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October 2016 Issue 53

‘s a fact - problem solving page 23

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THE INDEPENDENT

NETWORK

Cover Story

This is the

workshop of

the future page 5

• Fuel injection

• Engine management

• Coolingsystems

Tech

Spotlight

The Power of Knowledge

Get the competitive edge and use Capricorn Service Data today.capricorn.coop/servicedata

Get the competitive edge and use Capricorn Vehicle Videos today. capricorn.coop/vehiclevideos

In the fast-changing world of automotive service and repair, knowledge is now one of your most powerful tools.

Introducing two exclusive Member benefits:

Capricorn Service Data Capricorn Vehicle Videos

Capricorn Vehicle Videos clearly explains common mechanical problems and procedures. When your customers understand the reasons behind a service or repair, they’re more likely to spend the money required.

Professionally-produced animations for the automotive industry

Wide range of topics including engine, steering system, suspension system, tyres and automatic transmission

Access videos any time on a computer, laptop or tablet

Capricorn Service Data gives you instant access to the most comprehensive range of online service information covering thousands of vehicles.

Powered by Autodata’s unmatched coverage

Support the service and maintenance of almost any vehicle in line with manufacturers’ warranty requirements

Content delivery that is fast, easy and accurate

Repair time estimates and calculator for more accurate quotes

Service know-how for thousands of vehicles.

Share technical knowledge with your customers.

The Automotive Technician 3

The Automotive Technician is a member of theCirculations Audit Board.

Audit period 1 October 2015 to 31 March 2016Average net distribution 9,944

PublisherThe Automotive Technician Pty LtdABN 27 121 589 80230 Dale StreetBROOKVALE NSW [email protected] 1300 828 000Fax 1300 828 100 Editor in chiefKen [email protected] 569 517Fax 1300 828 100

Technical editorJeff [email protected] 828 000

Technical researchDeyan [email protected]

TaTassist traffic managerAlex Cowie

Technical advisersJack StepanianSam NazarianGil SherJason SmithAnthony TyddRod MaherMaurice Donovan

Wayne BroadyBenjamin Perry

ColumnistsJulian Hentze – Georgia USA Geoff Mutton (Business)

ReaderBron Robinson

Advertising inquiriesJanene [email protected] 03 5862 3090 0403 226 770

Graphic design Russell Jones Graphic Design0411 817 [email protected]

PrintingMcPherson’s Printing Group76 Nelson StMaryborough VIC 3465www.mcphersonsprinting.com.au

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• TaTassist • Tat share • TaT train • TaT’s a fact • Tips for TaT

• TaT Biz • TaT check • TaT find are all registered trade names ofThe Automotive Technician

Pty LtdThe Automotive Technician Pty Ltd publishes technical advice and actual case studies for the purpose of educating technicians.

These advices are given in good faith, and are based on actual workshop repairs. No guarantee is given, nor any liability accepted in respect to any published advice.

The Automotive Technician Pty Ltd is not responsible for the accuracy of any information contained in material submitted by third parties and published in this magazine and accepts no liability in relation to such materials or their content.

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THE TAT TEAM CONTENTS

UP FRONTwith Ken Newton

The new TaT website and its associated App is attracting a lot of attention if the number of TaT shares is any guide.

We purposely designed the site to make it easier for technicians to tell their own stories about fixes that worked well for them.As we said from the beginning, TaT is all about sharing of information, in an informal, non-judgemental manner.We don’t profess to be the ultimate gurus, but if you have been reading our technical stories, you would have to admit we do have some bright sparks among us.

Regular readers will have noticed more and more TaT share stories creeping into our pages. This is going to increase next year and you can expect to see a number of other changes as well.You know how our technical writers are always saying, ‘Get back to the basics’. Well that’s what this magazine intends to do, starting with the first edition in January 2017.TaT always intended to be a source of technical know-how and stories that tell how problems are solved every day in the workshop. The readership survey we conducted in 2015 showed beyond doubt that our readers crave such stories.We are sourcing technical writers in various aspects of engine management and the drivetrain to augment our great TaT Tech Team, and our pages are going to be filled with new and interesting features covering the whole vehicle.One of TaT’s prime products, the

TaT’s a facts will cover more pages in the new year. These easy to follow case studies, collected from TaT research workshops and sent in by TaT members, are contained in a huge online library that can be accessed by TaT members.

We encourage readers, TaT member or not, to submit their favourite fixes, repair stories, even horror stories. Never think that what you write about might be common knowledge. Somewhere in Australia or New Zealand, a reader will look at your contribution and say, ‘so that’s how it’s done’. If you help one person, your contribution will have been worthwhile.You can make TaT the greatest resource network in the land, just by sharing your ideas, your opinions, and your fixes.The technician you will help today will one day help you. Isn’t that the best kind of network there is?

Data and information……………………….4Tea Gardens is the workshop of the future…5So, what’s next?……………………………..7Faulty clockspring kept the light on………8The plug wasn’t glowing……………………8Transmission limp modes in Magnas…….8The fuel filter fixer almost meets his match..10Sealed unit bearing replacement…………11Tumble valve system operation…………12Does a classier title allow you to put up your prices?……………………..14A good word for diesels…………………15The Autodocta – Rear suspension noise…16Uni tests favour the genuine article………16Top tools G-Scan 2 multi-function tool……18Time, gentlemen and ladies, please…….20Are cars really just new age gadgets?…21TaT’s Interesting……………………………22TaT’s a facts………………………………..23TaT train…………………………………….29USB kills the car……………………………29Capricorn expands tech service…………30Drive your car off the production line……30Waveform of Holden ethanol blend sensor.32Brake discs – is lighter better?…………34Burson Top Tech Tip………………………35Letter from America……………………….36Toyota recalls the 89………………………38It’s here – UBER with no driver…………38On your keyboards for a bug bounty……38Another fuel filter quirk……………………39A glow plug warning………………………41An investigation of an engine running rich..42Diagnostics can be a snap………………43So who did the cop give the ticket to?…43Video to combat ignorance about brake fluid…………………………..45New batteries sealed and no maintenance.45Potholes can cause much more damage than you think………………45Business training – turn on your headlights.46

The Power of Knowledge

Get the competitive edge and use Capricorn Service Data today.capricorn.coop/servicedata

Get the competitive edge and use Capricorn Vehicle Videos today. capricorn.coop/vehiclevideos

In the fast-changing world of automotive service and repair, knowledge is now one of your most powerful tools.

Introducing two exclusive Member benefits:

Capricorn Service Data Capricorn Vehicle Videos

Capricorn Vehicle Videos clearly explains common mechanical problems and procedures. When your customers understand the reasons behind a service or repair, they’re more likely to spend the money required.

Professionally-produced animations for the automotive industry

Wide range of topics including engine, steering system, suspension system, tyres and automatic transmission

Access videos any time on a computer, laptop or tablet

Capricorn Service Data gives you instant access to the most comprehensive range of online service information covering thousands of vehicles.

Powered by Autodata’s unmatched coverage

Support the service and maintenance of almost any vehicle in line with manufacturers’ warranty requirements

Content delivery that is fast, easy and accurate

Repair time estimates and calculator for more accurate quotes

Service know-how for thousands of vehicles.

Share technical knowledge with your customers.


Data and information have become the most valuable spare parts in every aftermarket workshop.

Sophisticated electronic systems can’t be diagnosed or repaired without both of those tools.Data is needed for basic wheel bearing torque settings through to complex wiring diagrams for an engine electronic control module.

Here are some of the everyday workshop repair and service chores that once might have been done instinctively, but now can’t be attempted without qualified data.

Service – service schedules, illustrations, indicator reset procedures, brake pad replacement procedures, air conditioning information

Body and interior – airbag systems, key programming Chassis – anti-lock brake systems, wheel alignment, tyre pressures, electric parking brake, tyre pressure monitoring systems

Powertrain – engine management, camshaft drive systems, auxiliary drive belts, clutches

General – technical specifications, repair times, known fixes and bulletins, VIN plate location, warning lamps and symbols.

Electrical – battery disconnection and reconnection procedures, coloured wiring diagrams, diagnostic trouble codes, electrical component locations.

Things to consider when looking for a data or information provider could include how the information is accessed, consistency of information layout and the extent of coverage of vehicles worldwide. It would be important to know how the information is collected by the provider, and the extent of their world coverage.The reason for the emphasis on coverage should be obvious. The cars reaching Australia are, or soon will be, from somewhere else in the world. In fact, the majority of cars sold in Australia originate in at least five other continents. Probably the most critical area is that of support and updates. With speed the driver of most business these days, technicians need to know the level and speed of support, and whether it is by phone, email or through internet portals.Those workshops that tap into the well of good data and information are in a far better position to take on more, and perhaps a bigger variety of, vehicles and to retain more repair work in-house.

Good data also helps technicians on the floor to be more efficient and productive – the less time wasted chasing information the better.But like any good tool set, there’s a cost attached to data and information.Many workshop owners have come to realise that there are levels of data cost. The better the data, the higher the cost. It’s the same for all products.The costs begin to add up in medium size workshops that find they will need to tap into more than one source to buy data and information. But there is a perfectly logical way for workshops to recover these costs, and to generate a fund for future financing of data and specialised tools.Think of data and information as products that are on the shelf and on-sold to the customer. Oils and filters are charged out on invoices without a murmur of concern from the customers. This is quite legitimate. So data and information should also be listed as two parts that are required to service and repair vehicles.Most workshops have adopted the notion of including scan tool fees on invoices and, since scan tools are now required to begin the vast majority of diagnostic work, a small fee on every invoice will mount up over a year, enabling the workshop to cover its updates and buy new scan tools without breaking the bank.

There’s a story on the Autodata website that bears repeating for those who might need more convincing for data acquisition and to justify data fees.‘Since Ben commenced subscribing to Autodata in 2005 he has never had a problem with data issues. Information is simply a mouse click away. On every invoice that Ben produces, he includes a $2 data fee to offset the cost of his subscription to Autodata. Ben quickly worked out that if he didn’t have immediate access to data, the time spent searching for it would end up on the customer’s invoice as labour. Ben knew of other workshops that spent up to an hour searching the internet for information. If the average workshop was charging out labour at $80 per hour what would the customer think if that appeared on their invoice?‘By charging a small data fee on each invoice, Ben is offsetting the cost of his subscription while being able to keep his labour rates acceptable to his customers. He saw it as a win-win situation, for himself and his customers. And he has never had one customer question it.‘The other key to Ben’s success with charging a data fee is the fact that he attaches printouts of the information he used for the repair to the customer’s invoice, helping the customer to understand what had to be done, and to appreciate the value.’

Your most valuable spare part

Data and information

by Jeff Smit


T he owners of Tea Gardens Auto Electrics and Mechanical, Rod and Melissa Blanch, are setting an aftermarket workshop

standard that they believe will be mimimum to survive, probably less than five years from now.Rod knows he is in competition with new car dealerships, and his long term mission is to ‘out-deal the dealerships’. He forecasts massive changes in the way workshops will need to operate within the next five years, and he intends to be one of the survivors.‘Anyone can buy a scan tool and pretend they understand diagnostic processes, but without knowledge, they will be hopeless in the future and the motoring public will soon figure that out when they are exposed to professional workshops such as ours,’ Rod says.Phase one of their master plan is done. They have built a model aftermarket

workshop. It doesn’t just look good, but it incorporates the best technologies, the best tools and is backed by the best data and knowledge services that money can buy.

His pride and joy is the diagnostic access bench, powered by two computers, each linked to three screens, all on the internet.TaT Technical Editor Jeff Smit drove the 220km north of Sydney to Tea Gardens just to check out the workshop. ‘It’s the best equipped I have ever seen,’ said Jeff.

‘This is indeed the workshop of the future, and is a blueprint for the kind of establishment that will be able to go head to head with the dealership sector, and win public confidence in the aftermarket services.’

