Manufacturers require quality air compressors to maintain throughput and achieve energy efficiency goals. Now, light commercial businesses can reap the benefits of industrial-grade equipment with two new Ingersoll Rand® Next Generation R-Series compressors.
The RS11-22kW and RS15-22kW are the first compressors in the Next Generation R-Series line specifically designed for small commercial operations. The RS15-22kW unit includes premium features out-of-the-box and is available with a fixed-speed or variable speed drive (VSD) motor. This model debuts a brand new airend design that produces 20 percent more airflow compared to previous Ingersoll Rand compressors of this capacity, resulting in more energy savings. The RS11-22kW houses a redesigned cooling system and increases energy efficiency up to 12 percent compared to legacy UP6 compressors.
“The RS11-22kW and RS15-22kW compressors give smaller commercial businesses the efficiency and reliability of industrial-grade compressors, in a package that meets their unique needs around footprint and total cost of ownership,” says Kevin Kosobud, Contact Cooled Portfolio Leader, Ingersoll Rand.
Premium Components Come Standard; Translates to World-Class Efficiency
What was once an upgrade is now standard on the RS15-22kW ie and ne models.
The ne (VSD) unit is rated to operate efficiently in temperatures up to 115 degrees Fahrenheit.
V-ShieldTM technology enhances repeatability. Polytetrafluoroethylene (PTFE) stainless steel-braided oil hoses and O-ring face seals mitigate the risk of oil leaks and pressure loss throughout the compressor system.
RS15-22kW Total Air System (TAS) packages feature a three-phase dryer, which only requires one power input for the entire system. This saves the expense of a separate power line and simplifies set up. The dryer also has two power settings. The first mode runs continuously to ensure consistent, dry air. The on/off mode helps customers save energy costs based on air demand.
RS15-22kW controllers have Progressive Adaptive Control (PAC). PAC is a unique algorithm that monitors key performance parameters to indicate when parts require maintenance or if temperatures reach the maximum temperature threshold. The controller automatically adjusts the equipment parameters to keep the machines running efficiently.
System Reliability Improves with Add-on Components and Service Options
Manufacturers can customize compressors based on their unique requirements and operating conditions:
TAS: Both systems are available as TAS packages. TAS compressor packages include air treatment equipment inside the units which provide clean, dry air in an all-in-one package.
Drain Valves: Customers that purchase RS11-22kW units will have a timer drain included. Electronic no-loss drain valves are available as an upgrade for RS15-22kW compressors. These components automatically drain water from a system.
Outdoor Modification: Storing equipment indoors isn’t always an option for space-limited facilities. The outdoor modification option protects sensitive electric components from moisture and debris. With this rating, compressors can operate in temperatures between 35- and 115-degrees Fahrenheit.
Low Ambient: When temperatures dip below-freezing it impacts system efficiency. The low ambient add-on feature includes internal heaters to prevent condensation from freezing.
Cooling System: This innovative, free-floating system allows heat exchangers to expand and contract to reduce thermal stress. It also increases efficiency and system durability.
Phase Monitor: The phase monitor prevents a compressor from starting up if it’s wired incorrectly, which protects the motor from crashing.
Power Out Restart On (PORO): If a compressor loses power, operators can rest assured that their equipment will automatically turn back on with the previously-defined settings.
CARE Service Programs: Ingersoll Rand offers a full suite of service programs that support Next Generation R-Series compressors. PartsCARETM agreements provide customers with five years of additional coverage on their compressor’s airend. The program sends scheduled maintenance reminders and delivers genuine OEM parts to keep equipment running at peak efficiency.
Both RS11-22kW and RS15-22kW units are available with a 120- or 240-gallon air storage tank and include Xe-Series controllers.
For more information on the Ingersoll Rand Next Generation R-Series air compressors, visit IngersollRandProducts.com/AllAirIsNotEqual or contact your local service representative.
A vehicle’s cooling system is one of its most vital, yet often overlooked parts. Red Line Synthetic Oil, a leading supplier of synthetic lubricants and additives, has been helping owners and enthusiasts take care of their cars’ cooling systems with the additive, WaterWetter®, for 40 years. Specifically designed to lower coolant temperatures by as much as 20 degrees Fahrenheit, while simultaneously protecting against harmful rust and corrosion, WaterWetter is a must-have when temperatures begin to rise this summer.
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Originally designed for racing applications, WaterWetter was created specifically to reduce strain on the cooling system allowing for more reliable performance. Now, that same technology is also available for use in everyday applications. The best part is that it’s extremely easy to use. Simply wait for your car to cool down, remove the radiator or expansion tank cap and pour in the appropriate amount, one bottle for a typical automotive cooling system. No mechanic required!
By lowering the surface tension of coolant, WaterWetter acts to lower engine coolant temperatures. This allows for greater heat transfer from the engine’s metal components to the coolant, reducing the chances of overheating and the formation of unwelcome cylinder head hot spots. In addition to its increased cooling abilities, Red Line’s WaterWetter also protects vital components from corrosion. Modern automotive engines often have aluminum parts including radiators, heads and water pump housings. As a result, these engines require even greater corrosion protection, compared to their cast iron counterparts. WaterWetter can help prevent potentially catastrophic corrosion build up by forming a protective film inside these parts.
The majority of street cars run a 50/50 ethylene or propylene glycol/water solution in their cooling systems. Those set ups benefit from the use of WaterWetter because normal driving conditions, such as stop and go traffic, can overburden a vehicle’s cooling system and cause overheating. Additionally, those cooling systems can be more susceptible to rust and corrosion as old, unchanged coolants can turn acidic and speed up internal corrosion.
Red Line WaterWetter also works exceptionally well in performance racing applications where the use of conventional glycol-based coolants is not permitted. It doubles the efficiency of water by drastically improving heat transfer while providing crucial rust and corrosion protection in water only cooling systems. As an added benefit, by reducing the cylinder head and charge temperature, WaterWetter may also allow for more spark advance and subsequently increased torque. Since the beginning, Red Line Synthetic Oil has created products for racing applications with the idea that racers require the best of the best. This philosophy of creating the most advanced lubricants has become a pillar of the brand, not just within its racing line but with all of its product offerings. Red Line creates its synthetic oils and advanced additives using the world’s finest base stocks so consumers can rest assured their vehicles are receiving only the highest quality fluids.
For more information on Red Line Synthetic Oil, please visit www.redlineoil.com or follow Red Line Synthetic Oil on Instagram, Facebook or LinkedIn.
TBC Corporation, one of North America’s largest marketers of automotive replacement tires, is once again expanding its footprint via the organization’s company-owned retail brands, NTB and Tire Kingdom.
In 2019, year-to-date, the company has added nine new company-owned retail locations (five NTB / four Tire Kingdom). An additional 18 locations are scheduled to open in 2019, growing the company’s store count, under the NTB and Tire Kingdom brands, to more than 735 by the end of this calendar year.
“At NTB, Tire Kingdom and greater TBC Corporation, we strive to exceed customer expectations each and every day. Part of our commitment to our customers is to provide exceptional service at locations in areas that make the most sense for them,” said Erik R. Olsen, President & CEO, TBC Corporation. “As an organization dedicated to being the trusted and recognized leader in the replacement tire and automotive services industry, we continue to look for new ways to better serve customers and we will continue to do so.”
There was a local repair shop that had an oil change go wrong on a 2011 Kia Optima with a 2.4 L engine (Figure 1). The shop mechanic had an easy task of simply replacing the oil filter and removing and reinstalling a drain plug to drain and refill the engine with oil. The oil filter was installed properly and the correct oil type and quantity was put in the engine but the drain plug was never secured with a wrench and only hand tightened. Somewhere in the thought process the mechanic forgot to tighten the plug with a wrench and allowed the vehicle to go down the road with a loose drain plug.
Figure 1
Over time and enough road vibration, the drain plug worked its way loose and the oil started to drain from the engine. The driver of the vehicle did notice the oil light come on but proceeded to drive to get to a public destination off the roadway. Some drivers would just pull over, shut the engine off and call for roadside assistance but there are others that will not, and this sealed the fate of this vehicle. The vehicle was driven too far on oil starvation and the engine seized.
Back at the shop
The car was towed back to the shop that serviced it to find out what happened to the vehicle. The shop owner was not a happy camper because he discovered that the drain plug was missing and all the oil drained out leaving behind a seized engine. He confronted his mechanic to educate him about why it is so important to always go over your service repairs and that he would now be partially responsible on some labor involved without pay. Hopefully, this would condition his mechanic to be more aware down the road. To keep operating costs down and not go through insurance, the shop mechanic was instructed to pull the engine so it could be sent to an engine shop for repairs.
Once the engine arrived at the engine shop, they pulled the oil pan to discover a damaged crankshaft and bearings. Luckily the cylinder walls were not scored and most of the damage was lower end. The engine shop recommended a replacement crankshaft, main bearings, rod bearings and an oil pump. The repair shop decided to go ahead with the repairs that would be less costly than purchasing a used engine.
After about 2 weeks, the engine repairs were completed and the repair shop drove there to pick up the engine. Once the engine arrived back at the shop, the mechanic was eager to get the engine back into the vehicle and out of his life. After a full day to install the engine, it fired up and ran. It did not crank over instantly but it did run without any noises or signs of upper engine issues. As the vehicle ran in the bay, the Check Engine light came on, so the mechanic hooked up a scan tool to retrieve any codes to see if he left anything unplugged or not fully seated in the install process.
Whose mistake is it?
The code he pulled was a P0336 for "Crank Position Sensor Circuit Range Performance" (Figure 2). The vehicle never had this issue before so maybe something happened in the engine repair process. The engine was running so the crankshaft sensor had to be working or maybe it had a glitch in it that the ECM did not like because the wiring to the sensor seemed okay. The shop did not have a scope so they were just using old school tactics and a scan tool to figure this issue out. The shop decided to replace the crankshaft sensor with a new one and when this did not work they put blame on the engine shop thinking that they did not set up the valve timing properly.
Figure 2
The repair shop sent the entire vehicle back to the engine shop to have them resolve the issue. The timing chain and gears were checked and everything seemed in order. It was at this point I was called by the engine shop to get a second opinion.
The REAL cause
Figure 3
When I arrived at the shop I was given the whole story of events and I decided the best place to start was to hook up my 8-trace scope and look at the Crank and Cam sensors to make sense of it all. I placed my Yellow lead on the Crank Sensor, Red lead on the Intake Cam Sensor and my Green lead on the Exhaust Cam Sensor (Figure 3).
The signal patterns seemed fine with good signal amplitude and no dropouts (Figure 4) but I needed a good known pattern to compare it to. If you don’t have a good known car to hook up to its always a good idea to head to the Internet to see if you can tap into someone’s waveform library and one great place is IATN if you have a membership to access information. I logged onto their site and sure enough I was able to find a Crank to Intake Cam Correlation waveform (Figure 5). The pattern seemed similar to the vehicle I was working on and the Crank to Intake Cam correlation was identical indicating a non-timing gear issue but what caught my eye was the Crankshaft pattern.
Figure 4
Figure 5
When I zoomed into my Crank pattern (Figure 6) I counted 57 teeth between the synch gaps with an extra open gap but the good known pattern did not have this extra open gap and showed 58 teeth between the synch gaps. This indicated that there might be an issue with the crankshaft that was installed in the engine. I asked the engine shop if they had another crankshaft for this car in their huge inventory and they were able to produce one (Figure 7). You could see that this crankshaft definitely had 58 teeth between the synch gaps incorporated into the Crank trigger wheel but with no extra gap. It was now a wait and see once they removed the oil pan for inspection.
Figure 6
Figure 7
Later in the week I drove back to the engine shop to see what they found. Apparently, someone had dropped the crankshaft they installed and caused damage to one of the teeth on the trigger wheel (Figure 8). I was totally taken back by how someone could drop a crankshaft and not take the time to inspect it thoroughly for any damage they might have caused. The trigger wheel was not a solid gear but rather a thin plate with teeth on its exterior edge. When the crankshaft was dropped it literally bent one tooth inward towards the crankshaft and the crankshaft sensor was unable to create a consistent magnetic field once it crossed its path. This created the extra gap in the crankshaft pattern that the ECM was unhappy with. The P0336 was more of a performance code than it was a circuit code and a scope would be the only option to use to actually see what was going on.
Figure 8
Once the second new crankshaft was installed, the vehicle was test driven by the engine repair shop to make sure there were no other issues with the vehicle. They wanted to make sure there was Check Engine light coming on because the last thing they needed was another comeback to bite into any profits that were left. They stood behind their work and the engine shop had to eat the labor to not only pull the engine but also to dissemble the engine to replace the crankshaft a second time. This vehicle was not a money maker for anyone involved and it only started out as a simple oil change. The only thing that came out of all of this was a valuable lesson to be learned. The vehicle was finally delivered to the repair shop and after their final inspection it was delivered back to its owner who was inconvenienced long enough without a vehicle. The owner did not request a loaner so that was a good thing but you really need to unravel how this happens in our industry.
We are in such a great rush to beat the clock and get these cars in and out for the demands put on us from our customers. Then mix this with the constant distractions in our lives or in the shop. I have seen many people working in bays actually plugged into headphones while working and it just amazes me how they can tune themselves out by doing so. I have always promoted the 5-Sense Diagnostics of Hearing, Feeling, Seeing, Smelling and Tasting while working on cars. I’m not promoting tasting but I can tell you over the 43 years working on cars I know what a few fluids taste like. It’s helped in a few cases.
The vital other four senses are so crucial when working on and diagnosing cars. Use your eyes to look at vehicles and components for anything that’s not right that should be brought to attention. Use your hearing to hone in on any noises that may not seem normal that can alert you to a problem. Use your nose to smell for anything unusual like antifreeze leaks, burnt components, batteries overcharging or even a gas leaks. Use your hands or body to feel for that miss in the engine or for the proper latching of a simple connector. The most important of all is staying focused on what you’re doing so your mind is connected to the vehicle so we don’t forget to do a simple task like making sure we tightened a drain plug. I am sure that this story will hit home with many readers out there and my only hopes is that we put our phones down in the shop and adhere to the old rules of yesteryear.
Several years ago, our CTI and WTI research and development team began an intensive search for truth with respect to Advanced Driver Assistance Systems, or ADAS. Since then there have been many assumptions made with respect to liability, tools, process and the business opportunity. Our team has been involved with no less than three pilot projects with professional customers in both the collision and mechanical space, which has garnered hundreds of calibrations, failures, successes and recognition of the critical elements of entering the business of serving motorists who own and drive an ADAS-equipped vehicle. While we continue to gather data from real calibration and ADAS failure issues, I want to take the opportunity to share with you what we know and don’t know in regards to ADAS. It is important to recognize that there are many people working on various gaps in this space that will ultimately make understanding and communicating ADAS information to your customers simpler than it is today.
The business opportunity is enormous; OEM dealers and collision centers either don’t see the need or opportunity, or they simply don’t have the room or expertise to implement ADAS service. This opens up three potential opportunities for shop owners. First is the Mobile Technician, who is typically at the front of the line with new technologies and provides a valuable service to many of you reading this article. The challenge for them is space, and the slope of the floor they have available also presents a challenge. While not available yet, there are calibration technologies coming that can overcome a small amount of slope. Also, performing calibrations outside is really not a viable option due to the back-lighting issues when calibrating cameras and the slope of the space available. The second opportunity is a progressive shop owner that happens to have available space or recognizes the opportunity in their community and builds said space to stand up a local ADAS calibration center. In a similar vein is the third opportunity, which is a series of regional/local ADAS or technology centers that handle ADAS and other advanced technology services/issues for the local service centers. The key is the skill set of the technician and the discipline to keep them focused on ADAS so they can become proficient and profitable. Calibration setup is critical, but time consuming if you’re paying flat rate, which opens the door for potential mistakes. Technology is coming that will make setup easier and more accurate, but until then we suggest an ADAS-focused technician.
