mixture ratio.

Photo 3: The shield on this new Toyota oxygensensor is clean. If fuel control is correct, theoxygen sensor shield should accumulate only alight coating of combustion by-products.

In many post-1996 OBD II systems, the zirconia sensorhas changed from a thimble-shaped configuration towhat is known as a “planar” or flat configuration. The lanar design allows a much shorter warm-up time,is more reliable and is more accurate over its operatinglife.But, in reality, the combustion process is seldom perfect because the fuel closest to the combustionchamber surface or between the piston and cylinderwall often doesn’t burn. Consequently, a small amount of partially burned fuelin the form of carbon monoxide and unburned fuel inthe form of hydrocarbons remains to form pollutants inthe exhaust gas stream.To more accurately monitor fuel control, the PCM inmodern systems switches the air/fuel ratio from about0.2 volts to 0.8 volts, which is very close to stoichiometric.This switching process can easily be observed by usingthe voltage-graphing feature found on most scan tools. In contrast to using a labscope, the graphing samplerate might be too low on a scan tool to provideabsolutely accurate information. Nevertheless, the scantool graph will indicate the voltage switching range andrelative activity of the zirconia sensor.When diagnosing any oxygen sensor, remember thatoutside air entering the exhaust system from an exhaustleak will obviously reduce an oxygen sensor’s indicatedvoltage output. It’s also important to know that oxygen sensors canbecome rich or lean biased due to problems like sensorcontamination and faulty sensor grounds. Rememberthat, regardless of how well it tests, a biased sensor willnot produce a stoichiometric air/fuel ratio. So, if thesensor is questionable, it should be replaced.In many post-1996 OBD II systems, the zirconia sensorhas changed from a thimble-shaped configuration towhat is known as a “planar” or flat configuration. The planar design allows a much shorter warm-uptime, is more reliable and is more accurate over itsoperating life. On most current platforms, zirconia sensors are used

downstream from the catalytic converter because thevoltage reporting requirements are within the range ofa zirconia sensor. See Photo 4.

Titania O2 SensorsJust for the historical record, some manufacturers likeToyota used titania-based oxygen sensors to indicaterich or lean air/fuel mixtures. Unlike a zirconia sensor that produces voltage, the titania-based sensor is generally supplied with 5.0 reference volts. As a titania-based sensor heats up, itresponds to variations from stoichiometric by changingresistance. Although the applications for titania-based

sensors are relatively few, a technician must be able torecognize this configuration when a diagnosis isrequired.

AFR SensorsAir/Fuel Ratio (AFR) sensors are used in engines operatingat extreme air/fuel ratios from 12:1 to 20:1 or higher.While AFR sensors are also known as “linear,” “broad-band,” “wide-band” and “lean” air/fuel ratio sensors,each of these design variations are generally application-specific and can generate a slightly different datastream.Although an AFR sensor is basically two zirconia sensors or “cells” mated together in planar form, theAFR sensor uses an entirely different operating strategythan a conventional zirconia sensor. To remain within the scope of this article, suffice it tosay that one cell is used to measure oxygen content inthe exhaust stream and the other cell, known as apumping cell, is supplied with a very small electric current capable of moving oxygen ions in a positive ornegative direction. In so doing, this electric currentachieves a stoichiometric ratio between both cells. ThePCM therefore controls air/fuel ratio by measuring theamount of electric current flowing to and from the AFRsensor.The differences between a conventional zirconia andAFR sensor are, first, that the AFR sensor will have fiveor more wires in its connector. Second, the AFR sensor must operate at 1,200° F, soit’s generally dependent upon its heater circuits tomaintain operating temperature. And, in contrast to zirconia sensor diagnostics, AFR


Photo 4: The locating tabs make this Toyotaoxygen sensor application-specific. The fourterminals indicate that this is a zirconia sensor.