Rod and his staff of six are already winning public confidence and it shows on their daily job lists. The staff are so proud of the workshop, that they regularly invite customers in to the otherwise ‘out of bounds’ workshop, to discuss a repair issue about their vehicle and once inside, one good look around is enough to convince them that their car is in the right place.It is worth noting that Rod was inspired to invest in his workshop and in constant training for him and

his staff, partly as a result of a meeting with TaT’s Jeff Smit in the early 1990s, on a visit to Jeff’s Mosman Auto Electrical and Air Conditioning in Sydney. As a result Rod was one of the first to put his hand up to join the Australian Association of Automotive Electricians and

TEA GARDENS IS THE WORKSHOP OF THE FUTURE

Cover Story


that put him well and truly on a path of learning and updating his skills. He later joined the Bosch network and has completed many of their training courses. The workshop is a full Bosch car service centre.Apart from the diagnostic bench, the company’s other pride and joy is a young mechanic, Deborah Lilley, who is now finishing her third year of apprenticeship with the Tea Gardens workshop and, for the past two years, has been awarded Bosch Apprentice of the Year for the whole of Australasia in the car service and diesel categories. Deborah was one of 20 applicants for an apprenticeship at Tea Gardens, and she got the job, according to

Melissa Blanch, ‘because of her determination to succeed. She had the spark we were looking for.’Deborah works on a variety of equipment and has her air conditioning ticket. It’s more than likely she will continue on to get her auto electrical qualifications as well. Rod and Melissa subscribe to most of the data and information services, including Autodata and TaT. Their dream to establish a showplace service and repair centre is not yet complete. Rod sees a workshop that will have breakout rooms, specialising in diagnostic and repair services, and mobile work benches each equipped with an array of diagnostic equipment that can be wheeled from vehicle to vehicle.


Automotive research and development centres around the

world are totally preoccupied with future advancements in the average motor car. There appears to be no end to innovation and technology improvement.The prime focus seems to be on electric propulsion, energy storage systems, engines, alternative fuels, intelligent transportation, communication systems, autonomous vehicles, chassis systems and safety.Improving engine efficiency and fuel economy are the current big ticket items and the principles guiding these improvements include downsizing, down-speeding, and direct fuel injection and boosting. Transmissions are being improved by adding more gears.The load on a vehicle’s energy reserves caused by accessories is being reduced through the intelligent energy management of other vehicle components, electrification, hybridisation, improved battery management systems, new battery chemistries and power electronics.Reducing the overall vehicle weight will likely see new lightweight structures made from alternative materials such as aluminum, magnesium, composites, plastics and multi-materials.The electrical and battery management systems are being redesigned to improve performance of both the batteries and their monitoring and management systems.

The next wave of motor vehicles are being designed and tested with new battery chemistries and subsystems. The hope is that batteries will last longer, be lighter in weight and cost less.The next wave of engines will be lighter than currently, reducing the overall vehicle weight and fuel consumption.Improvements are being made to turbocharging, the system that recovers the energy of the exhaust gases to increase the inducted charge, thereby increasing the power-to-displacement ratio. Engine designers are trying to improve the efficiency of internal combustion engines by developing advanced combustion modes. One of these is called homogeneous charge compression ignition whereby, during combustion, a highly homogenised mixture of air, fuel, and combustion products from the previous cycle is auto-ignited by compression. Other areas being looked at include ways to recover the energy that is normally dissipated through the coolant and the exhaust gas systems of powertrains. Waste heat recovery systems will be able to convert thermal energy into mechanical or electrical energy. Accessory loads from the alternator and power steering are being investigated, hopefully leading to better fuel economy. Coupled with stop-start technology, there may be small increases in fuel economy with minimum impact on the total vehicle cost.

So, what’s next? By Jeff

Smit


The traction control light was staying on.

The light appeared on start-up one morning and the owner was not able to turn the light out with the traction control button.These codes appeared:C1260 – Steering angle sensor circuit- signalC1283 – YAW rate and G sensor signalC1611 – CAN time out EMSC1612 – CAN time out ECM.The codes were cleared except that the C1260 would not clear.

Live data was checked on the steering angle position and it read 3,267 degrees fluctuating between both positive and negative.Attempts were made to recalibrate the steering angle position sensor without success. It just would not recalibrate.A faulty steering angle position sensor was suspected and it looked like it was part of the clockspring; this was confirmed by the dealership.So the fault was the faulty steering angle sensor built into the clockspring. The clockspring was not expensive to

replace with a genuine part and recalibration was successful.The code was cleared and a test drive proved the problem was solved.This was a 2.5 hour job.Zachary MeyerUltra Tune Mount DruittMOUNT DRUITT NSW

The check engine light had come on and the vehicle went into limp mode.

The road test confirmed this occurred after prolonged acceleration.Code from the G-scan:P067200 – #2 glow plug circuitP008900 – fuel pressure regulator performanceP228C7B – fuel pressure regulator exceed control limit pressure.The codes cleared, but the glow plug fault code was a hard fault. Data was studied while driving and it showed that the actual fuel pressure was dropping away from the desired pressure.

Injector returns were all equal. The low fuel supply pressure was OK.There was no air entering the system. The suspect pressure regulator was swapped to a known good vehicle and there was no fault.Two of the same model Rangers were in for different faults at the same time. One needed a replacement engine so, after consultation with the customer, the fuel pumps and injectors were swapped over and the #2 glow plug was replaced. The vehicle was to be pensioned off.All fault codes were cleared, the injectors were coded and the vehicle extensively test driven. The fuel pressure was holding, indicating the problem was solved.

The job would normally entail installation of a new pump, injector tests, a full set of glow plugs and a fresh fuel filter.This engine had a ratcheting chain tensioner so a timing cover removal was also recommended.This was a 12 hour job.Jeff ThomasenJR AutomotiveCAIRNS QLD

There is a limp mode issue in the transmissions fitted to Magnas from 1996 to 2005.

When a new transmission is installed the vehicle goes into limp mode when the transmission selects second gear.The Mitsubishi Magna had three different four-speed auto boxes.The TE had a unique box, the TF, TH and TJ were all interchangeable. The TL and TW were different yet again.From the TL onwards, the speedo drive sensor was removed. In doing this, Mitsubishi added more teeth to the output shaft sensor pick-up ring.

Because of this, installing a TL transmission into an earlier model, or an earlier model transmission into a TL or TW, will cause the vehicle to go into limp mode as soon as the transmission selects second gear.The cause of this is that the ECU is programmed to look at the input shaft speed and compare it to the output shaft speed at a given speed and RPM.Because of the different amount of teeth on the output shaft sensor ring, there is a different reading, thus the ECU locks the transmission into third gear and limp mode to prevent damage.The only solution is to ensure that you have the correct series of transmission

for the correct model.If not available, the TJ can be fitted with a TL ECU pack and the TL can be fitted with a TJ ECU pack.The TJ can run all transmissions from TF to TJ and TL. The TW can only run a transmission from a TL or TW.Mal RennebooghRhiatech AutomotiveBAYSWATER VIC

2011 Hyundai Elantra

2012 2.2L Ford Ranger

2003 Mitsubishi Magna

Faulty clockspring kept the light on

The plug wasn’t glowing

Transmission limp modes in Magnas


IT’S EASY TO SEE WHY MORE WORKSHOPS USE AUTODATAMore workshops use Autodata than any other system to provide quick and easy access to technical information for service, maintenance and repair.

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GearWrench 120XP.pdf 1 19/08/2016 2:12:52 PM

I’ve been replacing intank fuel filters for a long time with 100 per cent success.

In all the installations I’ve done, there were never any problems to speak of, and believe me, I’ve done some beauties.My standard approach is to take my time, be observant and take photos of each step to help with reassembly.I have become the fuel filter fixer in my part of the world. Of the colleagues I have helped, their problems are almost always caused by something being forgotten or reassembled incorrectly.However, my 100 per cent success rate was threatened recently by this Honda Accord Euro CL9, K24A3 engine and 167,424 kilometres on the clock.The car was in for a 160,000km scheduled service which meant it was due for its intank fuel filter replacement for the second time in the car’s life. I had replaced the filter at 80,000km with a genuine unit.So I replaced the intake fuel filter with a non-genuine unit.

The fuel system was primed by cycling the key a few times.

The car started and ran fine. During the road test, the fuel trims came up fine.Back in the workshop the engine was started and stopped a few times during the final quality control inspections.It was then that I noticed the car had become difficult to start. It would crank over for five seconds before it would splutter into life. This was not normal and

had just started to happen some time after the final roadtest and during quality control.I noticed that if the key was cycled to prime the fuel system the car would start and run crisply as it should, so the fuel system analyser was hooked up.A problem revealed itself quickly. The fuel pressure would bleed off almost straightaway after the engine was stopped and then take more than five seconds to rise to a pressure level to

restart the engine. However, if the key was cycled to prime the system the pressure could be seen to be rising and the engine would start crisply.My conclusion was that there was

something wrong inside the fuel tank.

After removing the fuel filter module assembly again the problem was very quickly

identified. The new fuel filter had become unclipped from the upper part of the module assembly (pic1).I clipped the unit back together and

retested the car and it worked fine.Wanting to avoid that problem re-occuring, I threw the non-genuine filter out and installed a genuine unit (pic 2).

The readings were rechecked and all was back to normal.

In choosing the genuine part, both the owner and I avoided possible warranty or come-back issues, making us both happy.

Honda Accord Euro

The fuel filter fixer (Jason Smith) almost meets his match

Honda Accord Euro

1

2


I demand Flexibility, Range & PerformanceI demand SuperPro

Blue is BestBlue is Best

Guy Harding– Australia’s top Euro Tuner

German bearing manufacturer FAG has a new sealed wheel bearing unit for commercial vehicles that is pre-assembled and lubricated for life at the factory.

It means that workshops can now repair a wide range of different wheel hub types with a single repair insert unit.The unit consists of two tapered roller bearings, which are connected after installation by means of a snap ring. The snap ring ensures that the bearings are not damaged and are held in position during installation on the axle shaft.

It is supplied with a special tool for easy and convenient installation, ensuring reduced installation costs for the workshop. There’s also no risk of incorrect or contaminated grease being used. Three FAG repair insert units enable around 43 hubs for over 2,100 different vehicle types to be repaired.www.schaeffler.com.au

Sealed unit bearing replacement


The tumble valve system on petrol engines is similar in operation to the commonly used swirl valves on diesel engines.

The vertically pivoted valves used on the diesel system have been modified as tumble valves on the petrol engine. These generally use horizontally pivoted valves attached to a metal shaft that strategically restricts part of the inlet port when required.The activated or part-activated and non-activated movement of the shaft and valves is controlled by the powertrain control module (PCM) via an electric actuator system or pneumatic system comprising actuator, vacuum valves and hoses and possibly a location sensor or switch to identify the tumble valve shaft rotation. These may be used on conventional electronic fuel injection and direct injection petrol engine systems.

Generally at lower RPM and torque requirements the tumble valves are moved to the restricted position, causing the intake airflow to increase in speed past the valve and create a tumble or swirl action as the air enters the cylinder. This action allows the combustion chamber to fill more efficiently and improves the air-fuel mixture which is directed to the spark plug.As a result, power and torque increases, fuel consumption is lower and emissions decrease.

At higher engine speeds and loads (RPM varies slightly depending on manufacturer requirements), the actuator moves the tumble valves to an unrestricted position allowing for an increase in air volume for those high demanding conditions. Note that some manufacturers use a partly restricted position for certain driving conditions.

Common faultsElectric actuator system:Due to the intake air stream location of the tumble valves and shaft, carbon build-up on many engine designs creates binding of the mechanical mechanism which results in incorrect tumble valve operation and excess load on the electric actuator and levers.Disconnecting the actuator and testing for free movement of the shaft is recommended before any major work is carried out on this system. Wiring, actuator and sensors can all affect the tumble valve operation and require thorough testing when a malfunction has occurred.