Process is the next critical element of ADAS service and calibration. For nearly 40 years I’ve been an advocate that the most important skill anyone in our industry must possess is the ability to read, and in particular, read technical materials. This is not the ability to read Dr. Seuss or Moby Dick; it is a reading strategy designed to answer the questions you have based on the problem in front of you. Today’s service information is massive in scale, but also contains a treasure trove of answers. Some will simply tell you to RTM (Read the Manual), but that in itself is nearly impossible. It requires creating and implement a technical reading strategy that allows you to find the answers to your questions quickly.
For example, say you received a Toyota Camry from a customer who recently had a quarter panel replaced. Their complaint is the blind spot monitor is not working correctly on the repaired side of the car. There are no codes; this is not uncommon as some systems code when out of calibration and others do not, while some require the sensor to be able to ‘see’ before it can code. In this case the customer had taken it to Toyota for the same issue and was told there are no codes, so it should be OK. “Just drive the vehicle so it can learn” they say. A trained tech will pull up service information with the question focused on the Blind Spot Monitor and will look for calibration steps. With a technical reading strategy, you’ll quickly find steps that are required when the sensor isn’t pointed close enough to the as-designed position, so you decide to check calibration and discover it requires a Rear Beam Axis Calibration, which means the radar sensor behind the quarter panel can’t see the target. Service information demonstrates the need to check the face of the sensor for plum. After you remove the bumper cover to get to the sensor you find it is out of plum by 17 degrees. Specification is less than two degrees; look for an article and a training module focused on implementing a Technical Reading Strategy coming soon.
Next let’s focus on tools such as scan tools and targets. We have most all the aftermarket ADAS-enabled scan tools as well as the OEM scan tools, and we also have all the readily available aftermarket target systems, as well as a couple that aren’t yet sold in the US. We have OEM targets so we can do side-by-side calibrations with all the variables of tools and targets. Our goal is to find the truth with respect to what it takes to do ADAS; what we’ve found is most of the quality aftermarket tools do a great job of calibration. Some are tied to their own target system, but you can implement either OEM or another target supplier product and the results are the same. This of course assumes the targets are the same size, contrast and pattern as the OEM target. If they are, placing them in the spot relative to the vehicle centerline is no different than using the OEM target or tool. Remember, the tool does not calibrate the technology, it simply makes the request. However, there are systems where you’ll be asked to validate or enter correction factors into the scan tool that are shared with the controller to complete the calibration successfully. If the aftermarket tool does not allow this or skips that step, then the calibration will be inaccurate. But is that a fatal flaw? Our opinion at this point in time is not necessarily.
By now you recognize there are two types of calibration: static and dynamic. Static requires targets to be placed precisely in relation to the vehicle so the controller can compensate for lens quality in a camera for instance, or to validate the radar sensor can see the radar target in its preferred point of view. Early on in our research there many were saying that if you don’t calibrate the technology perfectly using OE tools and targets, then you run the chance of getting sued. I agree with that assumption with this caveat; if all you do is static calibration and do not test drive the vehicle under the conditions prescribed by the technology provider/OEM, then you only did half the job and yes, you might get sued. The other half of the service is the dynamic calibration.
Unfortunately, this is an area that is lacking by many OEMs in their service information. Here is what we have learned: static calibrations are required to verify the technology is pointed in the right direction both horizontally and vertically so the controller can adjust for lens quality in the case of cameras, or recognize blockage such as incorrect paint, bumper stickers laid over the radar sensor, etc. Once the vehicle is driven, the controller can gather enough data from each sensor then aggregate all the data so it can effectively recognize the real targets, accurately and on time. This dynamic calibration or learning is needed BEFORE the controller decides to activate collision avoidance or automated braking, blind spot warnings, dimming of headlights, or pull on the steering wheel to keep in their lane. Your failure to do this most critical of steps is essentially giving your customer that responsibility. What happens if the technology needs to react to avoid a collision but the controller has yet to learn after a calibration? If someone gets hurt then, who will the lawyers come looking for? But if you did both static and dynamic ensuring the technology had time to gather the needed data or had time to set a code that was not possible because the sensor was so far out of calibration it couldn’t see, then you’ll have done your job appropriately.
I can assure you we will keep researching to ensure we fully understand this new frontier. We will share our learnings with you in our training programs, and importantly, we will continue to work with the OEMs to bring the enable criteria for dynamic calibrations to your service information systems so you can find it, understand it and use it to protect your customers and you.
Recently, there was an interesting discussion hosted by Remarkable Result's founder, Carm Capriotto, and featuring Scott Brown (Diagnostic Network), Jorge Menchu (AESWave), Matt Fanslow (Riverside Automotive) and Justin Morgan (LMV Bavarian). The podcast was entitled "RR 414: Elevating Our Industry’s Definition of Mechanic/Technician" and you can listen to it for yourself on Carm's site at http://www.RemarkableResults.biz.
There were several points raised by the panel that caught my attention. One was how we evolved from being "mechanics" to "technicians". More importantly, is the term "technician" adequate to describe to the curious onlooker what it is that we do for a living. According to Menchu, today's competent diagnostic tech should be thought of as an "Automotive Scientific Investigator and a Diagnostic Reverse Engineer". That's quite a mouthful and may be a bit awkward when used to describe to someone you just met what it is, exactly, that you do.
But to his point, and to the point of the other commentators, the average consumer today still looks at us and thinks of us no differently than the "mechanics" of fifty years ago. And why should they, I thought? It is an unfortunate reality that there are many in our business who aren't qualified to change the oil in a lawn mower, let alone attempt to repair any of the complex systems on an automobile. And every time they leave a consumer with an improper fix and a deflated wallet, our image and overall reputation takes a hit.
Is it time?
That's when a comment made by Brown resonated with me. He related auto repair to aviation repair. Aviation technicians must be certified and licensed. Every repair or service they perform has to be recorded in the aircraft's logs. And, as a side observation, if there is a required service that needs to be performed that aircraft isn't going anywhere until it is. As someone who flies fairly often, I'm pretty happy about that.
Eric Ziegler presents to a full house at the 2019 VISION conference.
Now consider this — recalls issued by the OEMs are at record levels yet the National Highway Traffic Safety Administration (NHTSA) estimates that 30% of the recalled repairs are not completed. Add this little trivia fact to the equation. According to the most recent data I could find, only 15 states require annual or periodic vehicle safety inspections. That means the roads are full of vehicles that could potentially cause injury to the occupants or those around them. That is, my family and yours!
If we were to follow the template used in aviation, I think that would go a long way to accomplishing several things. One, we would all be safer on the road. Two, our professional stature would rise as those unable or unwilling to earn certification found other lines of work. Three, our value in the eyes of the consumer would rise.
On the negative side, costs to maintain and own a vehicle would increase even more. But aren't they already? Isn't that one reason that many of your customers aren't maintaining their cars the way they know they should - the way you've advised them they should? Is it a cost that would force some to give up vehicle ownership? Many already are. Is the cost we charge versus value we deliver more perception than reality on the part of the consumer? I wonder.
A different perspective?
Recently, the washer in my home died in mid-wash. For the average individual, this means calling out a repairman or buying a new washer. In a hurry to get it fixed, I made a call to a local repair service and found out that they billed a flat $65.00 fee just to come out and look at it - their "diag charge". The cost to repair would be determined after he or she had a chance to investigate the cause. The fee would be due and payable regardless of whether or not I approved the repair.
Of course, I did my own homework and testing and fixed it myself. Appliance repair isn't rocket science. But it did make me think. How many consumers don't blink an eye to pay a professional to fix their appliances, repair their plumbing, or get the porch light working again - yet roll their eyes at the diag or repair fees we charge?
I'd argue that they don't consider us as "professionals." And that needs to change sooner rather than later.
But that's not at the heart of what I wanted to discuss today. The aircraft technician must be licensed and certified. And I, for one, think it's time our industry followed suit. The only way to weed out those who need to be weeded out and to provide the consumer with some assurance that the person they are entrusting their vehicle to qualified to do the job, is to require licensing and certification.
It was standing room only at this year's Big Event.
And one requirement that will need to be included in this process is one of continuing education. Top technicians and shop owners already know the value and importance of ongoing training but too many others are still relying on techniques and methods learned decades ago. Those processes may have worked just fine on Fred Flintstone's car but they are not going to carry over to the Jetson's family sedan. As advanced driver safety systems continue to be added as standard equipment and new technologies continue to emerge, the safety and well-being of our customers’ demands we stay up to date.
Don't wait!
To those of you who attend live training, whether it's an evening at the local Holiday Inn attending a seminar offered by one of the industry's numerous training providers or it's an all-out week of intensive immersion at a national event, thank you! You are setting the standard that I hope your co-workers and peers will see and emulate.
To those shop owners who encourage - even demand - your technicians continue their personal growth, thank you! You are showing those who don't that developing a culture that sets that high standard only leads to increased profit and revenue. Why? Because your team is the only one in town that could actually FIX the problem.
Earlier this year, there were several opportunities to attend some fast-paced training around the country. It was my privilege to attend two of them - the VISION HiTech Training and Expo and the Technicians Service Training (TST) "Big Event".
When it comes to setting standards, Sheri Hamilton and the team at the Midwest Auto Care Alliance (MWACA) continuously raise the bar, hosting the annual VISION conference every March in Overland Park, Kansas. The event draws technicians not just from the United States, but from all around the globe. This year's event also boasted a stellar lineup of classes hosted by the best independent trainers and aftermarket corporate training departments the industry has to offer. So much so, that remote campuses had to be opened to accommodate it all!
Attendees at the Big Event were free to mingle and interact with exhibitors during breaks and between classes.
And while training is at the center of the VISION universe, it's the orbiting activities that sets this event apart from others. Of course, there is the almost standard trade show component for attendees to enjoy but there is so much more. There are also formal opportunities to network with your peers and enjoy some entertainment to give those brain cells a break and there are even more informal opportunities to do the same. It's not unusual to pass by the Sheraton's lobby bar and see attendees still at it in the wee hours of the morning. If you've never attended VISION, put this event on your "bucket list".
The TST Big Event is another that is setting new standards for training events. Under the leadership of G. Truglia, the event has grown to a current attendance of nearly 700 in the past few years.
The structure of the event is unique. It is a single-day event that starts with a breakfast buffet for those attending. A good breakfast, a few cups of coffee and perhaps a good energy drink are almost mandatory to prepare the mind for the day to come! Attendees are in one big hall and the speakers rotate during the day. This year, the audience had the opportunity to learn from Kris Lewis, Vin Waterhouse, John Anello and John Thornton.
One brilliant innovation this event is becoming known for is the use of tablets rather than paper to distribute handouts and other materials to the guests. Another unique feature of the Big Event are the drawings held in between sessions for donated prizes including tools valued in the thousands of dollars, all thanks to corporate sponsors' support of TST's mission. If you live anywhere close to Tarrytown, New York, this is another of those events to add to your "bucket list".
I'll look forward to seeing you at one, or both, next year!
Perhaps you have seen manufacturers that are utilizing 7-digit DTCs? Or perhaps a DTC that doesn’t seem to make sense numerically (think "P0A7F"). Some of these diagnostic trouble codes look nothing like we have grown accustomed to seeing over the last twenty years. With this in mind, the Society of Automotive Engineers (SAE) has revised its J-2012 standard to reflect the new classification of DTCs. Understanding how this can help technicians is worth exploring.
With an evolving list of new technologies found on today’s automobiles, the amount of data and diagnostic information available to technicians has grown. While many technicians and shop owners are overwhelmed by the learning curve of new technology, there is a distinct advantage to more information. Think about no-code diagnostics, for example. Why are they so hard for technicians to fix? Simply, because there is limited data to base our diagnostic strategy upon. With more data at our fingertips one could argue that diagnostics are perhaps getting easier and not harder.
7-digit DTCs such as these Toyota Tundra misfire codes provide an added layer of diagnostic data.
There are several organizations that work alongside automotive manufacturers and engineers to establish best practices, protocols and, ultimately, standards for our industry. The International Organization for Standardization (ISO), the Institute of Electrical and Electronic Engineers (IEEE) and the Society of Automotive Engineers are organizations that technicians should be familiar with, as much of the technology we work with on a daily basis is designed in conjunction with and in consultation of their published standards. These organizations are responsible for the standardized practices we have become accustomed to such as an OBD-II connector that is within a reasonable distance of the driver’s seat, under the dash. The standards published by SAE are publicly available and can be found through the SAE website: www.sae.org. There is a considerable cost to purchasing these documents, however, SAE offers discounts to its members. SAE offers memberships on an annual and lifetime basis and working technicians should consider joining to stay on the cutting edge of technology. Another approach to accessing SAE documents is through your public library, community college or university library as many often subscribe to electronic SAE databases and make them available with a library card or student ID. SAE standards are a wealth of information for technicians and I have personally spent many-a-night combing through them while preparing for articles or classes given at the College or through WorldPac.
Society of Automotive Engineers membership is a must for the serious technicians.
The International Organization for Standardization works with SAE to align best practices and industry standards for the automotive industry.
Leveling the playing field
In the 1990s, the Society of Automotive Engineers created a standards document to align the naming of diagnostic trouble codes across manufacturer platforms. This naming convention is why we all know that a “P0420” is a catalyst efficiency code and why a “P0300” is a random/multiple misfire, regardless of the vehicle nameplate. The J-2012 standard has been updated over time to reflect new and emerging issues with the naming and classification of DTCs but started as a simple way of cataloguing and standardizing the data across manufacturers.
You are likely familiar with some of these naming conventions and are most likely aware that for many years the three-digit codes we have all come to know are preceded by an alpha-numeric prefix. Such as “Px”, “Bx”, “Cx” or “Ux.” SAE and ISO are responsible for the fact that these represent:
P: Powertrain
B: Body
C: Chassis
U: Network
As an example: B0, B1, B2, B3, C0, C1, C2, C3, P0, P1, P2, P3 and U0, U1, U2, U3
In the early SAE J-2012 publication, a DTCs second digit represented the following:
0: ISO / SAE controlled – This meant these codes were specifically defined by ISO and SAE and have become what we know as “generic” DTCs
1: Manufacturer Controlled – Up to the manufacturer to define within the context of the SAE / ISO standard
2: Manufacturer Controlled - Up to the manufacturer to define within the context of the SAE / ISO standard
3: Reserved by document: This meant SAE had the foresight that they would eventually have more codes that would need to be added as technology progressed.
The third digit (second letter or number) in the DTC sequence provided a classification for the DTC type within the Powertrain Control Module:
0: Fuel and Air Metering and Auxiliary Emission Controls
1: Fuel and Air Metering
2: Fuel and Air Metering
3: Ignition System or Misfire
4: Auxiliary Emission Controls
5: Vehicle Speed, Idle Control and Auxiliary Inputs
6: Computer and Auxiliary Outputs
7, 8, 9: Transmission
A: Hybrid Propulsion
B, C, D, E, F: Reserved for future publication of DTCs (Planning for the future).
SAE J-2012 also provided four basic categories of DTCs as well as definitions for each:
General Circuit / Open– Fixed Value or no response from the system where specific high or low detection is not feasible or can be used in conjunction with circuit high and low codes where all three circuit conditions can be detected.
Range Performance Problem– Circuit is in the normal operating range but not correct for the current operating conditions, it may be used to indicate stuck or skewed values indicating poor performance of a circuit, component or system.
Circuit Low- Circuit voltage, frequency or other characteristic measured at the control module input terminal or pin that is below the normal operating range
Circuit High- Circuit voltage, frequency or other characteristic measured at the control module input terminal or pin that is above the normal operating range
Understanding these naming conventions as well as DTC classifications makes the identification of system errors easier to diagnose.
As an example, if we are looking at issues with DTCs related to engine coolant temperature we can easily differentiate between a circuit low or high code in which we are looking for an electrical or electronic issue and a range /performance code where we are more likely looking for a mechanical problem such a stuck thermostat.
SAE’s library of standards is a wealth of information for professional technicians seeking to raise their level of knowledge.