sensor diagnostics are, for practicalpurposes, scan-tool based.If you’re using a factory or“enhanced” scan tool, you’re likelyto see AFR data displayed in anentirely different format than on anaftermarket tool. Many aftermarket scan tools weremandated to display AFR data in aconventional 0 to 1-volt switchingpattern format.While this format is erroneous inone sense, it also becomes irrele-vant in another because modernOBD II PCMs have a much greaterand far more sophisticated on-board diagnostic capability than justa few years ago. So, in most cases, it’s much betterto let the modern OBD II PCM runthe diagnostic monitors on the AFRsensor and store the related troublecodes when the AFR sensor beginsto degrade. Because AFR sensors can detect awide range of air/fuel ratios in thefeed gases exiting the engine, theyare generally used upstream of thecatalytic converter. Again, remember that leakingexhaust manifolds or EGR systemswill create a false AFR signal to thePCM.

O2 IDScan tools identify oxygen sensorsaccording to cylinder bank andposition. Number-one cylinder bankis the bank closest to the harmonicbalancer on a V-block engine. In relation to the catalytic con-verter, the B1S1 oxygen sensor isthe first or “upstream” oxygensensor on the bank one side. B1S2is the second sensor locateddownstream from the catalyticconverter. Some systems use two upstreambank sensors per cylinder bankand are numbered accordingly.

ReplacementAlthough it’s obvious that a newoxygen sensor is required when thePCM detects a failure, there are

other occasions when an oxygensensor replacement might be rec-ommended. As mentioned at theoutset, many older import vehiclesare equipped with sensors thatshould be replaced at regular inter-vals or inspected when the vehicle’sorange “maintenance required”light illuminates.Because pre-1996 OBD I vehicleslack the on-board diagnostic capabil-ity to detect a failing zirconia oxygensensor, it’s always best to test sensorvoltage range and sensitivity with alabscope or digital multimeter. When removed, the sensor shieldshould exhibit a nearly clean-metal appearance. If the sensor is crustedwith oil contamination, it should bereplaced and the engine tested forexcessive fluid consumption.Similarly, if an oxygen sensor hasbeen exposed to coolant from aleaking cylinder head gasket, itshould be replaced to ensure thePCM’s ability to establish correctfuel control.Last, if the vehicle is failing anemissions test, remember that sensors can produce a biased voltage due to internal or external contamination, or a faulty groundconnection. In any case, a questionable sensor should bereplaced to ensure accurate fuelcontrol. �

Gary Goms is aformer educatorand shopowner whoremains activein the after-market serviceindustry. Garyis an ASE- certified Master AutomobileTechnician (CMAT) and hasearned the L1 advanced engineperformance certification. Healso belongs to the AutomotiveService Association (ASA) andthe Society of AutomotiveEngineers (SAE).

Solution at www.tomorrowstechnician.com

Tomorrow’s Technician November Crossword

CrossWord PuZZleACROSS1. Tire-shop task5. Critical spark plug dimension8. Trip-odometer button9. Cleans car to nth degree10. Trucker's CB query, "Got your ____ on?"11. Fuel containers (3,5)13. Exhaust _____ (muffler, tailpipe, etc.)15. Fully-optioned, informally18. Dramatic tire failures19. Polish the paint22. Wheel fastener type (3,4)23. Wiper brand since 191724. Prepares panel for paint25. Roller ____, tech's tool repository

DOWN1. Carburetor venturis, informally2. Alignment-machine beam, perhaps3. Bolt's partners4. Piston-ring specification (3,3)5. Tire-maintenance procedure6. Adjusted toe-in7. Flexible coolant conduits12. DIY auto-paint containers14. Front-passenger seat, slangily16. Snowbelt HVAC setting17. Unwanted car-stereo sound18. Tire-structure bands20. Autoworkers' organization21. Spindle synonym, ____ axle


Performance has a new address

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Dr. Bradley Ebersole, presidentof Washington StateCommunity College (WSCC),Marietta, OH, recently wel-comed area dignitaries to cutthe ribbon on the new state-of-the-art welding lab at WSCC.The new state-of-the-art weldinglab at WSCC compliments thenew welding certificate program.Certification based on AWS –American Welding Society – willbe available to students as well.The new state-of-the-art lab andequipment makes the weldingprogram at WSCC stand outfrom others in the area. Recognizing the growing

domestic energy opportunities,the college launched a one-yearwelding certificate program.