Pneumatic actuator system:The carbon build-up problem still exists on this system but other factors can affect the operation. These include vacuum hose leakage from the vacuum source all the way to the pneumatic

actuator via the vacuum control solenoid valve, or the condition of the pneumatic actuator diaphragm and any binding or damage. Disconnecting the vacuum hose and connecting a hand vacuum pump to the vacuum actuator can test for both diaphragm condition and operation.A mechanical linkage breakage or damage is very common and can be costly on some models. Typically, fault code P2004 – Tumble valve stuck in actuated position, will appear and also possibly codes P2005 and P2006.

This is common on some Mercedes V6 and V8 engines.There may also be a rattle noise under light to moderate acceleration when the engine is cold on some Mazda models, due to air pulses acting on the actuated (closed) tumble valves. A PCM software upgrade may assist on some vehicles but only if the condition of the tumble valve assembly is acceptable.

Vacuum solenoid valve malfunctions can be more common on some vehicles. Typical fault codes might be P2004 – Tumble control system stuck open, P2006 – Tumble control system stuck closed, P2009 – Tumble control solenoid valve circuit low input, or P2010 – Tumble control solenoid valve circuit high input.Testing the solenoid operation is required when the listed fault codes have been logged and in most common cases a simple solenoid replacement should rectify the condition, but only after all the pre-tests have been carried out.

TaT acknowledges the assistance of Premier Auto Trade in the preparation of this article. Premier Auto Trade has one of the largest EFI and engine management product portfolios in the Australian aftermarket including this new tumble valve solenoid.www.premierautotrade.com.au

Tumble valve system operation and common faults

Tumble flaps – petrol applications

Variable tumble shutter valve actuator

Variable tumble

solenoid valve

Commonly replaced Mazda 3

and 6 tumble

valve and variable intake

manifold solenoid valves

Swirl flaps – diesel applications

Low RPM

Low RPM

Low RPM

Low RPM

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So what do you call yourself – a mechanic, a technician, a diagnostician?

You don’t hear ‘mechanic’ used as much as it once was. Most auto workshops seem to have adopted the ‘technician’ label.A technician is, depending on which dictionary you use, an expert in the practical application of a science. A mechanic is a skilled worker who repairs and maintains vehicle engines and other machinery.So when does a mechanic become a technician? You could argue that everyone who works under the bonnet of a modern vehicle could be called a technician, based on the description above.But in some workshops there is a sensitivity attached to choice of job title, as we found when the question flared into a rather animated debate within the TaT Tech Team.This thoughtful argument, from Rod Maher in South Grafton, started it all.‘I took great pride in the title of mechanic. I saw the title as a great reward for my efforts and an indicator of my skills and abilities. In my mind, a mechanic was somebody who could magically strip and rebuild almost anything. A mechanic had an almost wizard-like understanding of the internal workings of mechanical components and machinery.‘What has confused and amused me over recent years is the overuse of the word ‘technician’. Why would a hairdresser suddenly become a hair technician or a garbage collector a waste management technician.‘In my dictionary, a technician is a worker trained with special skills, especially in

science or engineering. So, technically speaking, we are all technicians according to that definition.‘But if you were to survey your customers I bet that almost all would still call you a mechanic. Let’s face it, we are mechanics. Sure we can fit under the technician umbrella. But do we really want to do that?‘Do we really want to be just another one of the many new self-titled technicians that are appearing everywhere?‘When we use a word too often it can lose its meaning, and this is what I believe is beginning to happen with the word ‘technician’.‘Let’s stop trying to force the word technician on our customers and be proud that we are mechanics.’A good argument, said Maurice Donovan in Brisbane, but, ‘There is a rather demeaning opinion abroad that a mechanic is just a grease monkey or a tyre kicker – somewhere down the bottom of the job chain.‘Not everyone would think like this, but there are still some who ignorantly think that way, and I believe that is why so many in our industry have chosen to adopt the technician label.‘I remember when the wreckers wanted to clean up their industry and wanted to be known as auto recyclers. But if we are honest, we still think of an auto recycler as a wrecker, just as our customers think of us as a mechanic.‘To be a mechanic in today’s world is a different job to the 70s era when I did my time as an apprentice. It is a totally different trade today.‘A title doesn’t make us a better mechanic, but in today’s competitive world, we have

been trying to present ourselves as being better than the mechanic next door. I suspect that the title “Master Technician” out front, is more likely to draw customers than the title “Mechanic”. But I agree, the name doesn’t make anyone a better person. It’s all to do with public perception.’Anthony Tydd in Bendigo chimed in with, ‘I think the whole technician thing was generated as a form of advertising, so if you want to attract more work than the other guy in town you need to create a better image. You can be a right royal dud but if your internet page and shop front look good people will give you a go.‘We have tried to separate ourselves from being mechanics because everyone’s uncle or cousin knows a mechanic or is a mechanic. The word has been distorted and abused by wannabes.’So to cap off this debate, allow us to share some other newly coined job descriptions that will only leave you with the conclusion that the mechanic/technician debate is kid’s stuff.

Had enough?

Does a classier title allow you to put up your prices?

Barman– Beverage Dissemination Officer

Painter– Colour Distribution Technician

Road sweeper– Highway Environmentalist Hygienist

Factory worker– Mass Production Engineer

Panel beater– Vehicle Restoration Engineer


Allan Gray has spent a lifetime around diesel engines and this magazine would not be the first to claim that Allan knows more about diesels than

anybody else in the trade. He’s the face of Australian 4WD parts designer Terrain Tamer in Melbourne and the problems related to the quality of diesel fuel have dominated his thinking in recent years.When TaT ran a cover story (April 2016 issue) about the problems related to diesel fuel and the diesel particulate filter that can clog up and cost a fortune to replace, Allan was quickly on the phone with more good advice. But mainly, he just wanted to put in a good word for diesels, provided that the people who buy them understand the rules of the game.His take on diesels, an edited version of which we happily print below, suggests that diesel buyers are not fully briefed on how to look after their diesel engines, leading to the bad rap received by diesels and diesel fuel. That was the main point TaT made in its April story, in which we blamed the people who sell them for not being totally upfront about the special treatment diesel engines need to keep them alive and well.

Today’s high performance petrol and diesel engines are changing our expectations of performance and economy. We now take comparatively low diesel engine

noise, instant starting and low emissions for granted. And so long as car owners pay attention to some diesel operating procedures, we have come to expect longer engine life.We could never have imagined that a 2.8 litre engine could be installed in a double cab utility with a towing capacity of 3,500 kg. And who would have thought that you could purchase, off the showroom floor, an economical, quiet, powerful, light commercial unit that could, with the right treatment, last far in excess of anything in the past. And most importantly, who would have thought that all this could be achieved while at the same time the engines were releasing very low, or even no killer emissions.But experience is revealing strong evidence of elephants in the room when it comes to diesel cars and maintenance. Regrettably, when Joe Public is in the showroom he is not told about these elephants.

An unaware motoring public is not fully informed about the care needed to get the best out of their shiny new diesel.Diesel car owners, it seems, will just have to rely on their adopted local garage or workshop owner to tell them that paying attention to some low cost items will go a long way towards avoiding the main common rail diesel complaints. Such a discussion, if it ever happens, may not get rid of all the elephants in the room, but it would dramatically reduce their impact on a lot of wallets.We’ve all heard of weird problems with late model vehicles, like low rear tyre pressure causing limp mode; or incorrect light globe fitted; or a luxury vehicle stalled in the desert until someone was able to tell the driver by phone just to fill the washer bottle and drive home. Good advice, provided they don’t use the washers.

Problems such as these are now with us in all modern vehicles so don’t point the finger only at common rail diesels.Such problems should only be addressed by a professional, and as the famous forest fire fighter Red Adair once said, ‘If you think a professional is dear, just wait until you hire an amateur’.

Here’s my list of suggestions for maintaining a healthy diesel vehicle:

First fit a petrol stop fuel cap (according to most servos, you or someone else is going to refuel with petrol, sooner or later).

Use diesel fuel additives constantly as a sulphur replacement to lubricate the pump and keep injectors lubricated and clean.

Fit an extra fuel filter (an absolute must). Fit a good quality catch-can to grab the oil fumes from the tappet cover before contaminating the inlet manifold and EGR system and fouling the intercooler.

Run the vehicle at least twice a week for at least half an hour, non-stop.

Don’t idle the engine for more than four minutes. Change the engine oil at least every 5,000km and closely follow the oil specs in the owner’s handbook.

Ignore all of the above, and continue to drive as far as you like with any warning light on, at a cost of about $1,000 per kilometre.

To view more of Allan’s work visit terraintamer.tv

A good word for diesels by Allan Gray


Problem: A 2009 Hyundai i30 had an abnormal noise coming from the rear suspension. All the suspension components were checked, but no excessive wear was found.

Solution: This problem has been reported by other i30 owners and it affects models from the start of production up to 31 May 2010.The problem was due to movement between the rear shock absorber damper rod cover and the rear suspension strut upper mounting bush.To fix, pull down the shock absorber damper rod cover and thoroughly clean the damper rod cover top and upper mounting bush. Apply an appropriate sealant to the upper outside edge of the shock absorber damper rod cover and refit.Carry out this procedure on both rear shock absorber damper rod covers. Road test to confirm the noise is no longer present.Leading technical information supplier Autodata shares fixes to common problems found in modern motor vehicles. To learn more about their innovative product visit:

The AutodoctaRear suspension noise

www.autodata-group.com

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(CASR) have done a crash test that proves pretty conclusively that genuine parts are much safer than cheaper counterfeit substitutes.Their test simulated a frontal collision with a child pedestrian in a typical school zone of 40km/h.They compared a genuine Holden bonnet with a cheap counterfeit. The genuine Holden bonnet won every time.

The genuine bonnet absorbed impact more evenly and didn’t make contact with hard engine objects beneath, a major cause of pedestrian injury. The car makers’ body promoting the Genuine is Best awareness campaign says the result warrants a call for greater controls on the use of non-genuine components in vehicle repairs.And if the safety test was not enough, the CASR concluded that the counterfeit was so badly made you could almost fit a finger into the panel gap.www.genuineisbest.com.au

Uni tests favour the genuine article

WITH THE PRODRIVE RACING (AUSTRALIA) TRIO OF MARK WINTERBOTTOM, CAM WATERS, AND CHAZ MOSTERT HITTING THE GRUELLING VIRGIN AUSTRALIA SUPERCARS CHAMPIONSHIP TRAIL, CASTROL HAS TAKEN THE OPPORTUNITY TO PREVIEW ITS NEW-FOR-2017 RETAIL BRAND – CASTROL EDGE SUPERCAR.

Partnering with a number of the world’s leading supercar manufacturers – including Koenigsegg and Aston Martin – Castrol EDGE SUPERCAR products have been tested to the limits. The Castrol EDGE SUPERCAR brand is now being brought to Australia for the first time in the Virgin Australia Supercars Championship through Castrol racing partner Prodrive Racing Australia – home of the 2015 Drivers’ Championship.

Matt Braid, Managing Director of the Virgin Australia Supercars Championship, welcomed the launch of the Castrol EDGE SUPERCAR oil – specially developed for Prodrive Racing Australia – to the series. “Castrol has been a great supporter of Supercars as our Official Oil supplier, and naming rights partner of the Castrol EDGE Townsville 400 and Castrol Gold Coast 600. We are excited to see the Castrol EDGE SUPERCAR product developed for Prodrive Racing launched on track for the first time in Australia at Townsville.”

Proven and tested in the ultimate performers, a requirement for any product carrying the Castrol EDGE SUPERCAR designation is strong ‘low foam’ performance. A racing supercar, like Prodrive Racing’s Ford FG X Falcon, operates with dry sump and as engine revs rise, the faster the oil flows. This in turn whips and aerates the oil, generating air bubbles. In a road going supercar – such as the high-powered Koenigsegg One:1, 11 litres of oil flows around the engine five times every minute. This can reduce the oil’s strength, and increases the risk of metal to metal contact.