When you take a step back from this information for a second and realize there are only four general classifications for codes, diagnosis is really simplified.
Evolving to meet emerging tech
SAE J-2012 has been updated throughout the years as vehicles have become progressively more complex. As microcontrollers improve and continue to come down in price, their capabilities and storage capacity have greatly improved. With new technologies such as advanced driving assist, autonomous driving and vehicle electrification being introduced, the need for a redesign of the J2012 standards was needed. The sheer amount of new diagnostic trouble codes available as a result of technology has essentially created a naming problem for SAE.
In 2016, SAE re-published J-2012 as well as a new digital annex, or Excel spreadsheet, known as J-2012DA. According to SAE, the digital annex will need to be updated frequently to accommodate the new codes being created by manufacturers as new technologies emerge. This new naming convention has also made the original naming conventions somewhat obsolete and a standard for naming has given way to new varieties of alphanumeric combinations.
One of the specific areas that the new standard specifies is a two-digit identifier at the end of the DTC that essentially creates a 7-digit diagnostic trouble code. The technical advances of micro-controllers found on vehicles has allowed manufacturers to more precisely specify a problem that it has self-diagnosed and provide additional information to aid in the repair of the problem.
SAE has multiple membership levels for professionals and students and is a tax-deductible investment in your professional growth.
For example, on a 2019 Toyota Tacoma a P0300 “random multiple misfire” code becomes three different codes:
P030000 – Random / Multiple Cylinder Misfire Detected
P030027 Random / Multiple Cylinder Misfire Detected (Emission) Signal Rate of Change Above Threshold
P030028 – Random / Multiple Misfire (Over Temperature) Signal Rate Above Allowable Range
These new 7-digit DTCs provide an added layer of information for the technician as the detection capabilities of the microcontroller has improved. In the example above, not only is the crankshaft position sensor detecting a variation in crankshaft speed, it is utilizing a software algorithm to determine the estimated weighted moving average (EWMA) of the crank and its perceived effect on emissions and catalyst damage. This allows Toyota to go further than the P0300 by adding two digits that specifically categorize a code within the code so, so-to-speak. The wealth of information this provides for diagnostic purposes allows the technician an additional set of diagnostic data.
To summarize, the complexity of vehicle electronics and microcontrollers has numerically exceeded general code definitions and created a need for new naming conventions. The disadvantage to technicians is we will no longer be able to recognize many codes as we used to such as a “P0171” or “P0400”. However, we will gain a deeper understanding of the circuit, component or system at fault through data enriched information supported by 7-digit DTCs. While some might complain about the complexity of our new automobiles, we should welcome the additional data that is now available.
If you have been reading my articles the past 10+ years, you know that I always emphasize having a Game Plan. The New England Patriots would not have won the Super Bowl again if they did not have a plan. We’re not a football team but we are a team of professionals who keep America running. With vehicles becoming more and more complex, we need to have the proper training, tools, equipment and game plan. In this article, I will take you through a couple real life case studies that hopefully assist you in diagnosing problem vehicles.
First up — An ailing Audi
Our first case study that came in was from a customer who had recently purchased a 2006 Audi A6 3.2L from his uncle’s used car lot. However, this well detailed Audi had to be towed in due to a no crank or start condition.
Sometimes Audi models can be a real challenge to diagnosis and get running if you don’t have the proper training and scan tool such as Ross Tech or ODIS. After questioning the vehicle owner (who unfortunately did not yield much information), it was time to move on and use our best tools. The tools that I am referring to are the tools are the same you've heard me preach on before - the tools that God provided us with; our brain, eyes, ears, nose and hands. As a result of using those tools we found that the steering wheel and column may have been compromised.
The battery and starter checked out fine. Having had previous experience with a similar problem on Audi and VW, we suspected an issue with the Access / Start module. The results from the ODIS scan tool confirmed our suspicions of a problem relating to the steering column, yielding a large list of DTCs. One of the DTCs that had to be dealt with first was the 0005 Access/Start Authorization System.
Figure 1
This DTC prevents an engine crank/start condition because it brings down the CAN BUS (Figure 1) and shuts down other modules. The Authorization Module is integrated with the immobilizer and steering wheel lock mechanism that is mounted to the steering column. Our experience with this issue has shown us that the module is a common problem that causes no response from the ignition key or start button. The module’s job is to look for the key or transponder that manages unlocking and locking the steering wheel. It also activates the relay’s terminal 15 that supplies power to the other modules in the vehicle. If an issue is detected with any of the module components such as the actuator motor, sensing micro switches, relay, or other electrical connections, the system will throw a DTC and not operate.
Figure 2
The Audi dealer’s only sell the complete steering column to repair this problem, but that’s not the only way to fix this problem. For one, the module can be removed without completely taking down the steering column. Now it was time to contact the vehicle owner and explain the repair options so he could choose the path of repair that works best for him. This was followed by providing the Audi owner with pictures and other printed information (Figure 2) on his no crank/start condition. In this case we explained that the engine not crank/start condition was due to a "no com" (communication) problem on the CAN BUS. We continued with an explanation of the different repair options; either replacing the complete steering column or just removing the Access/Start module and sending it out for repair.
The difference in pricing significant. A new steering column from Audi goes for $1700.00 while the other option is about half the price. After our explanation to the vehicle owner and the used car lot uncle, they decided that cheaper was better. However, their choice came with one big surprise! They decided to tow the Audi back to the used car lot shop. So, they used us to diagnose the problem and chose a cheaper alternative by performing the physical repair at the used car lot.
We invoiced the Audi owner for the diagnosis while they prepared to have the vehicle towed. After seeing the damage they previously inflicted to the steering column, we suspected that they would encounter problems and be back again. The used car lot apparently proceeded to remove the module and, as we suggested, sent it to Speedosolutions.com. When a module is at Speedsolutions.com they check the circuits, cleared out data and format the module so it mimic’s a new one. After the used car lot shop received the reconditioned module, they installed it but encountered the same no crank/start condition.
They decided that they were in over their head and called us, asking if they could tow the vehicle back to our shop and get it running. Bill explained that there would be another diagnostic fee along with a programming fee to get the Audi running. Once the vehicle arrived, we looked it over, paying special attention to the steering column area. Bill noticed that the used car lot did not follow directions of only removing the module. Instead, they totally removed the steering column. As a result of their removal process of the steering column, there was more noticeable damage - including a "click" noise from the steering wheel that was due to a damaged clock spring.
Figure 3
Bill called the used car lot to inform them what we uncovered before proceeding to do anything on the Audi. Their response was don’t worry about the damage just get the Audi running. Since they gave us our marching orders, we proceeded first with a full vehicle scan. The results of the scan uncovered (Figure 3) the following DTCs; P1674 Databus Drivetrain Implausible Message from Instrumental Cluster and FAZ1225E error with serial number, (Figure 4) Error: MSG serial no. is not associated with VIN.
Figure 4
Our next step was to try and clear the DTCs then insert the correct VIN in the module. After the programming process was completed the engine came to life and ran well. We followed that up with another complete scan of all the vehicle system making sure there were no other issues. It always good practice to make sure all vehicle modules are clear of DTCs before returning the vehicle back to the owner. With the Audi now starting and running it was time to collect our diagnostic and programming fees and return the vehicle to the customer.
Next - A weak Chevy
2009 Chevy Impala 3.9L 54K came in with a complaint of low power, poor stopping and the Check Engine light illuminated. The customer told us this only happened after her son was driving over 95 mph with the police in pursuit!
She said that her son had to make a rather quick stop as the police had blockaded the road ahead. After absorbing what the vehicle owner provided us with, we concluded that a good visual and mechanical inspection was the first place to start. My tech, Franklin, was given the job and thought he would take the vehicle for a short test drive. After Franklin started the engine up and discovered that it was barely idling along with the brakes feeling bad, he thought that a test drive was out of the question. The vehicle was barely driven from the front of our shop into his bay.
Figure 5
As Franklin was driving the vehicle into the bay, he noticed that it was very difficult to stop. He thought that the poor idling and stopping could be caused by a massive vacuum leak resulting from a very lean condition. He decided to connect the Snap On Zeus scan tool since it performs a full vehicle system scan rather quickly. As a result of the Zeus scan (Figure 5), he found all of the vehicle systems to be DTC free except for the engine that had a DTC P0171 stored. Take a look at the scan data (Figure 6) that Franklin uncovered as the engine stalled from a high rpm. Anything stick out as being a problem?
Figure 6
For one, the O2 voltage was switching as the engine rpms were raised up but were down to zero near idle. The next important PID data was LTFT reporting +30 and it was captured in fuel cell 14 at a high rpm. Normally if this was a vacuum leak at idle. the Fuel Trim cell number would be a 0 to 6 number rather than anything higher. His thinking at this was point was that the engine maybe starving for fuel since one of the major complaints was low power. Franklin proceed to test the fuel pump current waveform at the fuel pump relay, pins 30 and 87, and found the current ramping waveform was normal at 6 amps. He followed that by performing a fuel volume test with our MAC/MityVac fuel pressure and volume tester. The results of the fuel pressure test were a perfect pressure of 62 psi and a volume reading of 0.5 gallons per minute without any bubbles or fuel discoloration in the sight glass. Now he could rule out a fuel delivery problem and concentrate on finding out what was causing such a huge command of 30% LTFT.
Figure 7
His next step was to remove the Zeus and install the EScan since it provides more in-depth information on driveability problems. The EScan data revealed the same DTC P0171 (Figure 7) with the very important Freeze Frame data. The Freeze Frame data is like a snap shot picture of when the engine acted up and threw the DTC. In this case, we can see that the engine was hot, not moving since mph are 0, MAP at 14 HG, MAF 3.2 lower than the 1 gram per litter at idle and rpm at 588, STFT 35% and LTFT 29%. Now this information warrants further investigation that led Franklin to the (Figure 8) Escan Sharp Shooter Fuel Trim data. He could now view the trim data in a graphic format rather than just as a static number. The fuel trim numbers were high at the low rpms and a bit higher on the chart than idle since the engine would stall out at a normal idle speed. We noticed at this point that the high numbers were not just at idle but up at a 70% throttle and about 4000 rpms. Normally if the numbers are high on the low end of the scale and high all the way through the rpm and absolute throttle ranges, it’s a MAF problem.
Figure 8
But hold on, we have an engine that will not run at idle. This made us think that there had to be a massive vacuum leak. Franklin began to unplug all the engine vacuum lines and sealed them to see if there was any difference. He removed the PCV valve and noticed a slight difference, so he installed a new AC Delco PCV that resulted in the engine to somewhat idle, but the LTFT (Figure 9) was still high.
Figure 9
At this point we thought that the next logical area for such a large leak was at the intake manifold. I took out our leak detection tool that consist of a Coleman propane bottle, valve assembly and flow tube. With the valve fully opened for maximum propane flow, we checked for leaks. In the past, we had come across some intake manifolds on these engines that had gasket issues as well as a PCV valve problems. Working as a team, we checked all intake areas and came up empty, no detectable vacuum leaks anywhere on the engine. The next thing we tried was flowing propane to an open vacuum port and found that the engine was able to idle better. With that result, we confirmed that there had to be a leak somewhere, since adding propane allowed the engine to idle better and the fuel pump passed pressure and volume test.
Our next step was to shut the engine down and connect a smoke machine. Unfortunately, the smoke test did not reveal any leaks, coming up empty handed we thought it had to be something that we were overlooking. I carefully thought about a couple of GM police cars that I had worked on right after 9/11. Those engines had a similar issue that resulted in a vacuum leak that were also difficult to locate. The problem with those vehicles was that the power booster diaphragm was defective causing the high fuel trim readings. I mention that to Franklin and had him smoke the power booster to check for escaping smoke. The test yielded no leaks, so we were still no further along locating the leak.
Franklin called me back over to get me up to speed and brain storm our next move. Thinking how there was a possibility of hydrocarbons being in the brake booster diaphragm if the filter diaphragm was leaking, there was a good possibility of the smoke being consumed and not being visible. We switched from shop air to CO2 on the smoke machine and tested for leaks using the Bullyseye leak tester. The testing along with using CO2 uncovered the leak in the power booster.
As we depressed the brake pedal, we noticed that the leak would be worse or nonexistent at times. I assume the reason for the different reading was that the power booster diaphragm was flexing causing the leak to be worse or better depending how it flexed. We blocked off the power booster to confirm our finding then ordered a new booster. Franklin removed the old power booster and install the new one that resulted in a normal engine idle.
Figure 10
With the engine now running normal, Franklin connected the GM Tech 2 and reset the Adaptive Fuel Trim. The Adaptive Fuel Trim resets (Figure 10) the fuel trim so the engine will not continue to add a high commanded rate of fuel. Remember after any Fuel Trim repair an Adaptive Fuel Trim reset is needed to get the engine fuel delivery commands back in a normal operating range. This is an important step that is commonly overlooked that can cause other problems such as a P0420 to pop up. The rich condition caused by a command that has not been reset can take a border line converter and push it over the edge. After the repair, the fuel trim reset, along with a good test drive it was time to recheck the vehicle for DTCs and fuel trim readings. Since the Tech 2 was left connected for the fuel trim reset it was taken along for the test drive and used to recheck the vehicle when it was returned to the shop. The LTFT readings were now back to normal along with a stable idle and good brakes.
My career as a diagnostic technician has spanned over 40 years and I can say with certainty that I am still learning. What keeps any good diagnostic tech moving forward is the fact that there is always something new to learn and the quest for knowledge is what separates the average technician from the industry leaders. The best learning experiences I have been involved in is when I venture outside the typical comfort zones of familiar engine problems and into jobs that are not in my so-called wheelhouse.
The featured vehicle in this month’s article is one such example.
Applying drivability tactics to transmission concerns
I am by all admissions not a transmission expert, but I have been involved in repairing many transmission-related problems. As a matter of fact, one of my better customers is a local transmission shop that sends me many vehicles that have transmission problems that turn out to be electrical in nature. This 2002 Acura RSX is one such example.
The transmission shop wants to know if I can test the computer to determine if it is working properly. They have rebuilt the trans, but the original problem remains. This 4-cylinder, 5-speed automatic Acura has a problem of going into neutral at the 4th gear shift. The shifting is normal from 1st to 2nd, and 2nd to 3rd, but when attempting to go into 4th the engine revs way up and no engagement into 4th gear occurs. Sometimes the transmission will shift into 5th gear if the driver keeps on the gas.
When I first took a look at the vehicle, I connected the Honda HDS scan tool and pulled codes which are displayed in figure 1. The factory scan tool has a split screen look with the module data appearing in the left-hand screen and scan tool help or service information displayed on the right side if you have a current Honda/Acura website subscription active. The DTC help displayed seems to point to a mechanical problem inside the transmission. Nothing about the P0780 code seems to mention anything concerning an electrical fault as a possible cause. While I would not call the three possible causes listed as a comprehensive list, it does seem to suggest that the code set criteria is most likely caused by a mechanical issue in the transmission.
Keep in mind that any solenoid is an electro-mechanical device, meaning it can fail either electrically, (open, shorted or high resistance coil), or mechanically, (stuck or frozen armature preventing mechanical movement). The first two items mentioned state mechanical problem with shift solenoid A or Linear solenoid B so the circuits inside the PCM that monitor electrical function are not reporting a problem. Codes P0753, P0758, P0763, P0768 and P0773 are circuit codes for shift solenoids A through E and none of these codes are present. Code P0780 is described in service information as a “mechanical problem in hydraulic control system”, so I think I’m simply going to have to verify electrical circuit integrity and send the car back to the trans shop. They always think there must be a “bad” wire somewhere. Only testing will tell.
Figure 1 - Code screen of transmission code stored in Acura RSX. The possible failures all point towards a mechanical problem.
Let the game begin!
The Acura is road tested with the scan tool connected and the following recording is captured. The problem is seen in figure 2, when the 4th gear shift occurs, the engine RPM and Main Shaft speed flares way up once 4th gear is commanded, 4th gear has not engaged. While the scan tool can show solenoid commands, it cannot verify proper circuit operation such as voltage levels and solenoid movement that a scope can uncover. Testing will continue with a lab scope.