Josh Horner, the new weldinginstructor is ASME certified anda graduate of the West VirginiaUniversity Parkersburg weldingprogram and has numerousyears of experience working infabrication shops in the area. “Iam excited about the new weld-ing program here at WashingtonState Community College

because of our new state-of-the-art lab and equipment, andthe fact that we are offeringextra lab hours, hands-on experience, and evening as wellas daytime classes,” Josh said.The one-year welding certifi-

cate includes stick (shieldedmetal arc welding), MIG (gasmetal arc welding; metal, inert

gas), TIG (gas tungsten arc welding; tungsten, inert gas),plate and pipe welding, as well asset-up techniques. Safety andhands-on experience are prioritiesthroughout the new WSCC welding program. For more information about

Washington State CommunityCollege, visit www.wscc.edu.

In The News

The National AutomotiveTechnicians EducationFoundation (NATEF) releasedthe updated Being RelevantMatters Integrated Academicsguide funded through a grantprogram created by the ACTFoundation for members of theNational Network of BusinessIndustry Associations.NATEF’s 32-page Integrated

Academics guide is designed toprovide a road map for instruc-tors to help high school stu-dents who might prefer acareer/technical educationoption over college prep ifthey could meet ever-increasinghigh school graduationrequirements. Not only does the CTE option

provide many high school students

a choice, but often it is theincentive to stay in school andoptimize their educationalopportunitiesThe guide is available free of

charge from NATEF and alsoavailable in pdf format atwww.natef.org/Achieving-Accreditation/Integrated-Academic-Skills/Automobile.aspx.

WSCC Opens New Welding Program

WSCC student Kyle Legleitner practices his welding skills in oneof the lab’s new booths.

NATEF Updates Integrated Academics Guide

For more automotive industry news, visit www.tomorrowstechnician.com.


BendPak, Inc. announced the recent ground-breaking to celebrate beginning construction ofa 67,000 square-foot multipurpose warehouseand shipping center located on 3.7 acres ofland in Santa Paula, CA. The facility will furtherexpand BendPak’s current shipping and logis-tics operation allowing the business to meetgrowing customer needs. “We are excited about this further expansion

as it will provide more warehouse and shippingspace and add additional logistic and order pro-cessing facilities, not to mention additional park-ing,” said Javier Arias, vice president of opera-tions. “The fact that the property sits right nextto our existing location and became available forpurchase presented a great solution.”The new property and expansion, located

adjacent its current Dove Court location isexpected to be completed by spring 2015. Through the new shipping and logistics center,

BendPak is promising even faster delivery ofproducts to its growing BendPak and Ranger brands consumer base.

BENDPAK BREAKS GROUND ON NEW WAREHOUSE AND SHIPPING COMPLEX

Participating in the ceremonial dig is: (left to right) RusselStoltz, controller, Jeff Kritzer, Sr. vice president of salesand sarketing, Donald Henthorn, president and owner,Javier Arias, vice president of operations, and DavidRamirez, Sr. vice president, international sales

Green Car Journal has announced finalists for the 2015Luxury Green Car of the Year, 2015 Green Car TechnologyAward, and 2015 Green SUV of the Year, part of the expandedGreen Car Awards program at The Washington Auto Show. Winners will be announced in Washington DC during the

show's Public Policy Day at the Washington ConventionCenter on January 22."Automakers are stepping up to meet the challenge of

offering increasingly efficient, environmentally positive vehi-cles in all classes of vehicles," said Ron Cogan, editor andpublisher of the Green Car Journal and CarsOfChange.com. "Their achievements in improving environmentalimpact in the popular SUV segment, an inclusive focus on aspirational vehicles, and use of innovative 'green'technologies deserve to be recognized."Green SUV of the Year finalists include the Honda CR-V, Hyundai Tucson Fuel Cell, Jeep Grand Cherokee