The engine builder for Prodrive Racing Australia – Justin Way – has played a key role in the development of the Castrol EDGE SUPERCAR product used by Prodrive Racing. “Oil consumption control is always vital in Supercars

with teams running a dry sump. For this reason we need a lubricant that delivers exceptional low foam performance like our Castrol EDGE SUPERCAR oil. In Supercars you need every edge you can get, and Castrol EDGE SUPERCAR is definitely one for us.”

CASTROL AUSTRALIA MARKETING DIRECTOR, DIANA HALL, EXPLAINS THAT, “GLOBALLY, ONLY PRODUCTS WITH PERFORMANCE PROVEN IN – AND ENDORSED BY – THE WORLD’S MOST ADVANCED SUPERCARS CAN WEAR THE CASTROL EDGE SUPERCAR BADGE. WITH THIS PRODUCT PLAYING A KEY ROLE IN DELIVERING OUTSTANDING RESULTS FOR PRODRIVE RACING, INCLUDING IN MARK WINTERBOTTOM’S 2015 SUPERCARS CHAMPIONSHIP RUN, THIS PRODUCT HAS BECOME THE FIRST IN AUSTRALIA TO CARRY THIS DESIGNATION.”

“ WE NEED A LUBRICANT THAT DELIVERS EXCEPTIONAL LOW FOAM PERFORMANCE LIKE OUR CASTROL EDGE SUPERCAR OIL. IN SUPERCARS YOU NEED EVERY EDGE YOU CAN GET, AND CASTROL EDGE SUPERCAR IS DEFINITELY ONE FOR US”. JUSTIN WAY – PRODRIVE RACING AUSTRALIA ENGINE BUILDER

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T he G-Scan 2 is a Korean-made multi-function diagnostic unit that powers up in seconds and feels snug in the hand.

It uses Samsung ARMII super-fast processors, enabling technicians to select menus and enter the vehicle’s ECUs in the shortest possible time. This is particularly evident when a system search is undertaken, where the G-Scan 2 searches for each and every communicating electronic control unit that is on the BUS and lists them for perusal.Once communication is established with the vehicle the G-Scan 2, with its region specific software, allows bi-directional capabilities. These include actuation of components, DPF regeneration, key programming and module coding, to name a few, with great detail and accuracy. Whether it is a car, 4WD, petrol, diesel, hybrid or truck system, or 12V or 24V, the G-Scan 2 works for them with no need for additional hardware.

This tool is an OEM-based generic system, covering the latest vehicle systems including Flex-ray protocols.During diagnostics, the most important stage of prognosis is data analysis. That’s the ability to record an entire data list during a test drive and mark the onset of an intermittent symptom by pressing the trigger button. This enables the technician to play back the recorded data list analysis and graph data in great detail. Using trigger points as a reference point, diagnosis is made very simple. The saved data can easily be shared with fellow technicians. The 16GB SD memory provides more than a sufficient platform with room for future expansion.

The ability to connect the G-Scan 2 to a wi-fi network not only makes a simple one touch update easy, but also facilitates wireless printing of screen captures and captured data. Connectivity of G-Scan 2 is not limited to wi-fi but can seamlessly connect to a

Windows based PC or Apple device or tablet for remote control access.The G-Scan 2 includes extensive, and easily accessible, exclusive listing of Rellim trouble codes. This enables the technician to access tens of thousands of trouble code descriptions, possible causes and code setting parameters.The Rellim code book includes data written locally to support Australian technicians. Another impressive option

is the ability to access the online help videos on the smart phone to scan QR codes within the software. Other bonuses include accessing automotive calculators and acronym lists along with specific technical support files within the software.

Another great feature is the inclusion of control area network (CAN) activity tests and J2534 support for flash programming.The impressive VMi2 high speed four-channel oscilloscope that piggy-backs onto the G-Scan 2, flawlessly interfaces with the main screen menu. It not only displays colored waveforms, each representing a specific input channel, but also provides guided diagnostics, true RMS graphing and multimeter function.

As a complete hand-held unit with the interconnected G-Scan 2 and oscilloscope this scan tool brings to

life features that have been long sought after by the trade.www.autoequipment.com.au

G-Scan 2 multi-function tool

by Jack Stepanian


Is your workshop ready for extended service intervals?

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Clutch kits & components for passenger car and commercial applications1800 CLUTCH (258824) australianclutch.com.au

According to TaT research director Deyan Barrie, the biggest mistake made by far too many workshops is that they don’t allow technicians enough time to fix

anything.We’re not talking about straightforward mechanical faults, but those complex issues that demand diagnostic time.Electrical and electronic faults just can’t be fixed quickly. A proper diagnosis is required before any attempt to fix the problem.So any workshop that tries to promote the fact that they can quickly and effectively diagnose complex electronic faults is kidding itself. In fact, the word ‘quickly’ is taboo in Deyan’s book.It’s a leftover from the old days, when some things could be fixed quickly and this notion has now become entrenched in the automotive psyche.But these days, when vehicle technology is changing faster than any workshop or technician can keep up with, even with the best of training, there are only two options with a problem vehicle – guess and throw parts where you think the fault is or slow down,

do some research and, instead of wasting money on parts that might not be needed, spend the same money on diagnostic research. It will be a better result for the workshop and the car owner.Deyan recalls his early training years in the RAAF, which no doubt explains why he understands the problem better than most.‘Under no circumstances did we ever jump onto an aircraft to do a repair, never mind a diagnosis, without first hitting the books and looking at relevant information, circuit diagrams and specific repair procedures. It was only then that the tool bag was packed

and every relevant paragraph of information would be recorded on the job card and we had to sign off

that we had read it and understood it.‘So what’s so different in this highly complex

electronic and sophisticated multi-module automotive world?’ he asks. In the TaT research workshop, technicians are allowed as much time as they need to diagnose a problem, and that includes research time and thinking time.

Only this way will they become great diagnosticians and problem solvers.

Many workshops don’t allow their technicians enough time on the specialist tools required

these days to read and analyse complex systems and components.

That often leads to repair by replacement, instead of repair by diagnosis.Lab scopes, Pico scopes and an array of scan tools should be now as commonplace on the workbench as a set of wrenches.

Time, gentlemen and ladies, please Deyan Barrie


THE BROADEST RANGE SOURCED FROM WORLD LEADING MANUFACTURERS.

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‘A hacker on a mission with an endless supply of Redbull will break into any secure vehicle network eventually.’ That was one of the comments from the TaT Tech Team during a recent debate about hackers taking over vehicles that are now bristling with electronics and communication systems.The story that kick-started the debate came from, of course, Las Vegas, where a convention of the telematics industry was getting an update on the growing number of consumer features in cars that require connection to the Internet of Things.Each consumer feature though opens a new doorway for hackers to use to take over and modify vehicle systems, even while the vehicle is in motion and under the driver’s control.To put this problem into perspective, a leading IBM engineer estimated that the connected cars currently on the road are the second largest generator of data on the Internet of Things.Car makers are persisting with more and more connection points because by monitoring the thousands of data points generated by the vehicle’s onboard systems, problems affecting vehicle operation and safety could be predicted and attended to before they actually occur.

Software and firmware updates could be completed automatically without requiring the customer to schedule a service appointment.But those same doorways are used by hackers.Infotainment delivered by satellite or internet streaming, Bluetooth and onboard WiFi hot spots are all potential access points for hackers. And it’s not just the ability to impact these onboard systems. Imagine the personal data available to the hacker – vehicle location, vehicle key and antitheft codes, email and text messages and other personal data.In an even bigger picture, consider that the term ‘connected car’ has more than one meaning.

The first is the connection to the Internet of Things and the second references the future of the autonomous car where vehicles communicate with one another. It doesn’t take a lot of imagination to consider the implications of hacking into a vehicle-to-vehicle or worse, a vehicle-to-infrastructure network.Fortunately, steps are being taken to ‘harden’ future vehicles from outside attacks, and keeping ahead of the hackers has become another major industry in itself. Some TaT Tech Team members scoff at any suggestion that hackers can be defeated, hence the opening sentence in this story. ‘Hackers just don’t quit,’ added the Tat Tech Team member.‘Why have we allowed the manufacturers to turn the vehicle into another gadget,’ said another. ‘Of course, we throw gadgets away when we get tired of them or they break. Which poses another big threat to those good technicians who like to fix things.‘Manufacturers are banking on people throwing away their cars when they break, so they can sell them another car. It is a conspiracy on two counts – the first to access more of the consumer’s money and the second to make cars so complicated and sealed that nobody will be able to fix them.’So where does that leave the aftermarket?

Are cars really just new age gadgets?


InterestingNew products and equipment for the auto industry

DP Chip dealer Piranha Off Road Products has become a Premiere DP Chip dealer and is located in the eastern suburbs of Melbourne. DP Chip has created a plug and play system using OEM plugs that allow for more power and torque to make driving much safer. The DP Chip is used in conjunction with the vehicle’s computer to fine tune its timing and fuel delivery. 03 9762 1200www.piranhaoffroad.com.au

4WD filtersCoolDrive Distribution stocks Sakura 4WD filter service kits that include oil, air, fuel and cabin filters. The kits are for those who travel extensively and may be required to have their vehicles serviced when on the road. Kits will suit vehicles such as the Toyota Hilux and Landcruiser including Prado, Mazda BT-50 and B2600 Bravo, Ford Ranger and the Volkswagen Amarok. They are also available for Holden, Isuzu, Mitsubishi and Nissan 4WD and light commercial models.www.cooldrive.com.au

That new Black Magic Australian Auto Accessories has a new range of Black Magic products which feature a flawless black finish. Leading the range is the Cal Custom Hilborn style short single air scoop that suits a dual carburettor application and the Cal Custom long street scoop that suits a four-barrel carburettor. It’s the painting technique to acquire that perfect black finish that is the big attraction. Electric current is used to adhere charged particles to make the paint stick and renders the article rust resistant.www.australianauto.com.au03 8560 2975

Back up viewCoolDrive Distribution has a new rear view mirror and reversing camera kit designed to be discreetly mounted to the rear number plate. The camera can scan 120 degrees horizontally and 60 degrees vertically. Compatible with 12 volt plugs, the system includes two camera inputs with micro connectors for easier installation. Part No. GRV43MDT.www.cooldrive.com.au

Curvy lights CoolDrive Distribution has added Ignite’s curved lightbars to its range. They come in three sizes and feature three different beam patterns – spot, flood and a combination beam. The lightbars will withstand some of the harshest environments with protection against dust, moisture and long periods of immersion under pressure in water.www.cooldrive.com.au

Sockets and setsKincrome has a new range of LOK-ON socket sets and accessories, capable of loosening up to 85% of rounded or damaged fasteners. LOK-ON ratchets have been designed in Australia and engineered to a world-class level.www.kincrome.com.au

Better back-up Jaguar Land Rover is working on a semi-autonomous feature that they claim will make it dead easy to reverse a trailer without jack-knifing. Using its own surround camera system, the vehicle will steer itself to follow a path selected by the driver, compensating, one presumes, in time to avoid the dreaded jack-knife. Maybe next year.

Clutch video Australian Clutch Services has released a ClutchTech video, adding to their series of more than 40 technical videos on YouTube. The new video looks at the differences between Volkswagen Golf and Audi A series clutch assemblies. This is an important topic because the KSE21001 and KSE21003 clutch kits have covers that can easily be confused.1800 CLUTCH (Australia)[email protected] Light reading

Narva’s 2016/17 catalogue is out – all 540 pages of it. It’s different though, with an interactive video capability. Just run a mobile phone or tablet over the reader on the page and it takes you to the product details or instructional video. Narva calls it visual learning. The new Ultima 215 LED driving light is featured, and there’s plenty more. 1800 113 443 (Australia) www.narva.com.au


Customer complaintThe interior blower fan was working on high speed only.

Problem summaryAll three lower speed fans were lost at the same time.