Figure 2 - HDS recording showing RPM and transmission Main Shaft speed climbing instead of dropping when the 4th gear shift takes place.
Because I am not familiar with this transmission’s operation it is necessary to do some research into the operation and electrical control of the transmission, so I can check the operation of the PCM. Service information states the transmission shifts into 4th gear by turning off Shift solenoid C and turning on Shift solenoid A as shown in the shift chart in figure 3. This seems to point to shift solenoid A as the major player in completing a shift into 4th gear.
With this information I decide to connect my Pico 8-channel scope to all the shift solenoids, Linear solenoids A and B, and the last channel to shift solenoid A with a current probe. With the current probe connected I will be able to confirm that shift solenoid A does indeed move by observing if a “pintle hump” is present when current flows though the solenoid.
I will point out here that the shift solenoids for this transmission are feed side switched, not ground side controlled like many domestic applications. The PCM supplies 12 volts through a High Side Driver to turn a shift solenoid On. My scope connections can be seen in figure 4. The linear solenoids control the hydraulic pressure that is supplied to the actual clutch packs through a high rate duty cycle control which can control the apply rate of the clutch pack and hence shift feel. The shift solenoids control hydraulic pressure to the shift valves inside the valve body which in turn control shift timing.
Figure 4 - Connecting the Pico scope to the Power Train Control Module.
With the scope connected and a slow time-base of 5 seconds per division, the Acura is test driven through the 4 shift points and all 4 shift events are captured on one screen. Once back at the shop, the pattern is analyzed. It is clear the PCM turns off shift solenoid C and then turns on shift solenoid A when 4th gear is commanded and the current probe confirms that there was pintle movement from shift solenoid A. The linear solenoid waveforms have been removed for clearer analysis of the shift solenoids. Figure 5 shows the whole test drive, figure 6 adds labels to each waveform and highlights the shift points, and figure 7 is a close-up view of shift solenoid A voltage and current when commanded on. The current probe clearly shows there is a pintle bump that indicated the shift solenoid did indeed stroke and eliminates the possibility that the shift solenoid is mechanically stuck or jammed.
Figure 5 - Pico scope capture with all 5 shift solenoids, top waveform is shift solenoid A current.
Figure 6 - Labels are added to illustrate each gear change during the scope capture.
Figure 7 - Close up zoom of shift solenoid A voltage and current with pintle bump pointed out.
PCM OK — So what else?
After reviewing the waveform, I concluded the PCM was doing its job and the problem must lie inside the transmission since there are no clutches or bands held applied by any electrical component. The shift solenoids are being operated as designed and I did not see why a different computer would change anything.
The transmission shop picked up the car and went through the trans again but found nothing wrong. They returned the car to me for another look. This time I connected the scope like before but added a Pico pressure transducer to the 4th clutch pressure port on the front of the transmission. I road tested the car on my lift and watched to see if pressure was applied to the 4th clutch circuit. The 4th clutch is applied in both Reverse and 4th gear. To my surprise, the pressure transducer confirmed the 4th clutch received pressure in reverse but not during 4th gear apply as seen in figure 8.
Wondering if something could be blocked in the valve body, I told the transmission shop what I found and if they knew if a valve body restriction was possible. They did not believe this could occur and did not want to take the transmission out again. It was decided to try a different PCM as a last hope. I did not think this was going to cure this issue but I was dead wrong. After installing a used PCM the Acura shifted flawlessly! I could not explain the reason so I connected my scope for a third time to capture a known good waveform. This is when the problem was finally determined. Once the waveforms were compared a subtle difference stood out.
Figure 8 - This waveform capture from the second look at the Acura shows the pressure applied to the 4th clutch when in Reverse. This is the third trace up from the bottom and the pressure is close to 150 PSI.
The “aha!” moment
While I was mostly looking at shift solenoid A operation, I did not pay much attention to shift solenoid C or the downward spikes that were present on most of the solenoid turn off points. Once I zoomed in on the solenoid turn off commands an interesting problem was noticed. Just as a ground-controlled solenoid creates an upward spike when commanded off, these High Side Driver solenoids produce a downward spike when turned off due to magnetic induction in the coil. Figure 9 shows a close up of shift solenoid A as it is commanded off. The spike as well as another pintle closing bump can clearly be seen. These spikes could be seen on each solenoid turn-off event except solenoid C.
Figure 9 - Shift solenoid A turn-off event showing the downward spike created by the abrupt halt of current flow and the induced voltage produced in the solenoid windings.
When I looked at solenoid C the waveform voltage did not return to zero volts but instead hung around 2.1 volts and no downward spike was present. This meant there is leakage across the transistor driver and some current is still flowing!
Figure 10 - Solenoid C voltage trace when commanded off. The voltage stays at 2.1 volts above ground meaning there is about 150 milliamps of current flow.
With 2.1 volts applied to a 14-ohm solenoid there is about 150 milliamps of current flow, (ohm’s law). While I can see this electrical problem and I know that the car is fixed, I still don’t know why this could keep the 4th gear shift from occurring. I will need to go back to service information and determine how the hydraulic system works. Fortunately, my Mitchell 1 repair information system had detailed descriptions of how the transmission hydraulic circuit operated. The current flow through the HSD for shift solenoid C prevents the solenoid from returning to its Off position which keeps fluid pressure applied to shift valve C. The hydraulic circuit can be seen in figure 11.
Figure 11 - This is the hydraulic diagram for the Acura 5-speed transmission. Shift solenoid C is the third one down on the right side from the top, and shift valve C is just to the right of the torque converter.
If hydraulic pressure is not removed from shift valve C it cannot return to its home position and uncover the pressure apply port 5G. Linear solenoid B supplies 56 pressure to shift valve C and is then connected to the 5G port and routed to shift valve B and becomes 4th clutch pressure 40 which is sent to the 4th clutch. Similar to a restriction, when the shift valve C does not stroke back to the right, the 5G port cannot connect to circuit 56 pressure from linear solenoid B. Figure 12 is a closer look at shift valve C and the 4th clutch hydraulic circuit ports, the hydraulic circuit is highlighted in red.
Figure 12 - The hydraulic apply circuit for the 4th clutch can be seen here in red highlight.
This Acura was a great learning experience for me and has made me pay greater attention to circuits controlled by high side drivers when I scope test any system using them. Keep in mind that many Chrysler engine control systems use HSDs so you may encounter a similar condition somewhere down the road. For now, I feel better knowing I have restored my lack of drive.
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North Carolina training event kicks off its 60th year
If looking for an exceptional industry training opportunity coupled with fun and entertainment, you are going to have to go south.
The Automotive Service & Technology Expo (ASTE), hosted in Cary, NC, by the Independent Garage Owners of North Carolina (IGONC) is kicking off its 60th year, and organizers say it stands out from other industry events because of its atmosphere — one packed with education and learning, but also a good time.
“If I had to pick the main difference between ASTE and other shows, it’s really just the atmosphere,” said Tricia Sauls, ASTE marketing and communications director. “We have nationally known and respected trainers, our trade show sells out every year and on top of it all, we know how to have a good time. Maybe it’s the southern hospitality, but no one is a stranger at the ASTE and folks leave feeling like they learned a lot and made connections that they will keep far into the future, and those that bring the whole shop will find they had a great opportunity to bond and grow stronger as a team.”
The show, first held in 1959 and every year since, started as the annual IGONC convention. It has now grown to include shop owners from all over the south, and the United States and Canada. The show is open for all to attend.
“The ASTE began as a small annual convention for the members of the IGONC and grew when the members decided to invite shop owners outside of the association to join them, adding professional training, a trade show and social events over the years, and finally with the name change, to the Automotive Service and Technology Expo, to make the event more inclusive,” Sauls said.
Slated for Sept. 27-28 at the Embassy Suites and Convention Center in Cary, NC, the event looks to combine great education at a great price. “We stay on top of what shop owners, technicians and service writers need to know, and we make sure to offer it, with a lot of fun mixed in to ensure a great experience,” Sauls said. “And we do it all for an amazing price, making it the most affordable training opportunity in the country.”
Organizers are excited with the level of talent and education from speakers who will be presenting at the event and expect some training to have a great draw. Dirk Fuchs of ZF Technology will be presenting “Chassis and ADAS Technology,” while Bernie Thompson of WorldPac will lead “The Pressure is On” about the pressure transducer.
On the management side, “From Zero to $1 Million in Sales in One Year” will be presented by Ron Ipach of Repair Shop Coach, and Rick White of 180Biz will teach “Coaching and Counseling for Employee Success,” both of which have garnered a lot of registrant interest.
How did you learn how to work on cars? Did you, as I did, learn at the side of an older mechanic? Are you self-taught? Or did you attend a post-secondary program in automotive technology?
Regardless of the course that brought you to where you are today, how confident are you in your foundational skills? Are they based on myth or reality? Are they out of date or up to date?
I used to think I was pretty well informed until I started writing as the occasional contributor to this magazine. I'll never forget an article I wrote many years ago, focused on diagnosing fuel systems, that contained some erroneous information that brought the wrath of the readers down upon my head! Until that point in my fledgling writing career, I based nearly every article I wrote on my personal experience and training. I discovered that what I'd been taught was not always correct. I also discovered that there would always be a few Motor Age faithful that would be sure to point my mistakes out to me!
Using a scope to diagnose electrical concerns requires a solid foundation in electrical troubleshooting. How strong is your base?
And ever since then, I've made every effort to ensure that what I wrote, and what was submitted by our contributors, was as true and accurate as I could make it.
So back to my question. How confident are you in your foundational skills and knowledge?
Let's find out
I'm not trying to put anyone on the spot or make anyone feel bad about their current technical capabilities. Far from it. I am trying to help those who may be operating on the dark side to see the light. I can't begin to tell you how much I've learned in the last decade as the magazine's technical editor, including how much I've discovered I had learned incorrectly as well as what I didn't know at all! From understanding the latest ADAS technologies to the nuances of servicing wheel bearings, I've found there is always something new to learn. And it makes me a better tech in the process.
So let's try a little experiment. Following is a short quiz to test some of your foundational knowledge. Willing to try it out?
(Photo Courtesy Mitchell 1 ProDemand) — Figure 1
1. Technician A is troubleshooting a blower motor that runs slow on all speeds (refer to Figure 1). He backprobes the BLK TAN wire at the blower motor with his voltmeter, selects HIGH speed with the fan selector switch, selects HEAT with the mode switch and turns the ignition key to the RUN position. He reads 4.7 volts. Technician A says the reading most likely indicates a failed blower motor. Technician B says the reading most likely points to a bad ground at G202.
A. Technician A
B. Technician B
C. Both technicians
D. Neither technician
2. Technician A says you can detect a failed front wheel hub bearing by grabbing the tire at the 3 o'clock and 9 o'clock positions, then shaking the wheel assembly back and forth while feeling for play. Technician B says that the use of a dial gauge to measure the end play of the bearing with the wheel removed is the preferred method of testing. Who is correct?
A. Technician A
B. Technician B
C. Both technicians
D. Neither technician
3. Technician A is diagnosing a cooling fan motor that won't operate. He uses a scan tool to command the fan on while backprobing the still connected two-wire connector with his voltmeter. He reads 12.6 volts on both sides of the connector. Technician A says the most likely problem is a faulty fan motor. Technician B says the most likely problem is an open ground circuit. Who is correct?
A. Technician A
B. Technician B
C. Both technicians
D. Neither technician
4. Technician A says that a small amount of "anti-seize" compound is necessary when installing spark plugs into an engine with an aluminum cylinder head. Technician B says that spark plugs should be tightened with a torque wrench. Who is correct?
A. Technician A
B. Technician B
C. Both technicians
D. Neither technician
5. Technician A and Technician B are discussing fuel trims and their value in driveability diagnostics. Technician A says that total fuel trims on a vehicle equipped with a MAF sensor that are positive on one bank and negative on the other could indicate a failed catalytic converter. Technician B says that total fuel trims that are positive at idle on the same vehicle, but normal at cruise speed, could indicate the presence of a vacuum leak in the intake. Who is correct?
A. Technician A
B. Technician B
C. Both technicians
D. Neither technician
So, how did you do?
The answers
The answer to the first question is B. The first tip is the blower motor speed being tested. On HIGH, the ground path is not routed through the blower motor resistor, taking any issues there out of the equation. If Technician A were correct, though, the blower motor should still cause the applied voltage to drop to next to nothing on the ground side of the connector. Since voltage is present, that tells Technician B there is an additional, and unwanted, source of resistance on the ground path back to the battery. He may be jumping the gun on G202, though. Corrosion at splice S228 is certainly a possibility, as are issues with the connections at the heater control head.
I wanted to lead off with an electrical question because this is where I find most technicians struggling — including myself. The idea of reading voltage when your meter leads are attached to two ground connections (the pin on the blower motor connector with one-meter lead and, of course, the other meter lead to (preferably) battery ground) continues to blow the minds of many. Yet, the concept of voltage drop is considered to be as foundational as they come. How are you going to build advanced electrical troubleshooting techniques or understand how to repair the electronic systems on today's - and tomorrow's - vehicles if you aren't comfortable with the basics?
On to question No. 2.
B is also the correct answer here. Grabbing the front wheel and giving it a shake is something I still do almost automatically but it will only reveal a bearing failure that should have been addressed long before it got that bad. Wheel bearings, both hub and tapered-style, with excessive end play can lead to brake pulsation issues and other concerns and the only way to check either accurately is through the use of a dial gauge. Do you use one to check the bearings when performing a brake overhaul?
How about question No. 3?
Once more, the answer is B. This is also related to voltage drop testing. If the measurements on both sides of the load are reading battery voltage, then you should know right away that there is an open on the ground side of the circuit. No current is flowing so there can be no voltage drop. A similar scenario is reading battery voltage on the positive side of the connector and a perfect 0.0 volts on the ground side. In this case, the open is between the two-meter leads and could, in this case, be a fault in the connector or the fan motor itself.
Question No. 4 is next. The correct answer for this one is also B. See, I'm trying to make the test as easy as I can on you!
All joking aside, this is related to a topic I did some time ago. And the responses I got from techs who were in favor of anti-seize and those who weren't ran about 50/50. According to the people who make the plugs, though, there are a few good reasons to avoid using anything on the threads. For one, most of us still tend to use too much of the stuff and that can interfere with the electrical ground path for the plug. Additionally, the use of anything on the threads can also impact the ability of the plug to dissipate heat. And last but not least, the use of anti-seize (or any kind of compound) on the threads of any component or fastener (that doesn't specify its use) impacts your ability to torque it down accurately. So, best practice is to make sure the threads are clear and clean and leave the anti-seize on the work cart.
As for Technician B? Yes, every plug manufacturer recommends torqueing plugs to specification. This protects the plug from damage during installation (common faults include cracking the insulating ceramic and separating the plug body from the metal shell), aids in proper heat transfer and keeps it from loosening up in the head over time.
Last, question No. 5. Did you answer B to this one? If so, you would be — incorrect! I had to throw some kind of curve ball in there.
Both technicians are correct. Fuel trims are a valuable diagnostic aid if you know what impacts them and how to decipher what they're telling you. But many techs I've met don't understand what fuel trims are to begin with. They don't understand how or why the ECM makes changes to them, or what factors impact those decisions. If you aren't comfortable with how the ECM manages fuel delivery, how will you be able to comprehend what's happening when fuel trims go awry?
Shore up your foundation
Let's be real with one another. We don't know what we don't know, or what we've learned incorrectly, until a situation arises and brings the weakness to light. Back in the old days, we could afford to make mistakes because the vehicles of the day more easily tolerated them.
The same is not true today. So, no matter how long you've been turning a wrench, no matter what school you've attended, attend training and continue to feed your mind and build your skills. Question everything an instructor tells you, be sure you understand the "why" when presented with new material, and never give up on moving forward. The technologies waiting for us ahead demand it.