EcoDiesel, Lexus NX 300h and Mazda CX-5. These notable crossovers and SUVs include hybrid, hydrogen, highefficiency gasoline and clean diesel models.Finalists for Luxury Green Car of the Year are the Audi A8 TDI, BMW i8, Cadillac ELR, Porsche Panamera S

E-Hybrid and Tesla Model S (shown here). The field includes clean diesel, hybrid, plug-in hybrid and battery electric aspirational vehicles that achieve

improved environmental performance in distinctly different ways.Green Car Technology Award finalists comprise an array of enabling technologies that make it possible for

vehicle models of all types to achieve improved environmental performance. The field of finalists this yearincludes the BMW i8 Plug-In Hybrid Powertrain, BMW i3 REx Range Extender, Chevrolet CNG Bi-FuelPowertrain, Ford F-150 Aluminum Body, Ford 2.7L EcoBoost V-6, Honda 1.5L Earth Dreams Engine, Kia SoulElectric Powertrain, Tesla Dual Motor AWD, Volvo Drive-E and the VW e-Golf Electric Powertrain. The Cadillac ELR's 'Regen on Demand' system was honored as the Green Car Technology Award winner in

2014, with Mazda's SKYACTIV technology being honored in 2013.For more information, visit www.washingtonautoshow.com. �

Top Green Vehicles to be Announced in January

At the 2014 Mondial del'Automobile (Paris Auto Show)held in October, Honda showcasedits eagerly anticipated Civic Type RConcept.This latest concept is a follow-up to

the one unveiled in March at theGeneva Car Show. While the dramaticstyling changed little from that of theoriginal concept, most significant ofthis concept was confirmation of thetech details and the powerplant usedin Civic Type R Concept.According to Honda, the heart of

the Civic Type R is an all-new turbocharged 2.0L i-VTEC gas enginefrom Honda’s next-generation EarthDreams Technology range. While Honda didn’t officially

confirm a power output, theautomaker did report the engine willpump out “more than 276 bhp”(brake horsepower) once the production version is ready forEuropean consumers beginning in2015.Engineering sources, however,

privately admitted that the enginehas already been tuned to produce300bhp, with the possibility of moreoutput. While Type R engine predecessors

were naturally aspirated, this newEuro 6 emissions-compliant 2.0L i-VTEC engine benefits from a turbocharger, boosting low-end

power delivery. This new Honda is not for the faint

of heart owner, and the automaker ispromising, “a sensational drivingexperience” that is “unmatchedagainst any previous Type R” and“the start of a new performance erafor the brand.”According to Civic Type R project

leader Suehiro Hasshi, Honda hashad four Type R model derivatives:the Civic, Integra, Accord and NSX.“The engine in the new Civic Type R

is unrivalled against all ofthem in terms ofraw power, torqueand engineresponse.”The production

version of theCivic Type R willmark the debut ofHonda's new '+R'button. Located to

the side of the steering wheel, the '+R'mode button, when pressed, offers anexhilarating driving experience asengine response is heightened andtorque-mapping is changed to a moreaggressive and performance-focusedsetting. The steering also becomesmore reactive, along with the newfour-point Adaptive Damper System,to deliver a definitive handling expe-rience."In default standard mode, the

Civic Type R is exceptionally agile, aneveryday sports car with an enjoyableand fluid acceleration,” Hasshiexplained.However, “The '+R' button brings

out a more dynamic and athletic carfor the driver, to get (driver) pulsesracing. The '+R' mode is extreme; thecar is ideal for track use and will beappreciated by the genuine sports-driving enthusiast."

Source Honda Motor Co. �

Report Card


By Ed Sunkin, Editor

Documents

Tomorrow's Tech, November 2014