Diagnostic sequenceThe glove box assembly was removed to access the fan motor assembly and the fan speed resistor. When the circuit was checked, the fan speed resistor circuit was open on all three lower speeds.A current clamp was hooked up and the current draw of the fan motor was monitored.On start-up the current peaked at 25 amps and then settled at around 18 amps.

This was a bit high.The fan speed resistor and fan motor were removed for inspection.

Fault descriptionThe fan speed resistor harness was disconnected and the assembly removed. It clips into the housing. The fan motor and housing assembly were removed, and the fan speed resistor circuit checked.The thermal fuse, situated between fan speed three and four, had blown. The fan motor was very stiff to spin by hand, so a tight bush was suspected.

Fault solutionWith the fan motor pulled apart, the end plate, bush and brush gear end of the motor had some moisture or water damage.

All the components were cleaned and treated, the bush was lubricated and the fan motor reassembled. The sticker was removed off the base of the fan motor, revealing the opening, so if moisture does occur it will not pool.The thermal fuse was bypassed by fitting a 25 amp circuit breaker in the supply line. After reconnecting the current clamp, the current draw on start-up and full speed had dropped to 18 amps and settled down to 14 amps running. The problem was solved.

Recommended timeLabour time was 2.5 hours, taking into account research time, location of parts and actual time spent fixing the problem.

HOLAS08611HOLDEN AH ASTRA 20084 Cylinders

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FORNL99112FORD NL FAIRLANE 19998 Cylinders


Customer complaintThe vehicle was running rough and missing. A coil problem was suspected.

Problem summaryThe owner called roadside assist and the vehicle’s alternator was replaced because of a strange noise.On a second callout the owner was advised that the leads should be replaced, so he arranged this through his mechanic.

Diagnostic sequenceThe vehicle was in a TaT workshop to have the coils checked when it became obvious that the new leads did not fix the problem.The new alternator and new set of leads were obvious.Quizzing the owner to find out why the alternator had been replaced he advised that road service was called because his engine was vibrating and occasionally making strange knocking noises. Road service fitted the alternator and advised that the vehicle be taken to his own repairer to have new leads fitted.It was obvious that the problem was more mechanical and not electrical, because it felt like an uneven miss and rumble.

Fault descriptionWith the engine off, the fan was pulled around by hand and it was noticed that the harmonic balancer moved prior to the engine crank turning. The old harmonic balancer was removed and its failure was verified. The centre rubber sleeve had let go, so the shock absorption effect was gone, causing the pulley to move either way off centre, in turn causing the knocking and imbalance.

Fault solutionA new harmonic balancer was fitted and the unbalanced running and idle was gone.

Recommended timeLabour time was 2 hours, taking into account research time, location of parts and actual time spent fixing the problem.

Tips for TaTTechnicians should never take for granted third-hand information. Nothing beats a proper investigation and diagnosis. Coupled with doing an independent diagnosis, time should always be made to discuss the problem with the owner.

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Customer complaintThe tail lights were not working.

Problem summaryThe dash lights were working, but not the tail or park lights.

Diagnostic sequenceThe circuit at the headlight switch was checked. All the circuits were earth switching circuits that turn the relays on.The circuit diagram showed a multifunction module in the lighting circuit. This was located in the boot under the battery panel cover.

Fault descriptionThe module was removed. The sticker showed the module controls and the switches for a number of circuits. The printed circuit board was a double sided board and housed seven micro relays. The connector plug was back probed and switching was

verified, but the relay was not being triggered at the relay. A full 12V negative was measured on the volt meter at the base of the plug, but only 5V at the relay.

Fault solutionA replacement module was not available so it was decided to locate the fault and try to repair the circuit.A bad solder joint was suspected, but what was found was a diode that looked overheated and cracked. The volt meter verified that the diode was crook so it was replaced and the circuit started working again.The problem was solved.


JAGSP97420JAGUAR S TYPE19978 Cylinders


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Customer complaintThe vehicle cut out while driving and was towed in.

Problem summaryThis was a BMW 120i model and when brought in, it ran without cutting out.

Diagnostic sequenceA large number of fault codes were found in the lighting system, engine start, starter operation, footwell module, junction box electronics, auxiliary water pump and A0B4 (car access system).

Fault descriptionNothing from the scans related to the issues of crank or firing.A similar problem with a 320i 2001 model showed codes for throttle control, emergency operation, cam shaft, crank shaft speed and cam control and it turned out to be an issue with the crank angle sensor (CAS).

With this in mind, and the fact that sometimes a crank sensor code may not appear, this was inspected first.

Fault solutionTo access the CAS, the inlet manifold assembly was unbolted and moved up out of the way. The CAS is located under the starter motor (about half way along) and sits in a bit of a gully inside the engine block. When the sensor was unplugged, unbolted, removed and inspected the sensor housing was full of engine oil.

The oil had somehow pushed its way in. This is not the first time this had been seen, but it usually has a fault code. A new CAS was fitted and the intake reassembled. The problem was solved.


Tips for TaTIt just goes to show how care is needed when relying on scan tools and fault codes. There have been some horrific stories relating to the A0B4 code.

BMW8705111BMW E8720054 Cylinders


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Customer complaintA central locking problem with the driver’s door.

Problem summaryThe driver’s front door would lock only manually and not remotely.

Diagnostic sequenceThe fault was isolated to the door lock module in the driver’s door.This unit is a complete latch and solenoid control module.

Fault descriptionTo access the module inside the door the outer door skin must be unscrewed and removed. This provides access to the internals of the door including the window motor, regulator and wiring harness. The faulty door lock assembly was unbolted and removed. In this instance, the wiring harness was removed and replaced. Some wires had started to crack the insulation and break up at the hinging point. This harness problem can cause a variety of issues, including a flat battery if a specific wire is broken that stops the systems going to sleep.

Fault solutionA new wiring harness module and door lock module were fitted.All codes were rechecked and confirmed as cleared.

Recommended timeLabour time was 3 hours, taking into account research time, location of parts and actual time spent fixing the problem.

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FROM EXPERT TO EXPERTSupport Hotline (Mon -Fri, 8.30 am - 5 pm)Australia: 1300 585 462New Zealand: 0800 585 462

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› Product range › TecDoc online catalogue › Repair instructions › Product advantages › Failure diagnosis

› Product knowledge › Training opportunities and training content › How-to videos › Latest product updates and service information

The new service dimension for garages and retailersOur online portal offers everything to make the day-to-day work of garage professionals even easier. Whether you need information about our product groups transmission, engine or chassis: A clear structure and intelligent search process deliver the desired results quickly and reliably.

FROM EXPERT TO EXPERTSupport Hotline (Mon -Fri, 8.30 am - 5 pm)Australia: 1300 585 462New Zealand: 0800 585 462

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REPXPERT – a trademark of Schaeffler Automotive Aftermarket.

The car would not crank over once turned off.

The battery tested OK, but while trying to crank the engine over we saw no signal to the starter and no voltage drop on the starter main feed wire.As we were unplugging the starter relay to test for feed to it, the owner was taking some equipment out to put in another ute. He unplugged an inverter and work torch charger from the main

cigarette lighter accessory socket and, presto, the car started no problem.The car would not start when a USB plug was inserted into the output. If using the mains power supply section of the inverter, the car worked fine.Same thing happened when we tried it in the second cigarette lighter accessory socket.A little forum browsing showed others with various components plugged into the accessory socket having the same

problem in the Colorado.Brendan SorensenSteve Sorensen MechanicalBROWNS PLAINS QLD

2008 Holden Colorado RC 4JJ1

USB kills the car

Auto Partners free trade nightsFree trade nights include presentations from top component brands, together with a presentation from TaT head trainer Jeff Smit on modern diagnostic techniques, and using live data in diagnostics.

Subjects: OBD-II PIDs (onboard diagnostics parameter IDs) – codes used to request data from a vehicle, used as a diagnostic tool

Using scan tools and live data, enabling technicians to see what’s happening inside the vehicle’s electronic systems

A comprehensive approach to diagnosing drivability issues using computer data

Real life case studies.

TaT diagnostics training workshops

These workshops, conducted by TaT head trainer and technical editor, Jeff Smit, are 2.5 hours long and include a workbook.The subject is diagnostics using live data, a topical and practical session that will explore the process of and new approach to diagnosing problems in vehicles. These are essential training nights for technicians working with scan tools and problem vehicles.

Dates and locations are subject to change. Check the AutoPartners website and book early.

TaT training before Capricorn dinner

13 September – Port Macquarie NSW14 September – Coffs Harbour NSW15 September – Wollongbar NSW

27 September – Adelaide SA28 September – Footscray VIC18 October – East Geelong VIC

19 October – Ballarat VIC20 October – Bendigo VIC

10 September – Sydney Hilton Hotel

15 October – Adelaide Convention Centre

22 October – West Australia Crown Casino

29 October – Jupiter’s Casino Gold Coast

12 November – Melbourne Crown Casino

26 November – Auckland Sky City Convention Centre

20 September – North Perth WA21 September – South Perth WA22 September – Bunbury WA11 October – Port Macquarie NSW12 October – Coffs Harbour NSW

13 October – Wollongbar NSW25 October – Adelaide SA26 October – Footscray VIC8 November – Geelong VIC9 November – Ballarat VIC

10 November – Bendigo VIC22 November - Cairns QLD23 November - Townsville QLD24 November - Mackay QLD

Bookings at: 1300 650 048www.autopartners.com.au

Bookings at: 1300 650 048www.autopartners.com.au

T aT head trainer Jeff Smit will present a practical and topical training session during the afternoons prior to the Capricorn dinners and trade displays in Australia and New Zealand.

He will be exploring the process of diagnosing problems on late model vehicles.The training sessions are free of charge to Capricorn members who attend the dinner and display event.Each session will run from 2.30pm to 4pm. The trade show will be open from 4pm to 7pm, followed by the dinner.This is quality technical training for members and their staff, free of charge. Visit www.capricorn.coop/events to reserve your place.


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Capricorn, Australasia’s largest cooperative in the

automotive parts buying industry, has introduced two new essential tools for automotive workshops.Available only to Capricorn members, the new tools contain access to a comprehensive range of online service information covering thousands of vehicles. It’s powered by Autodata, whose global database

features 29,000 vehicles from 80 manufacturers, 85,000 diagrams, 500,000 step-by-step procedures and thousands of monthly updates. Another part of the new service, Capricorn Vehicle Videos, is designed to help workshop owners share technical knowledge with their customers and clearly explain common mechanical problems and procedures. www.capricorn.coop or [email protected]

Capricornexpands tech service

An enterprising Kiwi has convinced Swedish car maker Volvo that its factory delivery experience, available only to US buyers, should be made available to other

countries, including New Zealand and Australia.It works like this. You buy a Volvo off the plan and then opt to travel to Sweden to see your car come off the production line at the factory in Gothenburg. You can take the car for a drive around Sweden or further afield before bringing it back to the factory for packing up to send home.Volvo offers a package that includes flights, accommodation, insurance, airport transfers and a tour of the Volvo factory, itself a hugely popular attraction. There’s also a range of packaged holiday tours designed to help its customers get the most out of their trip to Sweden. The US has been the only country in the world offered this service for the past 60 years. This year, around 1,400 Americans will combine a Scandinavian holiday with their new car purchase. They’ll be joined by one Kiwi who convinced his Volvo dealer that he should be offered the same experience.Volvo took the bait, and are making the offer global.There’s only one snag – new cars must be shipped out of Sweden within six months of purchase to avoid paying local taxes.

Drive your car off the production line

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hsy_TAT_FINAL.pdf 1 24/08/2016 11:00 PM


ou may have seen the VE Commodore series II with its green wavy line eco-friendly

emblem and the striking insignia of Ethanol Flex Fuel E85 (pic 1). Inside the petrol filler cap door, another sticker reads ‘Up to 85% ethanol fuel suitable’ (pic 2).