When I mention “electrical” problems, I’m not referring to electronics. That’s a different topic all together in my book! To me, electrical is typically anything that’s not involving a computer. To clarify more, electrical may include the wires and terminals leading up to a module, but not necessarily the module itself. We’ll have opportunities to share war stories involving faulty electronics at some point in the future.
At almost every automotive training class I attend — and at the ones I present — at almost every trade show and at just about every technician gathering, it is inevitable someone will share (with anyone who will listen) a diagnostic dilemma in which they are currently involved or had recently encountered. It is in our nature to share them I think, but not so much to beat our chests (in most cases), but instead to possibly learn how better we can diagnose such a problem in the future. In almost every case, you’ll hear how much longer the solution took to find than the story-teller thinks it should have, had they encountered something similar previously.
Once disassembled, it’s obvious the electrical contacts could not conduct well, much like a starter solenoid’s contact disk that is worn.
I’ve not seen everything there is to see and I pity the poor soul who thinks they have when it comes to automotive electrical problems. I attend as many training events as I can in part to hear other people’s war stories. My feeling is, if it happened to that person, it will likely happen to me as well and when it does, I’ll have an advantage – that I learned how it was solved without suffering the pain and agony that the other person went through! I am a member of many automotive technician websites for the same reasons. There’s no logical reason for me to work harder than I have to. Is there one for you?
In my classes I try to emphasize the importance of understanding the concepts, the strategies and the principles of operation rather than to focus on how any one manufacturer has applied those to their products. What I mean is, for example, it’s great to know how a GM TPS (Throttle Position Sensor) works, and it’s important to know how to properly test it. It’s as important to know where each one may be located on the various applications ONLY if the majority of vehicles on which you work are manufactured by GM.
However, most of us do not work on only one brand of vehicle. So, if you know the principles of operation for a GM TPS, for example, then no matter which manufacturer employs a similar device, you should still be able to apply the concepts learned about the GM TPS to the one you are working on today. There are rare exceptions but a majority of TPSs, a majority of starters, a majority of fuel injectors (etcetera) — all share the same concepts. Master those concepts and apply them to whatever you’re fixing today to be considered a great diagnostician!
Applying electrical principles
I recently had an opportunity to put my own instruction to the test on a non-automotive application. Some good friends, a married couple, had called a residential heating and air specialist because their home HVAC (Heating, Ventilating and Air Conditioning) unit would blow air properly but not always at the correct temperature. The HVAC technician spent less than a half an hour after arriving to inspect the unit before presenting my friends with the recommendation to replace the whole thing. He claimed it was very old and inefficient and said he’s not familiar with that brand, then said he wasn’t trained on them anyway. It didn’t cost anything for his service call nor for his writing an estimate for replacing the unit (thankfully!). I suppose we consider 1999 cars as “very old,” which is the same year this HVAC unit was produced. I’ll give the tech that much.
When my friends told me of their dilemma and what the tech had said, I just shook my head in shame, knowing a lot of automotive technicians say similar things to owners of vehicles on which they were not trained. The HVAC technician could have applied the same concepts he knew to this (well-known) brand, but apparently didn’t have confidence in his skills to attempt such a thing. It seems more of us at least attempt to apply the principles of operation on vehicles we may not be familiar with. The HVAC technician never even tried.
(Image courtesy of Mitchell 1) It was rare to see isolated circuits when you wanted to look at a wiring diagram for a vehicle in 1980. This diagram is four pages — for the whole vehicle!
Being the brave soul that I am, I told my friends I’d look at it and see what I can do. I started by researching the complaint for the brand and model on a few DIY home repair and HVAC websites. I wanted to see if there was something that went wrong commonly with units that were similar to my friends’. This is no different than one of the first steps I’d perform when researching an automotive problem on a brand with which I was unfamiliar. Do you use websites like iATN, Identifix, Diagnostic Network, etc.? I find these extremely valuable especially under the same circumstances.
I didn’t have any good luck. There weren’t enough identical complaints/fixes for me to condemn any particular component based on a common problem. There were no silver bullets for me here. I had to consider doing what a good HVAC technician might do – diagnose it!
My research led me to the manufacturer’s website where published were the complete wiring diagram, the Owner’s Manual, a Quick Start Guide and get this, an installation manual complete with a troubleshooting guide! How about that? This very old unit has built-in troubleshooting complete with blink-out codes!
You younger folks might not appreciate my excitement, but having been present when cars were finally equipped with self-diagnostics, it completely changed the much-lengthier diagnostic processes we had to perform prior to that improvement! Imagine what we went through when working on computer systems that were not equipped with a way to direct you to a system, let alone a component that may be faulty?
As typically happens when working on cars with an intermittent fault, when I arrived to look at the HVAC unit, it was working as designed. Also as expected, this very old unit had no ability to store codes, just like the very old cars that erased codes when the key got turned off. This is where my diagnostic instincts came into play.
The manufacturer listed the part as “obsolete.” Another supplier had similar components which were rated at a higher load capacity than the OE.
I looked at the wiring diagram to understand the circuits – excluding the air distribution section (remember, the home owners said it continued blowing, just not always at the desired temperature). In the diagram was a compressor “Contactor” which looked similar to the way a car’s starter solenoid would be wired. Knowing how an intermittent “No Crank” complaint was sometimes attributed to the starter solenoid I headed in that direction.
With BOTH circuit breakers tripped, I removed a service panel. Once the unit’s cover was off I performed a visual inspection and saw almost every serviceable component well within reach – unlike what we encounter on cars – and in plain view was the Contactor and just about everything else. It was obvious there had been a lot of arcing of the contactor plate, which required no disassembly for me to measure voltage drop across the circuit when operated. I carefully attached the best meter I have to the terminals on each side of the Contactor, then I operated the compressor repeatedly while observing the meter’s readings (from a distance – I don’t like 220 Volt systems). Not once in the 10 times I turned it on, did I see the same voltage on each side if the contactor. Just like when a starter solenoid fails, the contacts had worn out!
The original equipment (OE) manufacturer had stopped making that part several years ago and listed it in their catalogs as obsolete. I found two aftermarket Contactors that were the same size, same shape, had the same number of terminals but had a higher amperage rating than the OE part. I bought them both for less than $50, including shipping. After verifying identical circuitry to the HVAC unit, I installed the better-looking (higher quality) Contactor and ran the same voltage drop test again. This time the test results were identical, every time, I was confident their unit would work as designed for many more years to come. I like to verify that my test results differ from previous readings after a component replacement. Do you?
Optional capabilities are often enabled on a residential HVAC system simply by attaching a wire to the correct circuit board. This damaged wire terminal required replacing but once attached correctly, the option worked perfectly.
To date there have been no more complaints of intermittent operation. As a side note, this HVAC unit had an optional feature that could have been enabled had the wire terminal not been damaged that allows the feature. I replaced the terminal, connected it appropriately and have some very happy (and comfortable) friends again! I’m not a HVAC technician but I was able to accurately apply the concepts I learned in the automotive repair trade to successfully repair a residential HVAC unit.
Principles of induction
I was a dealership diagnostic technician who was presented with a particularly challenging diagnostic dilemma in one memorable diagnostic battle that occurred early in my career. One of the first redesigned Chevrolet Corvette models to be delivered to the public (at that time) had been purchased by the dealership’s owner’s son. The car returned with an A/C blows warm air complaint in less than a week after initial delivery.
The compressor fuse had opened the circuit it protected, but whatever had caused it to do so was not evident. A new fuse was installed and the car returned to its owner. Within a week the same thing happened, with the same test results and the same repair. You know what happened again, yes, the car returned. I was instructed to locate the cause and to repair it before taking on ANY other job. When you work in a flat rate environment, you do not like hearing instructions like that, ever! Knowing it was the owner’s son’s car also made this job extremely important.
(Image courtesy of Mitchell 1) “Page two” - Mostly interior wiring, including the Alternator and the AC circuits mentioned in the article.
In the early 1980s we didn’t have all the fancy diagnostic tools that are available today. What I had to work with were made by Radio Shack, Sears & Roebuck and a few miscellaneous items bought from tool truck vendors. Does that give you any idea what kind of challenge this intermittent fault presented?
In short, at the 10-hour (into it) mark, my service manager enlisted the assistance from techs at other dealerships. I knew how to reproduce the blown fuse but we couldn’t determine what was causing it. The blower had to be in M2 speed, the third fastest selection, for about 15 minutes but visual inspection of the circuits involved did not reveal any shorts. We isolated wiring, jumped circuits, replaced several components, etc., etc. with no positive effects.
At the 20-hour mark, (over the phone) assistance was requested from the GM engineers. We followed their directions to no avail. At the 30-hour mark, two instructors were flown in from a GM training center several hundreds of miles away. They flew back by the end of the week dumbfounded. After that, two engineers were flown in from either Bowling Green, Ky., or Detroit, Mich. (or both, I don’t remember).
Meanwhile, not having received a decent paycheck since this job started, I was getting poorer by the week. These two gentlemen came on the scene like gangbusters, were full of ideas (none of which hadn’t been tried yet) but after the fourth full day, were as flabbergasted as all the rest who had touched this car. They went to lunch with the service manager and for a change, I left the premises too. I went to a nearby park, sat under a tree and processed everything that had been done over the past several weeks. I got away from the car – and figured out what was causing the problem.
Upon arriving back from lunch the engineers were not sure in which direction we would proceed. I told them to go to their respective homes and that I had it figured out. Of course, everyone was excited and wanted to know what was causing that fuse to blow. I refused to say unless I was guaranteed to receive payment for every hour I had invested (by then, 48 hours!). At first the service manager balked, said something about not being able to promise that. I replied there were several thousands of these cars built the same way that will dumbfound a lot of people — and if THAT wasn’t worth the money I should have earned then I was walking! The engineers convinced the service manager to change his mind.
You’re wondering too, aren’t you? Here we go...In M2 speed, the blower resistor is using all of its resistors, glowing cherry red. A lot of amperage is flowing through that circuit. At that blower speed, with all the windows closed, after about 15 minutes the low-pressure side of the air conditioning system drops and the (axial) air conditioning compressor cycles off. When it cycles back on, the total amperage requirements of the alternator exceeded the voltage regulator’s abilities to work properly.
This vehicle was equipped with an Amp gauge which was wired IN SERIES with the alternator output. Between where the heavy (10 Gauge?) wiring passed through the “Firewall” (Bulkhead) connector to and from the Amp gauge, was located the air condition compressor clutch circuit wire. It was basically sandwiched between both of the Amp gauge’s wires.
During the momentary alternator overload condition, amperage was induced into the A/C compressor clutch circuit — which subsequently caused the fuse to blow (open the circuit). Relocating the smaller wire in a different position of the bulkhead connector solved the problem.
I repeated the blown fuse, and proved the repair, multiple times for the benefit of the engineers before they left. Like I mentioned earlier, I want to test the repair repeatedly in order to confirm the problem is fixed. I got paid for every hour I invested in that car and never forgot about induction again. I’ll bet those two engineers didn’t either!
The push toward autonomous vehicles is driving vehicle manufacturers to create and implement integrated technology packages that are aimed at assisting the driver. These safety packages are commonly referred to as Advanced Driver-Assistance Systems or ADAS. Toyota Safety Sense (TSS) and Lexus Safety System (LSS) are the proprietary names Toyota is using for their ADAS systems. While these systems are currently designed to support the driver, the foreshadowing towards autonomy is evident. The challenge for today’s repair and collision facilities in diagnosing, repairing and calibrating these vehicles will include the need for proper training, service information, scan tools and related tooling.
(Image courtesy of Toyota Media) Toyota Safety Sense is Toyota’s advanced driving assist system.
The complication to this technology on Toyota and Lexus vehicles comes down to the differences in system buttonology and display technology found on each varying vehicle. It has been rumored that Toyota and Lexus are on their fifth generation of this technology adding to the complexity of diagnosis and repair. For example, Toyota Safety Sense has gone under the name TSS-C, TSS-P and the Current TSS 2.0. These formal TSS classifications come after years of utilization of millimeter wave radar systems found on Lexus vehicles and Toyota nameplates such as Sequoia and Prius.
The push toward autonomy
While most manufacturers are forging toward a driverless future, most are still sure to tell their customers that this is an assist feature and not a replacement for the vehicle’s driver. The Society of Automotive Engineers recently published a chart that outlies the six classification from fully driver operated vehicles to fully autonomous vehicles. Level “0” representing the former while level “5” the latter. Most manufacturers, including Toyota find themselves in the level 1-2 range with still quite a few complications and hurdles to overcome before moving up in level.
(Image courtesy of Toyota Media) Toyota’s TSS-C and TSS-P were the predecessors to TSS 2.0.
A look at the current Toyota Safety System reveals the current level of technology as well as some of the obstacles to full autonomy.
Pre-Collision System with Pedestrian Detection
The pre-collision system with pedestrian detection utilizes a forward facing, windshield mounted camera as well as a millimeter wave radar sensor typically mounted in the Toyota or Lexus emblem in the vehicles grille. This technology is designed to detect hazards and / or pedestrians between speeds of 7-110 mph for the pre-collision and 7-55 mph for pedestrian detection and will alert the driver to hazards both audibly and visually with a series of beeps and a flashing warning to brake. If the driver brakes in response to this warning the system will often provide additional brake force to bring the vehicle to a stop more quickly. If the driver does not brake at all, the system may apply the brakes for the driver automatically.
(Image courtesy of Toyota Media) Toyota’s TSS 2.0 features upgrades such as pedestrian detection
While the idea of this system is very well intended, Toyota specifically points out that there are multiple scenarios in which this technology is unreliable. Specifically, the system relies on straight roadways, and clear visibility. If visibility is poor such as in bad weather, the system may be unreliable. Additionally, the sudden appearance of a vehicle or other object, uneven roadways or sharp curves, something on the sensor, strong sunlight or the ability to see motorcycles or bicycles all provide complications to system reliability.
Toyota is sure to issue the disclaimer – that drivers are responsible for operating their own vehicles.
(Image courtesy of Toyota Media) Pre-collision systems detect closing targets, provide warning and ultimately brake.
Land Departure Alert
Tired or distracted driving that causes a driver to swerve out of their lane is mitigated through the use of lane departure alert. LDA typically activates when the system observes the driver veering out of a visibly marked lane. This system utilizes a forward-facing camera to detect the lines on the road. Above a speed of 32mph with the system enabled and on a reasonably straight road, the system will provide an audible and visual warning to the driver. Some vehicles are also equipped with steering assist that will provide slight adjustments in an attempt to keep the vehicle in the lane. Many of these functions are adjustable and, in some cases, can be turned off entirely.
This system, as will its pre-collision relative, is highly dependent on the windshield mounted camera. It works best on straight roads and when lane markers are clearly visible.
Toyota warns to not overly rely on this technology as it will not work in every situation. Poor visibility of the camera in bad weather or due to bugs, dirt, ice, frequent or shar curves, oncoming headlights, bright sunlight and poorly marked lanes will all effect operation.
Automatic High Beams
The automatic high beam system utilizes the forward-facing camera to automatically switch between high and low beam operation to maximize visibility for the driver while limiting the interference of high beam lighting on other drivers. This system utilizes the camera to detect light levels and can sense oncoming headlights and tail lights from vehicles.
(Image courtesy of Toyota Media) Automatic High Beams add a layer of safety through improved visibility
Dynamic Radar Cruise Control
TSS vehicles come with dynamic radar cruise control. This system operates like traditional cruise control but adds a feature of distance control from the vehicle in front of you by adjusting speed to maintain distance. This system has an overall operating range from 25-110 mph. A speed above 28mph is required to initiate. There are also full speed range on some models that will allow the vehicle to come to a complete stop if the vehicle in front of it stops. This system is operated through the use of the millimeter wave radar sensor located in the emblem.
(Image courtesy of Toyota Media) Radar Cruise utilizes millimeter wave radar located in the front emblem.