These symbols and signs suggest that a blend of unleaded fuel, ranging from the standard 91 RON petrol to a mix of E85 (85% ethanol and 15% unleaded petrol) would not alter the vehicle’s driveability, whether or not they have V6 or V8 engines.How can this be? E85 ethanol fuel has a RON rating of about 104. The altered lambda for stoichiometric combustion from 14.7:1 to 9.8:1 would surely render either of these engines inadequate.Yet the vehicle performs on any combination of fuel blends.How does the engine control management (ECM) unit know what blend of fuel is in the tank? An ethanol sensor perhaps?And if there is such a sensor that can give the ECM the correct blend of fuel, let alone the fuel temperature, where is it, and how does it work?How does this Holden measure and analyse its ethanol content in real time, as you drive, and what does the sensor output waveform look like?

Flex fuel E85Ethanol E10 is a blend of 10% ethanol and 90% unleaded petrol. E85 is commonly known as racing fuel (pic 3) with its high percentage of biofuel to petrol.This mix drastically alters the volatility of the fuel, demanding a constant change in spark timing.

Flex Fuel E85, as the name implies, can be any proportion of ethanol to petrol, thus demanding a continuous correction of the spark timing. To cater for this, continuously altering ignition spark timing with that of engine input parameters, a Flex Fuel sensor (FFS) is used to inform and enable the ECM to adapt to the fuel mix.

Often referred to as the sensor assembly, GM part number 1357739 (pic 4) is located as close to the fuel tank’s outlet fuel hose as possible, as shown on a Holden V8 SS V ute (pic 5).

An assembly of bitsThe Flex Fuel ethanol content sensor is a complex assembly of bits that comprises an electrical connecting terminal, a fuel sensing element and a microprocessor in one complete unit (pic 6).

Fuel is directed to the sensing element (A) via the metal tubing that has a GM-style fuel quick connector. This sensing element measures the capacity permittivity of the fluid passing through the two conducting circular metal electrodes (permittivity being a measure of the response of a substance to an electric field) and measures the temperature of fuel with its inbuilt negative temperature co-efficient thermistor.The microprocessor (B), attached to the side of the measuring cell, then processes this information and generates a square wave with the following characteristics:

The microprocessor alters the frequency of the generated waveform, thus representing the blend of the fuel (change in frequency) and also changes the width of the negatively-going pulse of the same waveform, representing the temperature of the fuel (change in pulse width).

These changes are all encapsulated in the one waveform – pure brilliance. The electrical connector of FFS (C) provides physical connections to a supply, a ground and the output signal, inputing the ECM that monitors the change in frequency and the negative pulse width. This signal is attained via a 5V regulated voltage with a pull-up resistor from the ECM.

Anatomy of a sensor (pic 7)

1 – outer electrode of the measurement cell

2 – inner electrode of the measurement cell

3 – negative temperature co-efficient thermistor

4 – microprocessor5 – supply6 – ground7 – sensor signal output waveform

by Sam Nazarian and Jack Stepanian

Waveform of Holden ethanol blend sensor

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Measuring output sensor signalImproper operation of the FFS will result in ignition timing faults and excessive fuel use. Should you be interested in the amount of ethanol in the blend of fuel, use a digital multimeter and measure the frequency of the sensor output signal using these benchmarks:

50Hz (cycles per second) = 0% ethanol

150Hz (cycles per second) = 100% ethanol

180Hz and 190Hz = contaminated

The contaminated benchmark means there is a limited amount of onboard diagnostics from the smart microprocessor.

An oscilloscope must be used to see the sensor signal output waveform.

Anatomy of the waveformThe change of blend in the ethanol content is reflected in the change in frequency of the sensor output signal.

Similarly, the change of fuel temperature is reflected in the negative pulse width of the waveform. And again, an oscilloscope can see the negative pulse width, in milliseconds (ms).

The frequency and negative pulse width are both encapsulated in the same one waveform (pic 8).

The temperature of the fuel is reflected in the following negative pulse width calibrations:

1ms pulse width = -40°C

5ms pulse width = +150°C

This captured waveform has a time base of 5ms and 1V per division and is of a simulated fuel blend (and not an actual fuel measurement reading from fuel tank), yielding:

a negative pulse width (NPW) of 2.4ms rendering a fuel temperature of 25°C,

and

a wavelength of 12.5ms rendering a frequency of 80Hz and retrospectively representing an ethanol content percentage of 30%.

To convert the base reading of the wavelength to frequency, simply calculate the inverse of the time base reading, for example:

frequency = 1/wavelength, or

wavelength = 1/frequency.In this particular scenario, frequency will be = 1/12.5ms = 1,000/12.5 = 80Hz, retrospectively representing an ethanol content percentage of 30%. The FFS is the cop that controls your car’s alcohol consumption (give or take a chemical formula or two, ethanol is in the same family as vodka). It makes sure that the ECM’s program matches the alcohol content, or the ethanol blend, making sure it is just right for maximum performance (an auto breathaliser perhaps).

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Are lighter brake rotors worth the effort. It’s a question asked a lot in the performance domain.

There’s no simple answer but some facts might help to allow educated decisions to be made.A typical large sedan weighing 1,690kg is traveling at 134km/h and it has to brake quickly. Assume the average tyres can handle a G-force of 0.85 before they lose traction. The car will decelerate at 0.81Gs to avoid skidding. It comes to a stop in approximately 87 metres and generates approximately 1170kW (1569hp or 1110BTU/sec) of kinetic energy doing so.This energy has to be transferred through the braking system in order stop the vehicle. When this much energy is pumped into the disc rotors in a matter of seconds (4.7s) it generates a lot of heat and the amount of mass or weight in the disc rotor is critical in order to cope with this load.A typical front disc rotor on a large sedan is approximately 300mm in diameter and weighs around 9.5kg.

A disc rotor consists of the mounting bell which attaches to the axle and the braking band or ring, to which the brake torque is applied via the caliper. The braking band or ring in this disc rotor weighs approximately 6kg.In the above scenario, this 9.5kg disc will increase in temperature by approximately 125 degrees Celsius in less than five seconds. If the same 300mm disc weighed 8.5kg with a braking band of 5.5kg the temperature increase would be closer to 137 degrees Celsius. A ten per cent increase in temperature doesn’t sound all that much but unfortunately heat transfer isn’t all that simple.What happens in performance driving is a series of brake applications at regular intervals. The time between brake applications is rarely enough to allow the disc to recover to the optimal braking temperature so you end up with an accumulation of temperature build-up over a period of time.The other side of the coin is unsprung weight or rotating inertia, a favoured subject of performance fanatics.

Yes, a rotating disc does have a certain amount of rotating inertia or a flywheel effect which requires power to accelerate and decelerate.It takes approximately 24Nm of torque to get a 9.5kg disc spinning up to 134 km/h and back down to zero when braking. The lighter 8.5kg disc requires approximately 20.5Nm which is a little better than a ten per cent saving in energy required to accelerate and decelerate the same vehicle.Generally a car manufacturer will determine the ideal disc mass or weight for the vehicle and it certainly isn’t in their best interests to add weight to their vehicles or give away unnecessary kilograms of metal.By thinking smarter, DBA has developed opportunities to reduce weight without reducing performance by using higher quality disc rotor materials in their performance range or by replacing stock rotors with two-piece designs such as DBA’s 5000 series discs which reduce weight from the mounting bell while maintaining the optimal weight on the braking band.

TaT acknowledges the assistance of DBA in the preparation of this article.www.dba.com.au

Brake discs – is lighter better?


Before even thinking about new tools, or what scan tool or oscilloscope to buy, the top

priority for staying in business, and being successful, is to update your neck-top computer and update your approach to diagnostics.Only then can you start thinking about the right equipment to enable you and your technicians to diagnose efficiently.Workshops can no longer afford to quibble about investing in good equipment if the plan is to stay in the game and be competitive. And by ‘good equipment’, we mean up to date equipment.

The real cost of equipment has dropped dramatically in recent times and the excuse that a workshop can’t afford it is no longer valid. Without the equipment, you can’t fix cars – end of story.

If finding the money for equipment is a real issue for the workshop, greater intervention is required from an outside consultant like TaT’s Geoff Mutton, a business trainer who has helped many Australian workshops to get back on their feet and become profitable again.

Budgets must be found every year to update old equipment and purchase new equipment.

The best way to find out what equipment would work best in your workshop is to ask around.

Join a network, talk to fellow technicians and you will be surprised what you can learn.

TOPTECH TIP

Even the very best spanner set doesn’t cut it any more in the modern workshop.

V isit our Facebook page for regular updates and videos on TaT’s latest tips and fixes, product reviews, repair solutions and technical advice.

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It might be a litte known name right now, but pretty soon, Velodyne LiDAR Inc. may be up there in lights with the likes of Intel or Bosch.

Why the sudden interest in a name I’ve never heard of? It’s hard to ignore the fact that Ford and China’s version of Google, Baidu, have just sunk $75 million each into Velodyne LiDAR Inc.

You see, Velodyne makes LiDAR equipment. LiDAR or ‘light detection and ranging technology’ is basically a laser that rotates like a radar, mapping the surrounding area in 3D. Oh, and guess what? Every vehicle manufacturer working on self-driving cars, with the exception of Tesla, uses LiDAR.With this massive cash injection, Velodyne is projecting that it can lower the manufacturing cost and shrink the size of the LiDAR equipment to the size of a hockey puck (25mm x 76mm).According to LiDAR, its sensors can produce 2.2 million data points per second with a range up to 200 metres. LiDAR is used in conjunction with cameras to help with the vehicle’s autonomous driving capabilities.

Cameras these days are tiny and can be placed anywhere.

It looks like the self-driving car of the future will not only incorporate some great technology, but will look pretty cool as opposed to a Noddy car going to a B&S ball.

The most interesting thing in this announcement for me was that Velodyne uses its own proprietary software and algorithms for interpreting the data. All vehicles run on different software, as we know, but if one company is supplying almost all of the manufacturers, it surely must help that the vehicles can talk to each other in traffic and of course this means that individual manufacturers won’t need to cough up their own software to run on one single platform.Interesting times ahead because from worldwide reports (including Australia) we may yet be driving – sorry, not driving – in an autonomous car sooner rather than later.

by Julian Hentze

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Toyota Australia has recalled 15,000 Toyota 86 vehicles

built between April 2012 and March 2015 due to a potential loss of power steering assist.The recall impacts right-hand drive vehicles that are equipped with driver’s knee airbags. Due to an improper wire harness layout, there is a possibility that the electric power steering harness may interfere with the instrumental panel lower cover which contains the driver’s knee airbag on Australian specification vehicles. If this happens, there could be an electrical contact failure which may result in the loss of power steering assist. A warning light would then

illuminate on the dashboard along with a short audible warning whilst manual steering would be maintained.To rectify this condition, the

power steering electronic

control unit and wire harness will be replaced

in all impacted vehicles.

A letter will then be sent by registered mail to all owners of the impacted vehicles to request that they make an appointment at their preferred Toyota dealer. The repair work will take just over an hour and will be carried out free of charge. There have been 62 reports in Australia with no accidents or injuries reported as a result of this condition. www.toyota.com.au

Information technology nerds in the US are being paid a ‘bug bounty’ for

alerting car makers to potential cybersecurity attacks on vehicle software.The bounty will be paid by FCA, one of the big three car makers in the US. They acknowledge that there are a lot of people tinkering with vehicle IT systems, so they are hoping that dangling the dollar

bill in front of their noses will encourage them to share what they find in cyberspace so that potential vulnerabilities can be fixed before they cause havoc on the freeway.Depending on how good the shared information is, the nerds can collect between

US$150 and US$1,500 per report.

FCA reckon that by offering the cash incentives, they are ‘engaging the community of hackers’.

Car makers and companies that use lots of cars are

stepping up the pace in the race to see who gets the first autonomous car fleet on the road doing real transport work.And bless their innovative little souls, it could be that renegade UBER.News comes from TaT’s US columnist Julian Hentze, that UBER was planning to put self-drive cars on the streets in Pittsburgh before the end of August.In time, they say, people who dial up a UBER could see a driverless car at the front gate. It knows where you want to go, so you just jump in and watch TV or read the paper.UBER say they have a fleet of driverless cars at the ready but, for the time being, there

will be a human driver sitting behind the wheel, although he or she won’t be driving.The cars are coming from Volvo, who teamed up with UBER in a US$300 million partnership to bring 100 self driving Volvo XC90s to Pittsburgh.And cars are not all UBER is interested in. According to the US financial press, UBER has acquired a company that has developed a US$30,000 self drive technology kit to retrofit commercial semis.UBER now seems to be leading a number of big names, including Google, Apple and Ford, in the race to bring self drive cars into the everyday market. If their Pittsburgh experiment works, the future of ride-hailing cars will be no private owners, no drivers and very few employees.

Toyota recalls the 86

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This driverless Volvo is already being tested in South AustraliaIt’s here –

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It’s not often I have problems with a car after replacing an intank fuel filter, but two in

recent months has got to be worth talking about.It seems that, from recent calls to myself and Ryco filters, I have unearthed a problem that can happen to anyone, so pay attention.This car had 158,336 kilometres on the clock and was in for its 160,000km major service which included replacing the intank fuel filter under the back seat (pic 1). I used a top brand aftermarket filter.But after the replacement, the engine was started and as usual it cranked for a few seconds more than normal to prime the fuel system. Then it started, so that’s not unusual.During the service work, the car was started a few times with no problem.After some time, however, it would crank abnormally for three to five seconds before it would start, regardless of when it was last started.All work was rechecked and nothing odd was found.Going back over the fuel filter replacement I decided to fit a genuine fuel filter but the problem was still present. The old filter assembly went back in – same result.The fuel system analyser was hooked up where the first clue was evident – no residual pressure or fuel volume in the line (pic 2).With the ignition switched on, the system did not prime and the fuel analyser gauge did not start to rise. It is important to mention this as it is normal for this car.

The system must see the engine crank before it starts to prime.

On cranking the engine, the needle on the fuel system analyser would slowly start to rise and after three to five seconds, when the needle hit about 250Kpa, the engine would start and run fine. The running pressure was about 310Kpa.But when the engine was switched off, the fuel pressure would bleed back to 0 within about five seconds.The car was then difficult to start again.With the car running and the system at running

pressure, I quickly clamped the flexible fuel line on the fuel system analyser and just as quickly turned the car off. This held pressure in the rail and

injectors. The car would start quickly and crisply with

no problem, proving that there was no problem forward of the fuel tank

module assembly.Thinking it might be a fuel pump check valve issue, I took the pump out, the

engine cylinder leak-down tester

was hooked up and air pressure was

added.Air could be heard

escaping from the bottom of the fuel pump until 20psi was reached and then the leak would stop.

This was confusing. I did the same test on a Denso fuel pump from a Mazda 323 and it did not leak air at all.

Eager to confirm my diagnosis, I fitted the Denso pump to the module assembly and fitted it to the Corolla. The fault was the same.So the intank module assembly was removed again. This time I connected the engine cylinder leak-down tester to the pump

module assembly fuel line outlet at the top and applied 20psi of pressure. Air could be heard leaking from the fuel pressure regulator (pic 3).I unclipped the bottom cover to confirm the exact location, which was the pressure regulator. The pressure regulator was removed and leak tested and air was definitely leaking (pic 4).

The regulator was submerged to show the leak.

After checking prices and availability I opted for an

aftermarket Goss intank fuel filter module assembly (pic 5).

As soon as it was fitted the

car started crisply and quickly. The running

pressure was checked at

350Kpa and the resting pressure was

checked over a period of 45 minutes and didn’t go below about 20psi (pic 6). Volume remained in the line so after road testing, everything seemed to be working well.It is suspected that while changing the intank fuel filter, somehow debris had caused the fuel pressure regulator to stick slightly open, enough to cause this problem. Attempts had been made to clean the regulator with compressed air, to no avail.

Thanks to Ryco GUD and Goss for their technical input.

2005 Toyota Corolla 1ZZ-FE

Another fuel filter quirk Jason

Smith

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changing glow plugs.There was a voltage change on the glow plugs from 7V to 5V requiring a whole new set of glow plugs and a new glow plug module.After diagnosing one faulty glow plug on this 2.8L CRD Jeep the system had to be converted to a 5V system instead of 7V.This meant replacing all four glow plugs and a glow plug module. This was the information received from the parts interpreter.So after purchasing four new glow plugs and a new module at $1,200 and taking four hours to access, diagnose and then replace them, one very vital piece of information was left out. A software upgrade must be done when converting to 5V at the time of replacing the glow plugs and module.Lack of this information resulted in failure of the new glow plugs just one day after fitting and possibly the module as well.The vehicle was on its way to the dealership for a software upgrade and we may be up for another $1,200 in parts and their labour to fit.I hope this story helps to prevent others from falling into the same trap.Chad CondipoderoAuto ResponseHIGH WYCOMBE WA(Thanks for this great warning Chad. We investigated a little further and found that the original glow plugs were a ceramic type, no longer available through the manufacturer, but they have been superseded by a metallic glow plug.The ceramic glow plugs are coloured white and the metallic are grey. Emery paper should be used to scratch the oxidation of the sensor to see which type you are dealing with. A new module must be installed and programmed at the same time as the replacement of the ceramic glow plugs with the metallic plugs. TaT Tech Team

2005 Jeep Cherokee KJ

A glow plug warning


This car had a misfire and there had been new plugs, new ignition coils and you name it thrown at this car.

It would run well and all of a sudden start to misfire. It did not take me long to work out No. 2 injector was at fault. It was replaced and it fixed the misfire.But this car had a secondary problem. I was unhappy with what I was seeing on the scan tool. There was way too much fuel being taken away from the fuel trims, indicating a rich engine condition (pic 1).

Fuel trims indicate the overall condition of the fuel delivery and the electronic fuel injection (EFI) system. Fuel trims need to be checked at different RPM under load conditions. A vehicle that is adding excessive fuel at idle and comes back into normal control above 2,000RPM is indicating a vacuum leak. Where the fuel trims are good at idle but add fuel under load indicates poor fuel delivery or dirty mass air flow (MAF) sensor. Fuel trims reveal a lot of valuable diagnostic information.I go along with the school that says up to or below 10% fuel trim value is acceptable. Others say anything over 5% is not normal or acceptable. I find that as vehicles age, with higher mileage on them, 10% compensates for normal deterioration of the EFI system. This Peugeot had a total fuel trim of –14 up to –24 at times, and it was the same throughout all RPM and load conditions. This was indicating a rich condition that would trigger the malfunction indicator lamp (MIL).The other abnormality was the manifold absolute pressure (MAP) sensor that was reading 40kpa at idle when it should have been around 32kpa. This was a real concern and most likely the reason for the rich condition. The engine vacuum was sitting on 20In Hg (inches of mercury), indicating a good breathing engine and therefore not the reason for the high MAP reading. MAP powers and grounds were good and there was a signal voltage, but I was unsure of what the correct signal voltage should have been at idle.

Now it was time to think outside of the boxA variable resistor (pic 2) was hooked up to the MAP sensor signal wire and a good ground. Watching the scan tool, I adjusted the variable resistor until 32kpa appeared on the scan tool MAP parameter identification (PID).With the engine idling and the MAP PID now sitting on 32kpa, I was expecting the fuel trims to come down to a reasonable value, but they didn’t, so I knew my abnormal MAP value was not causing the negative fuel trims (pic 3).The carbon canister evaporative vacuum purge line was disconnected, to rule out the possibility of a leaking purge valve. Fuel pressure was checked to ensure there was no excessive fuel pressure. The pressure gauge was left on in the car for an extended time to make sure the gauge did not drop off pressure too quickly – that would have indicated a leaking injector.

What else can cause an engine to run rich?The engine breather was OK. If the EGR

valve was stuck open and because this engine was a speed density

engine (meaning it is a MAP sensor fuel controlled

engine) it could be expected to show a

vacuum drop if the EGR was opened at idle. But there was no drop in vacuum when

the engine vacuum was tested, and the MAP had already been manipulated to read a normal value at idle.

It did not fix the fuel trims, so this ruled out the EGR being

the cause of the problem.The O2 sensors were properly checked and I felt confident they were not my issue, but also noted was that the rear O2 sensor was following the front O2 sensor when hot. Obviously the catalytic convertor was no longer effective.

The front O2 sensor controls the short term fuel trim and when the sensor is showing a rich condition, the short term fuel trim will go negative and the engine control module (ECM) will shorten the on time of the injector and vice versa if the O2 is reading lean. But few of us realise that in some vehicles the manufacturer’s software also looks at the rear O2 sensor when calculating fuel trims.With this in mind could the rear sensor be affecting the fuel trims? So again thinking outside the box, I removed the front O2 sensor and ran the car with the sensor sitting outside the exhaust system. My thinking was that the front O2 sensor would read a low voltage due to not being in the exhaust system and the extra oxygen that would be entering the cat through the open hole where the front O2 sensor screws in, will cause the rear sensor to also run lean.

This is exactly what happened, but the fuel trims remained negative,

so I have now proven that the O2 sensors were not the reason for the negative fuel trims (pic 4).If there was a mechanical problem there would not be the correct engine vacuum.

Considering all external possibilities were covered, it

was time to turn to the ECM that manages the fuel trim.

The powers and grounds were confirmed OK, so it was time to question the health of the software. The Peugeot dealer confirmed there was no updated software for this car, so it would seem to be an ECU issue. The car owner opted to take the car as it was because, after all, the original misfire problem had been fixed.Conferring with the TaT Tech Team, I was told that just because the fuel pressure wasn’t dropping rapidly, it did not rule out that it was the injector – and there was a case study to prove it. The Peugeot was recalled and for no charge, the injectors were removed and flow tested, but they were OK. Everything was checked one more time with no new conclusion. The customer was happy to drive the car knowing full well that the MIL could come on.I can’t say my time was wasted. I had covered myself for when the MIL does come on, and I spent the time to relay all the moves to the car owner.

2002 PEUGEOT 307

An investigation of an engine running rich

by Maurice Donovan

1

2

4

Car idling with negative fuel trims and high MAP value

Using the variable resistor to manipulate the MAP sensor value on the scan tool and there are still negative fuel trim readings

3Good engine

vacuum at idle


Working on the principle that it is more profitable

to work smarter than work harder, Snap-on has positioned itself as a leader in vehice diagnostics, with a range of diagnostic tools to meet the demands of the modern vehicle. Snap-on also happens to be the only company that designs, produces and retails its own product range.The company offers online customer training programs and Australian-based technical support. The Verus Edge and Pro models are Snap-on’s premium service weapons that include a four-channel scope for greater ability to test and graph multiple items simultaneously. Verus models are Windows based and feature wireless vehicle connectivity and wi-fi. The fourth generation Verus Edge is Snap-on’s flagship

model, offering a slim, light and rugged unit with a 10-inch touch screen, extremely fast boot-up times, a five-hour battery time, plus a host of service based memory functions to assist workshops. The Solus Edge is an affordable full function bio-directional scan tool. The Modis Ultra offers the same great features as the Solus Ultra plus a two-channel scope and other software features for testing and diagnosis. Scangas Plus is Snap-on’s portable gas analyser that measures exhaust emissions on petrol, LPG and CNG vehicles. It can also be linked to various Snap-on diagnostic tools via Bluetooth.Twice yearly software updates are available to scan tool customers.Snap-on regularly hosts diagnostic roadshows that include training for existing customers.www.snapontools.com.au

Diagnostics can be a snap

A cop in California pulled over a Google self-driving car because it was going too slowly – 24mph in a 35mph zone, causing a back-up of traffic.