Road Sign Assist
Road sign assist is a new feature for TSS 2.0 and is designed to read certain traffic signs and display them on the vehicle multi-function display. The signs it is capable of recognizing and displaying include speed limit, stop yield and do not enter signs.
Lane Tracing Assist
New with the 2019 corolla hatchback, lane trace assist combines LDA and DRCC technologies to enhance the vehicles ability to remain centered in a lane and at a safe distance. This system requires the driver to be an active participant and requires the driver’s hands to be on the steering wheel. Failure to do so will result in a visual warning.
Blind Spot Monitoring
While not a formal part of the Toyota Safety Sense suite of technologies, Blind Spot monitoring is another technology that alerts the driver to vehicles not visible in mirrors. Not all vehicles are equipped with this technology but a button with “BSM” to the left of the steering wheel is the way of determining if this system is present.
In summary, the TSS suite of safety systems provides a wealth of technologies to support the driver. However, the technology has a way to go. For instance, how will an autonomous vehicle handle the complexity of America’s roadways with complex geography and various nuances in State to State infrastructure. New Jersey’s right hand turn to make a left comes to mind. On an even more basic level, how will weather and mother nature be compensated for?
Service Information
Factory service information is critical in the diagnosis, service and repair of Toyota/Lexus ADAS systems. Many of the vehicles that independent shops will encounter will still be under warranty adding an extra layer of consideration before proceeding with service procedures of any kind. As with any technology, ADAS is constantly evolving and there are now several generations of ADAS related equipment found across the Toyota and Lexus product line. As mentioned previously there are multiple generations and various nuances even within the same model year. With these considerations, accessing Toyota Service Information will be critical.
Quick Training Guides found in TIS provide critical service information such as space requirements for calibration.
Toyota makes their service information readily available to the independent repair market via a paid subscription at: www.techinfo.toyota.com. $20 dollars for a two-day subscription will provide you with the full suite of Toyota and Lexus service information, wiring diagrams, service bulletins and supporting materials such as technical training guides and Quick Training Guides. Monthly and yearly subscriptions are also available. These resources provide a wealth of information for the independent repair facility and will ensure that any work related to ADAS will be done by the book.
Before proceeding with any service related to ADAS be sure to consult Technical Service Bulletins as there are many related to the ADAS system that will be relevant to basic ADAS procedures such as calibration. For example, there are several Lexus models that have TSB’s related to the angle of the shop floor and how to compensate for this phenomenon when calibrating the system.
Toyota and Lexus Quick Training Guides also provide valuable insight into the calibration of Toyota and Lexus ADAS systems. Think of these Quick Training Guides as a “Greatest Hits” document that includes snippets of information from the repair manual, New Car Features Guide, Electronic Wiring Diagrams and more. As such, they are a massive time saver and a “go-to” guide for technicians.
Quick Training Guides provide a wealth of information on TSS system functions.
When is Service Required?
The service of the TSS system typically relates to scenarios in which either the camera, millimeter wave radar, sonar or alignment may have been altered due to collision, replacement of parts or regular service. When in doubt, consult the service information.
Required tools
Included in Quick Training Guides are the service tools required.
At a recent Instructor training event for the national Toyota T-TEN program, many of us were surprised to see a plumb bob and laser level amongst the “special tools” required when performing calibration functions of the TSS system. The plumb bob is utilized to find the center line by locating the center of the emblem in the front and rear of the vehicle and marking center on the floor at the location of the plumb bob. Then the center line of the vehicle can be projected with the laser level to the specified distance in the service information. While low-tech, it works well.
In addition to these easy to find tools, calibrations will require an appropriate scan tool and targets for both the camera and millimeter wave radar. The targets can be printed through the service information and some related TSB’s meaning the only piece that will have to be truly sourced is the diamond shaped reflector for the millimeter wave radar calibration.
There are quite a few companies out there that are beginning to design ADAS calibration systems to work with multiple manufacturer vehicles. Currently in production are systems by Autel, Bosch and Hunter Engineering while many others are rumored to be working on their own solutions.
Other considerations
Performing TSS calibration functions may sound like a new line of income for your business but proceed with caution. Most Toyota dealerships in the metropolitan New York region are charging 2.5-3 hours labor for this service. The complication is that some dealers are unable to perform these functions. Why, you might ask? Because some of the service functions require a flat, level surface with a significant distance of up to 20 feet in front of the vehicle. Add to this the need for good lighting and limited objects in the background during the aiming process and you have eliminated every small dark service facility in the country.
Toyota Safety Sense 2.0 captures the present-day safety features found on Toyota vehicles in 2019. As the saying goes – The only constant is change. You can expect that by this time next year there will be more to write about. In the meantime, consult
Are you “radar ready?” Don’t want to mess with the new complicated radars and smart cameras on today’s cars and trucks? If you answered “no” to either question, are you planning on doing any 4-wheel alignments on newer vehicles? How about radiator replacements? You might want to check for the presence of an ADAS (Advanced Driver Assistance System) system prior to your next repair procedure. Both scenarios have the potential to create the need for an ADAS calibration. A long-range radar sensor offset of just 0.040” (visualize a spark plug gap) can make a difference of 40 feet (left or right) down the road for your customer’s adaptive cruise control. For the sake of argument let’s say you do get a radar sensor off calibration enough to adversely affect the system. This scenario could leave the potential for 3 different outcomes:
PREFERRED OUTCOME — The onboard diagnostics within the adaptive cruise control sees the radar targeting information as erroneous, sets a descriptive DTC and promptly disables the system until repaired/calibrated.
UNDESIRABLE OUTCOME — By itself, the vehicle slams on its brakes to avoid a perceived head on collision when the inaccurately calibrated radar sensor for the adaptive cruise control misinterprets an oncoming vehicle safely in its own lane as a vehicle directly in front it.
TRAGIC OUTCOME — Your customer’s vehicle plows into the car in front of it while your customer is not paying attention or placing too much trust in his/her radar cruise as the inaccurately calibrated radar sensor “stares” off into an open field instead of at the vehicle directly in front of it.
Outcome No. 1 will take some education and equipment to correct but sounds pretty good compared to Nos. 2 and 3 where property damage, injuries or even deaths may result.
Your customer’s vehicle may say “Radar Ready” but are you Radar Ready? Today’s ADAS (Advanced Driver-Assistance Systems) equipped vehicles have tons of new technology for techs to learn to diagnose, repair and educate customers on!
The business side of ADAS
If you think you’ll dodge the bullet on this new technology (i.e. your shop doesn’t do hybrids, diesels, etc.) you might want to rethink that. As we move at lightening speeds to integrate this technology into the average car or truck (ADAS is not just for luxury cars anymore) it is likely to become the next airbag or ABS system – meaning most every vehicle will have it. The popular prediction from tech-savvy industry leaders is that privately-owned vehicles will be replaced by completely autonomous ride share vehicles that pick you up and take you where you want to go. In some vehicular congested urban locales this seems practical at lower speeds in controlled environments if infrastructure is improved.
Need a new RADAR? Purchase a tail light assembly and Ford includes one for free! This F-150 houses the rear RADAR sensors for BLIS (Blindspot Information System) and Cross Traffic Alert in the tail light assembly. The front sensors are behind the front bumper facia
This Toyota’s radar used for adaptive cruise is mounted directly behind the Toyota logo in the center of the grill.
The full autonomous ride share approach to transportation will also be a huge help to those who aren’t close to mass transit and are unable to drive a vehicle on their own for a variety of reasons including cost, health, age and disabilities. However, in rural areas with higher speeds, careless drivers (just do a Google search on “ADAS Abuses” to see what I mean) where many conventional freedom loving Americans live, the autonomous ride share micro buggy seems quite a way off in my opinion. Regardless of the timing and details of ADAS evolution, there are plenty of ADAS-equipped vehicles roaming the roads right now in need of service. In order to gain a level of understanding enough to diagnose and repair ADAS let’s peel back two of the layers of technologies (Radar and Camera) that go into these complicated vehicles. A third technology layer (LiDAR) which constantly scans with lasers (at a frequency not visible to the human eye) instead of a camera in order to view the vehicle’s surroundings. LiDAR is relatively new to ADAS so it’s unlikely you’ll encounter LiDAR equipped models in your service bay anytime soon.
(Image courtesy of Mitchell 1) Do you have to calibrate with targets or a scan tool? Both or neither? Mitchell 1 has added a brand new quick link choice once you select a new vehicle to research. Simply click “ADAS” from the main menu to get the screen shown above for this 2017 Cadillac CT6.
Technology layer 1 – Radar
The days of radar being expensive, heavy and noisy (from internal moving parts) are long gone. Today’s radar sensors are solid state with no moving parts, are the size your hand, weigh just a few ounces and can cost less than $100 to manufacture. Some of today’s vehicles may have several radar sensors mounted all around them forming a “360 field of view” creating a ‘cocoon’ of awareness and safety around them. Radar sensors now scan electronically using multiple beams to send a radio signal at a reflective object in order to get the same signal bounced back. The delay in time it takes to get the signal bounced back equates to a distance. The rest is a lot of complex trigonometry embedded in advanced software. Radar sensors operate at extremely high frequency which gives them the name “millimeter radar.” The higher the frequency, the shorter the wave length.
25 GHz Ultra-Wide Band Radars
24 GHz Narrow Band Radars
76-81 GHz Multi Mode Radars
Multiple ADAS systems means multiple radar beams scanning for targets ranging from a child on a tricycle when you’re backing up to a motorcycle in your blind spot when you change lanes.
Technology layer 2 – Smart Cameras
Cameras have been used for BUA (Back Up Aid) for many years prior to ADAS. BUA cameras are divided between the more conventional BUA cameras that use composite video signals operating like an analog audio signal and the newer digital variety that transmit video signals via a CAN bus message. All the ADAS forward facing cameras I’ve encountered are of the digital CAN bus variety. These “smart” cameras send CAN bus signals with message packets representing video images. The digitized images are then analyzed by a video processor module in order to determine exactly what to do with the information. That information is used in systems such as lane departure warning, lane keep assist, lane centering/autonomous steering, pedestrian detection, and forward collision alert/avoidance.
Radar and Camera service concerns & calibrations
Both radar and smart cameras (in most cases) require some sort of initialization when installed as most modules do these days. This presents a challenge for some aftermarket scan tools trying to do all things for all vehicles. Radars and cameras also may need set up via a static calibration. Typically, cameras will require a certain target board with a specific size and pattern on it. Radars typically use a metal triangular shaped metal dish to bounce their signals off while calibrating. Both camera and radar calibrating targets require EXACT placement for accurate sensor static calibration. The position, distance and height of the target cannot be off even a little. This requires a lot of space in the shop, attention to detail and patience. After the static aiming / calibration there is usually a follow up required with a dynamic calibration, which also requires the right scan tool to initiate the procedure. Dynamic calibrations set into motion by the scan tool require driving on a “target rich” road. Target rich means the sensors see lots of things for the learning/calibrating process. Fence posts, road signs, guard rails, etc. all speed up the process of dynamic calibrations.
Beyond DTCs: Quick Functional Test 1 – Heat Signature
Every radar sensor I’ve encountered produced a heat signature. Some brands run hotter than others. The sensors on this Chevy located behind the rear bumper cover were running about 5 degrees F. warmer than the surrounding areas of the bumper. While this doesn’t tell you how well the sensor is working, it will certainly pinpoint a sensor that is dead from a lack of power, ground or completely inoperative.
Health / Safety Note: if the radar is warm – it’s emitting radar signals. I’m not aware of any official studies on health issues for techs leaning up against a bumper or grill for prolonged periods. However, there have been reports of male infertility issues that were blamed on radar sensors. Pulling the fuse for the ADAS systems prior to long periods of fender side leaning (with the ignition on) might be something you would consider doing just to be on the safe side if you’re planning a family
Radars do NOT like certain aftermarket grills, certain bumper stickers, bumper covers/bras and in some cases certain types of custom paint that may obstruct the ability of the radar signal to be received once it bounces back after hitting the target.
On some vehicles the bracket for the long-range radar can become easily bent which can drastically throw off the radar’s calibration.
Front camera may also need a static calibration if its aim becomes offset after collision / body
Beyond DTCs: Quick Functional Test 2 – Radar Detector
On many of the side (medium and near range) radars using the lower frequencies (24 & 25 GHz) a radar detector can be used to see if the sensor is at least functional.
Repairs or other repair procedures:
Service procedure in proximity of the camera (rear view mirror replacement)
Vehicle center angle or trim height changes after a wheel alignment, suspension modification, or alternate size tire & wheel installation.
Smart cameras need a clean windshield free of excessive dirt, bugs, snow, and ice. Excessive amounts of blockages may result in symptoms ranging from subtle reduced performance to a DTC with DIC messages alerting the driver that the system is currently unavailable.
Smart cameras also need a distortion free windshield. Some aftermarket replacement glass can be problematic.
Smart cameras typically have a 12-volt electric heater element in them to keep the portion of the windshield directly in front of them free of ice, snow or fog.
Smart cameras can overheat from too much sun load or a malfunctioning internal heater element. Some cameras even contain fans in them to prevent overheating. One Cadillac dealer tech told me he had to put a heavy glove on to handle the camera when removing it from its mount after its been on even for just a few minutes.
The scan tool PIDs available on the Toyota factory Techstream for this 2018 Camry’s front recognition camera make it clear that heat is a big factor for these windshield mounted cameras. Excessive heat can cause a system inhibit followed by a recorded history event to tip you off in your diagnostics.
Most scan tool PIDs simply give the power feed status, DTCs status, disable history and maybe the software calibration p/n. This late model Ford’s BLIS (Blind Spot) Left Rear short range radar sensor’s multiple beams came up as data PID choices on author’s Auto Enginuity scan tool. The PIDs were being graphed while on a road test. The same PIDs are NOT available on Ford’s factory IDS tool. While knowing the distances each beam is targeting an object won’t likely be a diagnostic question in a factory trouble tree, the fact that they are changing as you drive past objects at least gives a very quick indication that the sensor is indeed powered and functioning.
EXCERPT FROM BMW SERVICE INFORMATION TSB SI B66 21 16
Applicable to 2015 BMW 228i Convertible (F23) L4-2.0L Turbo (N20);
There are two categories of system limitations – those that can be eliminated and those that are beyond control. The following table details possible limitations and what, if anything, can be done to eliminate or explain them.
Limitation
Recommendation
Notes
Obstructed camera view
Remove obstruction
Clean windshield
Replace wipers
Calibration incomplete
Complete calibration
Calibration is a lengthy process. Some features may not be functional during calibration. No faults stored during calibration period. Calbiration needed after windshield replacement.
Calibration failed
Diagnose with ISTA
Fault code 0x800AC4 - Camera calibration unsuccessful stored in KAFAS memory >3 times
Weather conditions
Inform customer
Possible situations: heavy rain, snowfall, ice, fog, blinding sun (strong back light), tunnel entries/exits (transitions into light/dark)
Non-typical surrounding vehicle
Inform customer
Possible situations: Rear of vehicle poorly illuminated, extinguishing taillights, custom rear body shape, carried load (log truck), open trailers, open tailgates
Surrounding vehicle/pedestrian
Inform customer
Possible situations: Sudden movement in traffic, too close to/on highway
The greatest challenge by far with ADAS is the need for dynamic calibrations on both radar sensors and cameras in the shop. The proper scan tool is not the only tool you’ll need. For the initial static calibration, you’ll need the proper kit consisting of pipes, brackets, squares, plumb bobs, levels / lasers, a tape measure and string. If that wasn’t enough, you’ll also need a flat and level shop floor with well over 21 feet in front of the vehicle of unobstructed space to set the various targets. Triangular shaped metal dishes are used for reflecting radar and printed patterns are used for aiming the vehicle’s camera. Shop is small so just do static calibrations outside? Most of OEMs direct you to use tape or markings on the shop floor as you basically perform a large scale geometry equation to find the exact center of the vehicle at an exact distance from it.
Customer education
In the above chart from the BMW TSB the phrase “Inform customer” was repeated. If you read the entire TSB there are numerous photos and tips to pass along to customers. One important point to remember when interviewing customers with complaints for anything steering related is to find out if the vehicle has an ADAS system that involves lane departure warning, lane keep assist or semi-autonomous steering (at any level). Is your customer complaining about a phantom vibration? Lane departure warning may warn the driver they are not holding their lane (the smart camera determines this) with an audible sound and/or vibration in the seat or steering wheel. Lane keep assist will integrate with the electric power steering in the attempt to maintain the lane. Failure to use directional signals has resulted in more than a few customer complaints of steering symptoms. “I think I’ve got a worn-out tie rod” or “it feels like a tire pulling” may be what the customer suggests but if the vehicle has LKA we need to diplomatically ask “do you occasionally change lanes w/o using your turn signal?” As with any new technology, sometimes the only thing that needs fixed is the customer’s knowledge level. Hopefully we’ve increased your ADAS knowledge level and you’re on your way to being radar ready!
ADAS, or advanced driver-assistance systems, is front-and-center in today’s automotive technology and is the precursor to fully autonomous driving vehicles. Featured in futuristic automotive advertising, ADAS is touted as cutting-edge technology. However, the concept has been around longer than most people realize.
One of the oldest driver assist systems is automatic braking systems (ABS) that was developed for 1920s era aircraft. Having an airplane skidding uncontrollably after touching down on a runway was to be avoided and ABS braking systems help prevent accidents during landing of heavy airplanes and eventually jet aircraft. It wasn’t until the 1970s that Robert Bosch patents, in joint development with Mercedes-Benz, that ABS was widely used on automobiles. Chrysler and the Bendix Corporation developed an ABS system called “Sure Brake” for the 1971 Chrysler Imperial. Ford had “Sure-Track” on Lincoln Continentals and General Motors marketed “Trackmaster,” a rear-wheel-only system on Cadillac and the Oldsmobile Toronado. Nissan had an early electronic ABS system developed by Denso fitted to their Nissan President sedan in the 1970s. BMW even applied ABS technology to the K100 motorcycle in the 1980s.
Another driver assist technology was the load sensing proportioning valve used in the mid-1960s. Proportioning valves were installed on pickup trucks to minimize vehicle spin (swapping ends) during hard braking on wet roads. The load sensing valve was located in the hydraulic system for the rear brakes. A metal rod attached to the pickup bed and the valve provided a rough indication of how much weight the truck is caring during braking. It functions to control the brake fluid pressure from the master cylinder in response to vehicle load and prevents early locking of the rear wheels.
Since the 1950s speed warning systems have helped drivers to ease off the gas pedal to reduce speed. The 1962 Buick Wildcat’s speedometer had a speed indicator that could be set by the driver. When that speed was exceeded a buzzer sounded as a warning to slow down. Other driver assists innovations include: automotive cruise control that was new in 1947, but is common on vehicles today and the neutral safety switch (or inhibitor switch) for both automatic and manual transmissions—a form of driver assist that prevents drivers from starting the engine with the transmission in gear. Even some vintage radios had an automatic volume control that would increase volume with vehicle speed allowing the driver to pay attention to driving. All of these systems, while not labeled as true ADAS technology, provided early forms of driver assist functionality.
Current ADAS systems
Not everyone in the automotive industry uses the term “automatic assist” precisely resulting in accidents caused by a misinformed driving public. This has happened with Tesla and other luxury cars when sales people tout the benefits of their brand’s offerings and over-state ADAS capabilities. For example, a sales person might say to a customer, “Just press this button and the car almost drives itself.” After purchasing the car the new owner gets on the Interstate, engages the ADAS system and starts playing a game on their phone. This lack of understanding of ADAS limitations has resulted in accidents with some fatalities.
Because OEMs, software companies and the aftermarket are all developing autonomous cars and the components that supports them, a common language is necessary to describe the technology to avoid confusion. In 2016 the National Highway Traffic Safety Administration (NHTSA) adopted descriptions of automated driving functionality, developed by the Society of Automotive Engineers (SAE) International, of five levels of ADAS technology. It’s based on “Who Does What, When.”
Level 0 - The human driver does everything.
Level 1 - Automated system(s) on the vehicle can sometimes assist the human driver to conduct some parts of driving tasks.
Level 2 - Automated system(s) on the vehicle can actually conduct some parts of the driving task, while the human continues to monitor the driving environment and performs the rest of the driving tasks.
Level 3 - Automated system(s) can both conduct some parts of the driving task and monitor the driving environment in some instances, but the human driver must be ready to take back control when the automated system requests.
Level 4 - Automated system(s) can conduct the driving task and monitor the driving environment, and the human need not take back control, but the automated system can operate only in certain environments and under certain conditions.
Level 5 - The automated system can perform all driving tasks, under all conditions.
The use of ADAS that help drivers with steering, braking, monitoring and warning tasks is expected to increase over the next 10 years. In part this usage will be driven by consumer and government interest in safety applications that protect drivers and reduces accidents. For example, the United States and European Union are mandating that all vehicles be equipped with autonomous emergency braking systems and forward-collision warning systems by 2022. The increased usage of ADAS will have a significant impact on the auto repair industry as well. Even a simple job like replacing a windshield is complicated by the presence of ADAS sensors that need to be calibrated. Businesses like The Windscreen Company (www.thewindscreenco.co.uk), located in the United Kingdom are having to educate consumers regarding increased costs for windshield replacement. Consumer surveys show that the car-buying public is increasingly becoming more interested in ADAS applications that offer driver comfort and convenience, like blind spot monitoring and parking assist. The following are some highlights of ADAS in current use.
Adaptive cruise control (ACC) also known as dynamic cruise control, is considered a Level 1 ADAS technology. ACC systems can use radar, LIDAR (like those made by Ainstein (www.ainstein.ai) laser or camera based sensors to assist drivers in maintaining spacing between vehicles. Sensor input from ACC systems can use the vehicle’s engine management system to control braking and acceleration at speed. Radar systems can be long, or short range and some vehicles use both. The black-box sensor on a laser-based system must be exposed to the area that it is tracking and because the laser reflects off other cars it does not work well (or at all) in heavy rain or snow. Some camera-based systems use two, forward-facing cameras placed on either side of the rear view mirror providing binocular vision to the system’s computer. Through digital processing the ACC system can calculate distance of vehicles ahead.
On some vehicles collision avoidance is another feature of ACC systems and uses the same sensors to warn drivers of a potential fender bender, or worse. In addition to sensors, GPS information can be used to alert the system of fixed objects like stop signs, intersections, exit and entrance freeway ramps and other hazardous driving areas. Future ACC systems will have an impact on increasing the capacity of roads by maintaining optimal separation distances between vehicles and provide a safer driving environment.
Wake up! Anti-sleep pilot, driver condition monitor, fatigue detection or tiredness detection warning are some of the names of systems that warn a driver that they are not paying attention to the road ahead—time to get some coffee or pull over and take a nap. Studies have shown that 20 percent, or higher or road accidents are driver fatigue-related. Driver drowsiness detection and lane departure warning systems are similar, if not identical. They can use road lane monitoring via a camera, steering pattern monitoring or driver eye and face monitoring to determine when to sound a warning. Future systems could use body sensors to measure things like heart rate, brain and muscle activity and skin conductance as a measure of how awake a driver really is.
From the inception of the automobile the ability of a driver to “park” the car has been a challenge. The parallel parking test for licensing is one of the most difficult skills that drivers have to demonstrate—so difficult that 16 states have dropped the requirement. The lack of parking skills has led to a vicarious form of entertainment—watching drivers trying to parallel park. No matter how many times they back-and-fill, and/or bump other cars, they can’t seem to get any closer to the curb. Automatic parking is an ADAS system that bridges the gap between driver assist and fully automatic driving in that the system takes over steering during parking maneuvers.
In general, Automatic Parking Systems (APS) use ultrasonic sensors located at the four corners of a vehicle to determine its position relative to other parked cars. In operation APS is turned on and the car is driven past the desired parking spot to determine if there is enough room to park. During parking the system instructs the driver to put the car in reverse or drive and apply the brakes until the car is parked. Perpendicular parking is a similar process. After driving past an empty parking space and measuring it, the vehicle self-steers, backing into the space while the driver controls the gas and brake pedals. With driver angst over parking it’s no surprise that automakers want to offer customers a way to circumvent their lack of parking skills.
Future ADAS systems will be a real factor in differentiating automotive brands from one another. OEMs and their suppliers know that they will also be a significant revenue source for selling consumers various levels of trim and add-on packages. As costs for ADAS tech comes down it will be found on less expensive cars and become common place.
ADAS and autonomous cars
As evidenced by current ADAS systems, driver assist technology of the future is only going to become a larger part of consumers’ automotive experience. The use of ultrasonic, radar and optical sensors will provide a more complete picture of a vehicle’s surroundings and shift more driving responsibility away from human drivers and towards computers with the goal of a safer and more relaxed driving experience. An important part of the transition to fully automatic driving is connecting vehicles to one another and their environment. The combination of sensor technology and connected vehicles will play an increasingly import role in the transition from ADAS systems to fully autonomous vehicles.
While ADAS systems are effective for line-of-sight driving situations they can’t offer the situational awareness of vehicles that are connected to one another and the environment. Vehicles that are connected to each other can use their respective sensors to create a network of awareness that will extend far beyond the range of a single vehicle using ADAS alone. Connected vehicles will receive alerts of dangerous situations providing drivers and autonomous vehicles more time to react. For example, an oncoming car in the wrong lane in a blind curve; vehicles swerving to avoid a road obstruction; a driver about to run a red light as they are nearing an intersection could all be detected by connected cars that would transmit this information to other vehicles.
Connected vehicle technology will ultimately be less expensive to install per vehicle than ADAS systems and perform many, if not all the same functions. Connected cars will receive data from surrounding vehicles, and infrastructure, display driver alerts and interact with on-board braking, steering and engine management systems. OEMs, and high-tech players like Google and Microsoft are spending huge sums of money on research and development to create self-driving cars but they can’t get there without ADAS systems that will bridge the gap between current driver assist features and fully autonomous cars. Within 10 to 20 years, drivers will be able to get into their car and say “Take me home.” and read a book, or take a nap during the drive, but this will only happen in part because of ADAS systems that are used in today’s vehicles.
TBC Brands, one of the largest distributors of private brand tires in North America, is pleased to announce the launch of a new brand, National Tire.
The current lineup is available in three fitments of over 110 sizes; 40 sizes designed for sedans, SUVs and CUVs, nearly 60 fitments for CUVs, SUVs, pickups and vans, and more than 10 sizes for ST trailers. The National Duration EXE, the optimum touring all-season tire line, is the perfect choice for drivers looking for exceptional high speed stability, outstanding wet traction and even wear. The National Commando HTS, the premium all-season highway tire line, provides drivers a combination of superior ride quality, on-road performance and long treadwear. The line developed to meet the demands of today’s trailers, National Roadmax ST, was produced with segmented molds for uniformity and an optimized tread depth for reduced rolling resistance.
A dedicated easy-to-use website has been developed for the National brand, NationalTire.com, which aims to provide dealers marketing support with one click and end-users with a fully responsive site visually organized for quick navigation. The National brand is exclusively distributed by National Tire Wholesale (NTW) retailers and all tools needed to become a retailer are included in this user friendly site.
Additional benefits of the site include:
A store locator to find the closest National brand retailer within NTW’s growing network
Functionality to search and find products by tire size or name
Simple online tire registration for customers in the unlikely event of a recall
A consumer friendly library of educational articles on tire maintenance and how to read your tire
Quick download of each product lines’ limited warranty brochure
“We’re excited about the opportunity for future development within this new brand; it’s endless and will provide retailers a recognizable name in each product segment,” said Jon Vance, Senior Vice President of Product Marketing for TBC Corporation. “In addition, the sleek and user friendly NationalTire.com site provides the brand’s retailers a single site for information and also offers their customers an easily searchable site by size, product name or category.”
If you know anything about me, you know that I am big on turning techs on to the power of voltage drop testing. I won't repeat the whole story here but let's just say that a simple diag kicked my butt because I didn't know what I didn't know.
And judging by many of the comments I've read on a variety of social media automotive groups, many of you still don't either. And that's OK! Let's see if I can win a few more converts.
Did you check...?
I'll never forget one particular day in the shop. A fellow tech was struggling with an electrical concern when he walked over to my bay to ask for some help.
"Pete, can I get your help? I've got a GMC pick-up with a slow blower motor. I checked power and ground to the motor and it was ok, so I ordered a new blower motor. I just installed it and it's doing the same thing."
I checked power and ground(s).
I don't think I know any tech that doesn't know it's important to verify power and ground(s) when diagnosing an issue with an ECU but the truth is the test is valid for any electrical device you're considering replacing. No electrical load (that is, any electrical device designed to perform some kind of task - like a light bulb, a fuel pump or even an ECU) can function without a good, clean supply of voltage and an equally good, clean return path to ground.
While everything in an electrical circuit has some resistance, it's the LOAD that is the primary source of resistance — unless a thief is present!
Back to the story. I stopped what I was doing and walked over to my friend's stall. I asked him to show me how he had tested power and ground to the blower motor and the first thing he did was unplug the connector at the motor.
Mistake #1
The next thing he did was grab a test light, grounding the light to the instrument panel brace and inserting the other end into the open connector. With only two wires to pick from, he had a 50/50 shot of hitting the power feed on the first try. He reached up and turned the key on and selected "high" on the blower motor speed switch. The test light glowed brightly.
Mistakes #2 and #3
Looking at me, he said, "See? I've got power." He then shoved a T-pin into the ground side pin on the open connector and attached the test light's alligator clip to it. Once again, the light glowed brightly. "See, I've got a good ground, too. What could be the problem?"
Oh my...
Let's start with the mistakes
The first mistake my friend made was disconnecting the load from the circuit and testing an empty connector. And I think most of you recognize why. There is no load on this circuit and all we're measuring is Open Circuit Voltage (OCV). He might as well have been up at the battery itself for all the good the test did him.
Without getting into an all-out electrical theory lesson here, I think it's important to understand that the reason electrical circuits develop issues is a result of a change in circuit resistance caused by whatever fault we eventually find. For example, a loose connection can lead to an increase in resistance. A corroded connection certainly adds additional resistance. And all are unplanned for - they are the "unwanted" sources of resistance, the "thieves" that rob voltage potential from the primary load - in this case, a blower motor. And what happens to current when you add resistance?
It goes down.
Let me try to clarify that a bit. It's a fundamental electrical principle that all available voltage potential will be used to overcome the resistance in an electrical circuit. And while everything in that circuit has some resistance, the load (the device doing the work) is the biggest, as well as the primary, source of resistance we need to focus on.
A thief can take on many forms — corrosion and burnt or loose connector pins are just a few examples.
The second part of that principle is that every individual source of resistance in the circuit is going to consume its fair share of that voltage potential. Because the other elements in the circuit; the fuses, the wiring, the switch contacts and the like, have extremely small amounts of resistance they will take very little from the total. The load should get the majority share.
However, when there is a thief in the mix — that "unwanted" resistance I mentioned - it can rob the primary load of its full voltage potential. This is the principle of voltage drop and it provides us with a troubleshooting method we can use to uncover the "thieves."
With the connector unplugged, the blower motor circuit is obviously "open." If it's open, there isn't any current flow, is there? And if you don't have current flow, there isn't going to be any voltage drop to measure. That was mistake #2.
Mistake #3 was grounding his test light at the instrument panel. Even if he were performing the test correctly, he is only testing a portion of the circuit. I know you know we have to get the power feed from the battery but remember it is just as critical to get those little electrons all the way back to the battery. Always reference your test equipment at the battery, even if you have to make a 20' test lead to do it.
I explained to my friend then what I'm sharing with you now. Reconnecting the blower motor and turning on the key, I operated the blower motor throughout its different speed settings and found the motor was working, but slower than it should be in every speed. The next step I asked him to do was to carefully backprobe the blower motor connector and measure the voltage available at the power feed with his voltmeter and not his test light.