Google has a few driverless vehicles on the road, but for safety reasons, they are limited to a maximum speed of 25mph.The spin doctors sprang into action with this lame excuse, ‘We want our cars to feel friendly and approachable, rather than zooming scarily through neighbourhood streets.’It was, Google said, the first time in 1.2 million miles of autonomous driving that one of their cars has received a ticket.Google plans to make these cars available to the public by 2020.

So who did the cop give the ticket to?

Product BriefsThe Automotive Technician

n Specially designed to suit “Pumpe Düse” (PD) and Fuel Stratified Injection (FSI) engines found in Volkswagen Audi Group (VAG) vehicles

n Includes PD fuel pump quick connector, two FSI fuel pump connectors for 1.6, 1.8, and 2.0L FSI engines with Bosch fuel pumps

n Features a shock protected, dual scale test gauge up to 20 bar

n 600mm gauge hose assembly provides ease of access

For more information contact:Tridon on 1300 362 263 or Visit: tridon.com.au

Fuel Pressure Test Kit Volkswagen Audi Group 314925

0460-16 Tat Mag Product Brief

Protex offers a great range of Radiators, A/C Condensers, Water Pumps and Coolant. With proven quality, meeting OE Standards, sourced from world class suppliers and the range continually growing, you cannot look past the Protex Range. Protex is the standard in auto parts.

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For your local stockist details call 03 8369 1300

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To book call 03 5862 3090

AFI-Australian Fuel InjectionCall 1300 000 234Online Catalogue: www.afi australia.com.au

AFI-Australian Fuel InjectionAustralia’s Largest Offering of Engine Management and Emission Control Products and Services.

Diesel/Petrol InjectorsDiesel/Petrol PumpsEGR Valves

SensorsOxygenCrank, CamAir Flow, MAP

Electronic RepairEngine ECU’s – Diesel/PetrolBody Control ModulesABS Modules

Toledo Combustion Gas Leakage Test Kit• Perfect tool to help diagnose cylinder head gasket leaks by detecting the presence of combustion gases in the cooling system• Replacement fl uid available• Compatible with Toledo Cooling System Pressure Test Kit (308550) for comprehensive market coverage using the same adaptorsFor more information contact: Tridon on 1300 362 263 visit: tridon.com.au

Part No. 304000

KF101 is the newest addition to the MAP range.This complete Smart Lock remote key fob suits:Ford EB / ED / EF / EL & AU1

Includes electronics & requires programming. Detailed instructions are available by scanning the QR code on the packaging or by visiting: www.maparts.com.au

Reman Throttle Bodies

Injectronics pride itself on customer service and effi ciency, and in most cases offer 24 hour turn around for test/repair services, getting the end user back on the road quicker! Visit: www.injectronics.com.au for a stockist or contact our tech support team on 1300 308 060 to help diagnose your fault, order an exchange remanufactured product, or to have your own unit tested or repaired.

Injectronics Test & Repair ServiceNeed your electronics tested?

Now available from Injectronics, a range of new and remanufactured throttle body assemblies. The range of vehicles is constantly growing and includes many popular items as listed below:

Visit: Injectronics.com.au for your nearest stockist.

• TB036 Nissan Xtrail • TB050 Ford BA petrol 4.0L

• TB058 Ford BF/FG LPG 4.0L • TB100 TS Astra X18XE

• TB235 VZ V6 Commodore • TB236 VE V6 Commodore

ABS Assembly RepairsInjectronics now repair the ATE ABS/ASC assemble found in numerous vehicles inc: Lancer CJ, Captiva CG, Cruze JG and more. Faults include: ABS light on, no communication with scan tool and fault code C2116. Injectronics require the complete ABS assemble: please insure you seal all pipe outlets to ensure no foreign bodies enter the valve body during shipping. Visit: Injectronics.com.au for your nearest stockist.

Fuel Injection & Engine Management


At OurAuto, we protect, inform and help automotive businesses around Australia grow, by providing

trusted, tailored products and services.

Tech

-Onlin

e

VACC Times Guide Eleventh EditionThe Times Guide for Mechanical Repairs Eleventh Edition was researched and published by the Victorian Automobile Chamber of Commerce

VACC464 St Kilda Road, Melbourne VIC 3004T: 03 9829 1111 W: vacc.com.au© 2013

Times GuideFor Mechanical Repairs

Eleventh Edition

Times Guide

For Mechanical Repairs Eleventh Edition

Tim

es Guide

Tech

-T

alk

Tech

-A

dvisory

1300 687 288 ourauto.com.au

Automotive information at your fingertips

Website and marketing solutions

16-0

31 O

A_T

aT

“I would recommend OurAuto to all automotive

businesses that are looking for a professional service, a website that looks great

and achieves solid results.” Stuart Hunter

Stuart Hunter MotorsMoorabbin VIC

“Tech-Centre is not only able to help you with your

technical repair issues but is able to provide the

most relevant and accurate information every single time.”

Mark Purnell M & J Auto Electrics

Merrylands, NSW

Book a consultation before September 30, and present this ad to receive a FREE Samsung tablet if you purchase a website


Car owners are generally ignorant about the role played

by brake fluid and neither do they understand why fluid levels should be checked and the fluid changed regularly.This research finding has prompted brake manufacturer Bendix to produce a video that might help in workshop communications with customers.Brake fluid is designed with a high boiling point to withstand the extreme temperatures generated during braking and needs to be checked to ensure it meets the exact temperature requirements.Both DOT 3 and DOT 4 are hydroscopic fluids which absorb moisture when exposed to air in instances where the reservoir cap is opened or through brake lines where the moisture level can build up over time through microscopic pores in the line. This is a normal process of the brake fluid’s life cycle and moisture absorption prevents

pooling and corrosion on metal components in the system. Elevated moisture levels over time reduce the boiling point of the fluid, resulting in a reduction in effectiveness of the brake fluid. In hot weather or under heavy braking, moisture can vapourise, causing the system to lock, and leading to a soft brake pedal or complete brake failure.Two common tools are used to test brake fluid – a conductivity tester or a boiling point tester.Conductivity testers estimate the moisture content by converting the conductivity

into an estimated boiling point and, since brake fluids vary in formula, such a test will not provide a result unless the tester is calibrated to the manufacturer’s product when new.The tester recommended by Bendix is one that heats the brake fluid to determine the correct boiling point. Such a test takes less than a minute to accurately measure the boiling point and confirm if the brake fluid has absorbed too much moisture to be safe.In just twelve months, brake fluid will have absorbed approximately 2% water,

reducing its boiling point by 75 degrees. Once the brake fluid has been changed it is important to bleed the system to remove any air bubbles trapped in the line which may cause a spongy brake pedal and in extreme cases, brake failure. Bendix DOT 3 High Performance Brake Fluid is suitable for use in ABS/non ABS disc and drum brakes and hydraulic clutch systems in cars, trucks, buses and motorcycles where FMVSS DOT 3 fluids are specified. This fluid is straw in colour.Bendix DOT 4 High Performance/Heavy Duty Brake Fluid is suitable for use in ABS/non ABS disc and drum brakes and hydraulic clutch systems in cars, trucks, buses and motorcycles. DOT 4 fluid is blue in colour.

Brake advice 1800 819 666 (Aust)+61 3 5327 0211 (NZ)

[email protected]

www.bendix.com.au

www.youtube.com/bendixtv

Video to combat market ignorance about brake

fluid

At OurAuto, we protect, inform and help automotive businesses around Australia grow, by providing

trusted, tailored products and services.

Tech

-O

nline

VACC Times Guide Eleventh EditionThe Times Guide for Mechanical Repairs Eleventh Edition was researched and published by the Victorian Automobile Chamber of Commerce

VACC464 St Kilda Road, Melbourne VIC 3004T: 03 9829 1111 W: vacc.com.au© 2013

Times GuideFor Mechanical Repairs

Eleventh Edition

Times Guide

For Mechanical Repairs Eleventh Edition

Tim

es Guide

Tech

-T

alk

Tech

-A

dvisory

1300 687 288 ourauto.com.au

Automotive information at your fingertips

Website and marketing solutions

16-0

31 O

A_T

aT

“I would recommend OurAuto to all automotive

businesses that are looking for a professional service, a website that looks great

and achieves solid results.” Stuart Hunter

Stuart Hunter MotorsMoorabbin VIC

“Tech-Centre is not only able to help you with your

technical repair issues but is able to provide the

most relevant and accurate information every single time.”

Mark Purnell M & J Auto Electrics

Merrylands, NSW

Book a consultation before September 30, and present this ad to receive a FREE Samsung tablet if you purchase a website

Frequent driving over rough roads full of potholes, or even the

ubiquitous speed bumps can have serious consequences for vehicle suspension, tyres and steering components, according to suspension experts at Monroe.Cumulative damage can occur over a period of months and braking distances may not become evident until there’s an emergency. Workshops in country areas particularly should do their customers a favour by adding inspections of shock absorbers, strut mounts, steering components and wheel alignment to service visits.A vehicle can only stop in the shortest time and steer at its optimum levels of safety when its shock absorbers, struts, strut mounts and bearings are not worn or damaged. The damping action performed by these components maintains

vehicle suspension movement at safe limits, helping the brakes and steering to do their job by maintaining traction with the road at all times. The shock absorbers, struts and associated components also distribute the vehicle’s weight across all four wheels, limiting the transfer of weight from the front to the rear when braking and from side to side when turning.The popularity of low profile tyres in modern cars has also increased the rate of tyre and wheel damage caused by rough roads. Monroe recommends that shock absorbers should be checked particularly when there are obvious signs of tyre and wheel damage caused by potholes.

can cause much more damage than you thinkP tholes

Century Batteries has launched the next generation of

Australian-made batteries that are sealed and maintenance-free.The batteries are a perfect balance between cranking performance and battery life. They incorporate a labyrinth lid system and heat sealed double lid to reduce water loss while increasing electrolyte levels. Their cutting edge plate designs and special paste formulations combine to deliver superior cranking performance, corrosion resistance and heat tolerance.In designing these batteries, Century is keeping up with complex vehicle technology that is placing greater demands on the battery. Century invests significantly in research and

development to keep pace with the next generation of vehicles.The latest sealed and maintenance-free batteries took two years to perfect, plus a multi-million dollar investment in their Queensland based manufacturing facility.

1300 362 287www.centurybatteries.com.au

New batteries sealed and no maintenance


No longer just a magazine

Join the new and improved online TaT network to tap into a world of diagnostic know-how. Easy to join – just follow the online prompts at www.tat.net.au

Don’t you wish your business had a good set of headlights, enabling you to see a long way ahead, and even around corners, so that you could be cashed up

and prepared for any emergency.And don’t give me the old ‘I was trained to fix cars, not balance the books’ excuse.Fixing cars is a trade, for sure, but once you step over the line to become a business owner as well, it follows that you are now really involved in two trades – fixing cars, and running a business to make a profit.By setting up a financial dashboard, a business can monitor and track critical numbers, called key performance indicators.The financial dashboard will contain a number of these indicators, such as the number of jobs invoiced, staff time invoiced, number of complaints and re-works, cash balance, debtors and creditors due, total sales, cost of goods sold. Most of these numbers should be in your point of sale system.A financial dashboard means that all key performance indicators are on one page – easier to see the whole picture and easier to track performance.It means the business owner gets early warnings of problem areas. For example, the dashboard may flash the warning that debtors are on the rise. Something can be done about this before the money in the bank dries up.

A financial dashboard is not dissimilar to a car’s dashboard which is covered in gauges and warning lights. You would hardly recommend to your customers that it’s OK for them to drive around in their new car with only the speedo working and every other gauge and warning light turned off.If running your business feels like driving your business with the headlights off, it’s time to build your financial dashboard. Alone, it won’t make your business more profitable but it will help you make better decisions that will lead to a more profitable business.

Business training – turn on your headlights

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TaT’s extensive online services are just a few clicks away.

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www.tat.net.auThis is where you find the database of

repair solutions, stories from all TaT issues, training programs and much more.

This is where you reap the real benefits of your subscription to TaT.



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