Be careful when placing a backprobe in a connector. Don't damage the weather seal in the process. Try to follow the wire through the seal instead.
He measured a little over 6.0 volts. Bingo!
The thief shows himself
If my friend had used his test light it would have glowed a lot less brightly. But do you understand why?
It goes back to what I tried to state earlier. ALL available voltage will be consumed by the various sources of resistance in the circuit. ALL will take their fair share away from the primary source of resistance, the load.
Typically, this will only amount to a few tenths of a volt and the engineers factor that in when designing these circuits. What they can't factor in is a damaged connector pin, a corroded terminal end or even a loose battery ground cable. But all of these conditions can add resistance and act as "thieves," stealing potential away from the primary load.
When my friend measured on the power side of the blower motor, we both expected to see a number close to the voltage we would measure at the battery with the key on. When we only saw 6.0 volts, we knew right away that somewhere between the blower motor and the battery's positive post, a thief lay in the darkness, siphoning off the missing voltage potential and keeping it for himself.
This test kit from AES includes a variety of adapters you can use to nearly elminate the need to pierce or probe a connection. It also makes attaching a substitute load easier and avoids damage to the connector pins.
We know he's there, now we have to flush him out. How? By tracing the electrical path back toward the battery, starting at the easiest points first - connections, switches, splices. When we see the meter return to a value more or less equal to the battery's measured voltage, we'll know we've passed him. Then we start back the other way, kind of like "hot boxing" a runner in baseball, until we isolate the little bastard.
In my friend's case, it was easy to find. The first place we stopped on the way back to the battery was the main harness connector where it passed through the firewall. Measuring voltage on the interior side of the connector got us the same number we had at the blower motor connector. That proves that the fault isn't in the cabin, it's on the engine compartment side of this circuit path.
Moving to the engine side of the connector got us a totally different measurement. Here, the voltmeter reported a voltage reading damn near equal to the reading we had at the battery, less a few tenths. That's normal, as I said before, since everything in the path has some resistance.
Opening the connector, with some difficulty I might add, we found the power feed connector had overheated and burned, creating the additional resistance that was stealing voltage potential from the motor. Replacing the connector and damaged wiring connector pins restored the voltage potential to the blower motor.
Voltage drop testing in simple terms
The basic testing method for measuring voltage drop is simple. Measure what's going in with the load on and compare it to system voltage under the same conditions. Make sure you measure as close to the load as you can get, with your negative meter lead referenced to battery ground to measure the entire circuit path. Then move your meter lead to the ground side and measure the voltage there. You should read a few tenths of a volt and no more.
Let's recap that. If you do measure voltage, let’s say 6.0 volts, when you move your meter lead to the ground side of the load, what is that telling you?
This throws more guys and gals off than any other test measurement I can think of. Threw me for years, too, so you're not alone if you're shaking your head and trying to grasp how you can measure voltage when both of your meter leads are attached to grounds.
You can't see the headlight I'm using but you can see it lit as I measure the voltage drop on one of the grounds of this ECM. Using a substitute load makes the process of verifying power and grounds dynamically much easier.
I've described how an electrical "thief" can rob voltage potential away from the primary load. And I think this is where the confusion begins to set in. We tend to think linear, that the voltage is moving down the wiring from the battery, to the load and on to ground. That must mean that in order for any "thief" to steal from the load, it HAS to happen upstream - between the battery and the load.
Nope...
When you measure voltage potential on the ground side of a working load, the reading is telling you that there is a "thief" on the path from the load back to the battery's ground post. And even though you'll see the correct voltage reading going IN to the load, you won't see the correct reading coming out!
The "thief" is waiting on the other side and DEMANDING its share. That's what you're measuring on the ground side. The share of the total voltage potential the "unwanted" resistance is taking for itself. It's not linear, it's more like everyone dipping into a communal watering hole. Think of the water as the total voltage potential available to the circuit and around it stands every possible source of resistance.
The little guys — the wiring, the connectors, the fuse, the splice — they all get shoved off to the side and they can only get a little water out of the watering hole.
The primary load is the lion, and when he's there everyone else backs off. He gets the, I'm sorry, "lion's share" of the water supply.
But along comes a hyena. Bigger than the others, not as big as the lion, but he's getting a fair share of that water. And that leaves less for the lion.
"Unwanted" resistance can occur on either side of the load but ground side issues are, by far, the most common you'll run into. Don't let that meter reading mess you up. Remember that ANY reading you get on the ground side of a load that is over a few tenths is a big RED FLAG telling you where the "thief" is. And you'll find him in a similar way we found him on the GMC - by working your way toward the battery negative post until you see your meter reading normal again, and then backtracking to isolate his exact location.
Applying voltage drop testing to ECUs
ECUs, whether for engine management or rolling up the driver's window, are primary electrical loads first. In order for them to work they have to have a clean power supply and a clean path to ground.
And while you can perform the voltage drop test on them the same as you would any other load, using a substitute load (I use an old sealed beam headlight) makes testing easier. For instance, I don't have to wonder what operation or process the module has to conduct in order to complete the connection through its own internal load, or (in the case of multiple feeds and/or grounds) what ground pin goes to what power feed internally. Using a substitute load also allows me to apply a bit more current load on the electrical pathway and that can help reveal problems I might not otherwise so easily see.
As I just mentioned, there may be more than one power feed and more than one ground path to test. The power feeds may also be "hot" under different conditions. The connector pinouts in your service information system are a great resource in identifying which pins do what, as are the system wiring diagrams. As part of your pre-test preparation, take a few moments to review them carefully.
(Diagram courtesy of ProDemand) Be sure to carefully review the wiring diagrams associated with the ECU you're testing to insure you identify all the power and ground connections.
Also keep in mind that we'll be tapping into the ECU's harness connector(s) to attach the substitute load. I have a couple of breakout lead kits that I use so that I can properly match my terminal connector to the ECU's connector, avoiding the possibility of damage in the process.
With our substitute load ready, the proper attachment leads chosen, and the pins to be tested identified, we can move on to disconnecting the ECU from the harness. Be sure to follow the OEM process here — some specify that the battery needs to be disconnected prior to disconnecting the ECU to prevent voltage spikes from damaging the circuit board. It's also a good idea to make sure you ground yourself and get rid of any static electricity you're holding on to.
Personally, I prefer to test the ground paths first. The majority of issues with unwanted resistance are on the ground side. To begin, I connect one side of my substitute load to a power feed pin that I've identified as "hot at all times" (if possible). Then I connect the other side of the load to my first ground pin. The headlight should illuminate if my connections are correct and there are no issues with the ECU's circuit.
Then I grab my voltmeter and measure the voltage drop on the power feed side, right at the ECU connector pin if I can. This just eliminates any potential bad reading I may get from the substitute load's connection. If the power feed tests within specs, I move on to all the ground pins, one at a time, taking each measurement as I work my way through them. If you do find a voltage drop problem, be sure to follow through and correct it before you move on to the other pins.
Once the ground side is verified, I move back to the power feeds - again, testing each one, one at a time, and correcting any issues as I go.
And one side note here. If you did find a voltage drop issue during any of these tests, retest the ECU's operation to see if the original concern has been corrected before you install that expensive, and potentially unneeded, replacement.
Whether it's an ECU or a tail light bulb, a primary load can only work properly if it has a good, clean power feed and good, clean ground. And the only way to know for sure is to perform a voltage drop test to dynamically verify the circuit's integrity. If you didn't know how before, you know how now!
For over 20 years, ZF has attended the Automotive Aftermarket Product Expo (AAPEX) in Las Vegas, NV. AAPEX is an exciting and important event each year, but this year, ZF Aftermarket wants you to be there with them! ZF Aftermarket will be featuring a mosaic photo wall comprised of hundreds of automotive aftermarket professionals playing their part in what makes up the ZF community.
From July 21st until November 2nd, 2019, ZF Aftermarket is accepting your pictures for addition to the mosaic. The submission must be a photograph of yourself with ZF branded products. Submissions can be posted on either Facebook or Instagram, with your place of business and ZF Aftermarket tagged, along with the hashtag #ItsAboutThePart or uploaded to www.itsaboutthepart.com.
From now until November, all qualifying submissions will be entered in a weekly raffle where weekly winners receive a ZF branded Yeti tumbler and be featured on ZF Aftermarket social channels, and a monthly raffle where monthly winners receive a Yeti cooler filled with ZF branded swag. Those that are featured on the mosaic photo wall that can find their photo entry at AAPEX will also receive a thank you prize.
“Mosaics are a beautiful art expression – when you stand close to one, you see bits and pieces that may look ambiguous,” stated Meagan Moody, Marketing Communications Manager, ZF Aftermarket. “Stepping back, you see the bigger picture that ties all those parts together. ZF Aftermarket’s branded products include ZF, Lemförder, Sachs, TRW, and the people that make up our industry.”
We want everyone to understand that our community is more than just the brands that make us up. It’s about the aftermarket professionals that take the time and care to work with the products from ZF. When it comes down to it, you are the part. You ensure our quality remains high and our standards remain higher.
In a previous article, I discussed the idea that our industry is not attractive to the talent pool we so desperately need. This idea is tough for our industry. I don’t want this discussion to be comfortable, however, because comfort is what has brought us to this point. We have been comfortable with the way we’ve always done things. We’ve always had a model whose foundation is based on piece work priced on a time standard that has little context with what actually happens in our bays. Our teams have always been paid based on what they produced, without consideration for what they need or what they earned.
We rely on the production team to provide the tools and equipment needed to do the job without consideration for process and accuracy, and we’ve always hired based on verbal acknowledgement of skill and years’ experience rather than hire to competency or proof of skill. We rarely have someone ready to take the place of a team member who leaves the company. Instead, we wait until they’re gone and then begin the search for a replacement. All the while complaining about the lack of response to help wanted ads and the cost of recruiting. For my generation, we’ve always thought it was normal for a tech to always be a tech and never want anything else except the few who go out on their own and compete against us. How many of you have had these thoughts?
As this industry faces the largest challenges in its history with respect to the advancements in vehicle technology, I don’t want you to miss the reality that our industry is being left behind as an attractive option for young people to consider investing in as a profession. We must realize that while we provide services for consumers on their vehicles that are some of the most complex technology machines on the planet, as an industry we lack innovation in making our careers one of the most preferred places to work. Many of you are taking innovative actions to make your businesses look attractive to motorists, have invested in beautiful facilities and education for your teams, etc. But at the core of what we do lies a crumbling cornerstone that we must replace if we are to survive: new talent.
Here we outline three groups with currently critical stances that our industry needs to impact. These groups are the young people looking for a career, the talent already in our industry but always seeking something better, and the skilled workforce leaving our industry for others.
Let’s start with the first group: youth who are looking for a career. The fact is there are many in vocational schools giving our industry a try while their friends enter other segments of vocational trades because it is a pathway to a good paying job that requires much less upfront money than investing in a college degree. But, we are seeing that many of these students in an automotive program are beginning to look at other industries for several reasons. First, other industries such as engineering, wind industry, etc., are more attractive because the cost of entry is low, and the benefits are on par with other industries. Entry level professionals don’t have to buy their own tools, and receive a benefits package that includes health care, retirement, life insurance, vacations, bonuses and – get this – a career path that illustrates to them the opportunity for growth and advancement. The second reason is that other industries are actively talking to young people; these industries act like they want them. In the meantime, the majority of our industry waits for graduates to show up and ask if we have an opening. Think about how you can offer a comparable compensation and benefit package that rewards talent for working in a production environment that provides the tools needed to be successful, and engages them in a career path that is planned and encouraged.
The second group consist of the journeyman techs who we consider to be the norm. What makes them move every year or two? These journeymen come in two types; skilled but without direction, and unskilled with inflated confidence and value. The former is worthy of investment, placing them on a career path and helping them organize their skills while training them to keep abreast of the technology. The latter evolved out of the typical flat rate model and lack of process in handling technology problems. Over the years, lack of skill could be hidden by speed of the wrench. This inflated the confidence of many techs who became known as the Master Tech in their shop, but who have not been given the foundational skills needed to solve problems on the technologies that are the norm in today’s bay. This tech is salvageable in the same way as the former, but it requires humility on their part. Both of these journeymen need process and support to thrive and gain satisfaction in their career.
The final group are those that are leaving our industry. If you follow any of the blogs and forums common in our world such as those found on Diagnostic Network, iATN, Facebook and others, you’ve read post after post about a shop’s best tech leaving the industry for something they find more attractive. In the past, many shop owners have looked at this as being okay because the tech may have put themselves through higher education with the goal of becoming an engineer. However, with our industry facing many professionals departing after spending years crafting their skills one has to wander: what made the tech take this route? Is it because they don’t see a future in our industry? Is it related to taking care of their family? Or has a different industry always been their dream or goal? I want to help them reach their dream, but with my company or as a partner in business. Ultimately, if they are the type of person I wanted when I hired them, and they aren’t satisfied with what they have with my company, then I need to find a way to challenge them in a way that allows them to stay.
Talent doesn’t grow on trees. Attitude doesn’t either. It is far more profitable to invest in and keep talent by stretching your business model to leverage that talent than it is to let them ride off into the sunset and hope an able replacement is picking up the phone to call.
The RS11-22kW and RS15-22kW are the first compressors in the Next Generation R-Series line specifically designed for small commercial operations. The RS15-22kW unit includes premium features out-of-the-box and is available with a fixed-speed or variable speed drive (VSD) motor. This model debuts a brand new airend design that produces 20 percent more airflow compared to previous Ingersoll Rand compressors of this capacity, resulting in more energy savings. The RS11-22kW houses a redesigned cooling system and increases energy efficiency up to 12 percent compared to legacy UP6 compressors.
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Originally designed for racing applications, WaterWetter was created specifically to reduce strain on the cooling system allowing for more reliable performance. Now, that same technology is also available for use in everyday applications. The best part is that it’s extremely easy to use. Simply wait for your car to cool down, remove the radiator or expansion tank cap and pour in the appropriate amount, one bottle for a typical automotive cooling system. No mechanic required!
systems. Those set ups benefit from the use of WaterWetter because normal driving conditions, such as stop and go traffic, can overburden a vehicle’s cooling system and cause overheating. Additionally, those cooling systems can be more susceptible to rust and corrosion as old, unchanged coolants can turn acidic and speed up internal corrosion.
In 2019, year-to-date, the company has added nine new company-owned retail locations (five NTB / four Tire Kingdom). An additional 18 locations are scheduled to open in 2019, growing the company’s store count, under the NTB and Tire Kingdom brands, to more than 735 by the end of this calendar year.
Technicians can manage the speed of the tool for maximum control with the tool’s feather touch trigger. Using the power regulator, technicians adjust the torque to decrease power, minimizing the chance of damage from over-tightening bolts.
The Automotive Service & Technology Expo (ASTE), hosted in Cary, NC, by the Independent Garage Owners of North Carolina (IGONC) is kicking off its 60th year, and organizers say it stands out from other industry events because of its atmosphere — one packed with education and learning, but also a good time.
The current lineup is available in three fitments of over 110 sizes; 40 sizes designed for sedans, SUVs and CUVs, nearly 60 fitments for CUVs, SUVs, pickups and vans, and more than 10 sizes for ST trailers. The National Duration EXE, the optimum touring all-season tire line, is the perfect choice for drivers looking for exceptional high speed stability, outstanding wet traction and even wear. The National Commando HTS, the premium all-season highway tire line, provides drivers a combination of superior ride quality, on-road performance and long treadwear. The line developed to meet the demands of today’s trailers, National Roadmax ST, was produced with segmented molds for uniformity and an optimized tread depth for reduced rolling resistance.
From July 21st until November 2nd, 2019, ZF Aftermarket is accepting your pictures for addition to the mosaic. The submission must be a photograph of yourself with ZF branded products. Submissions can be posted on either Facebook or Instagram, with your place of business and ZF Aftermarket tagged, along with the hashtag #ItsAboutThePart or uploaded to www.itsaboutthepart.com.