Technician Automotive

Volkswagen Golf 1K

Flap-control error Hyundai Ix35

Window-switch earth Mercedes-Benz C280

ESP warnings Mitsubishi Triton

MAP sensor blocked

Like us on FacebookRepair solutions

Join TaT today www.tat.net.au

• Oils and lubes• Diagnostic equipment• Workshop management• 4WD focus

Your Diagnostic Partner

MEETING THE NEW TECHNICAL DEMANDS OF LUBRICANTS

TechnicianAutomotive

The Issue 75 2020

WWW.TAT.NET.AU

2 The Automotive Technician

Resources now available to help all auto repairers.

Visit Capricorn’s community platform, The Workshop, to access a range of tools to get you through COVID-19 including:

• Government Assistance Directory• TaT Videos• Contactless Servicing Resources• Mental Wellness Information• Member Community Forums • And More

Stay Strong

Join us online at theworkshop.capricorn.coop

The Automotive Technician 3

PublisherThe Automotive Technician Pty LtdABN 27 121 589 80230 Dale StreetBROOKVALE NSW 2100Ph: 1300 828 000(in Australia)or + 61 2 9907 1332Fax: 1300 828 100All communications to:[email protected]

Editorial boardGeoff MuttonJeff SmitJanene Champion

Technical editorJeff Smit

Sub-editorCameron McGavin

General managerGeoff Mutton

Scan Data directorRod Maher

Technical researchDeyan Barrie

Technical assistance moderatorScott Thomas

Technical contributorsBrendan SorensenMark RaboneFrank Massey (UK)Clinton Brett (Diesel Help)Jack StepanianSam NazarianJason Smith

Technical assistance teamBrendan SorensenAndrew KolloscheSideth ChivMaurice DonovanGil SherAnthony TyddWayne BroadyJason SmithMarty HosieJack StepanianMark Rabone

Associate team membersGary HomanPeter HindsGraham PattersonAllen ChamberlainSimon Forsey

ColumnistsGeoff Mutton (TaT Biz)

Advertising inquiriesJanene [email protected] 226 77003 5862 3090

Graphic designRussell Jones Graphic Design [email protected] 0411 817 012

PrintingMcPherson’s Printing Group76 Nelson St, Maryborough VIC 3465mcphersonsprinting.com.au

The Automotive Technician Pty Ltd publishes, in print and on its website, technical advice, case studies and items contributed by its members and readers for the purpose of educating technicians and preparing them for a rewarding aftermarket future.

All 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 contributors or other third parties and published either in print or in digital format online and accepts no liability in relation to such materials or their content.

Newsworthy articles or comments are welcomed, and should be submitted to the technical editor.

All material appearing in The Automotive Technician is copyright.

Reproduction in whole or in part is illegal without prior written consent from the Editorial board.

TaT SD (Scan Data), TaT programs and TaT reviews are exclusive resources to financial members of the TaT network.

All are strictly copyright and must not be published, copied or shared in any manner outside the TaT membership.

All advertisers agree to indemnify the publisher for all damages or liabilities arising from their published or unpublished material.

CONTENTS - The Automotive Technician - Issue 75, 2020

• TaT’s a fact • TaTassist • TaT share • TaT train • Tat Biz • TaT SD (Scan Data)

• TaT programs • TaT reviews • TaT check • TaT find

are all trade names ofThe Automotive Technician Pty Ltd

The Automotive Technician is a member of the Circulations Audit Board.

Audit period 1st April to 30th September 2018. Average net distribution 9795

Affiliated associationsVASA –

[email protected] –

[email protected] Society Alliance Supplier

34 Clinton BrettOil burners live another day

24 Craig BaillsPerception

14 Jason SmithBeing smart with subscriptions and data dollars

12 Frank MasseyVW T5 vibration

32 Frank MasseyFrank’s 2020 Tour Down Under

6 Brendan SorensenCharging for diagnostics

36 Geoff MuttonOnline marketing 101

26 Sam and JackReverse-engineering VSS operation

THE TAT TEAM

Resources now available to help all auto repairers.

Visit Capricorn’s community platform, The Workshop, to access a range of tools to get you through COVID-19 including:

• Government Assistance Directory• TaT Videos• Contactless Servicing Resources• Mental Wellness Information• Member Community Forums • And More

Stay Strong

Join us online at theworkshop.capricorn.coop


s I write this column we are just at the beginning of what will be a long journey out of COVID-19 isolation restrictions and the effects of it.

It’s been a very interesting few months, to say the least.The start of 2020 was very promising; I know first-hand that the first quarter was fantastic. The feedback from so many in the trade was the same.Then everything changed, and so quickly. From late March and into early April was a time of confusion, disbelief and, to be frank, it brought the worst out of some people. Toilet paper comes to mind.The talk around the industry was not positive at all, ranging from the possibility of being shut down completely to a huge downturn in business. How were we going to survive?Well, the dire predictions from so many didn’t occur, at least anywhere near

the levels that were talked about, and thankfully so.The TaT workshops all traded well, mine included; not great, but enough to keep staff employed and the wheels remained turning.Those workshops that were able to communicate with their customers seemed to have fared better than those who could not or chose not to. The more workshops I talk to, the better I feel for our industry and all the great people in it.TaT renewals remained very high during May, with new members still signing up. It made me wonder. Suddenly workshops owners and technicians had a little breathing space, some time during the day to think things over a little more, do some research and use products and services more than they had in the past. What a refreshing change. Interestingly, turnover didn’t drop that much but we seemed to have more time and a sense of peace and harmony existed in the workshop. I wonder how long we can keep it like this?In my case, I suddenly had time to spend thinking and working on my business instead of having my head under a dash or bonnet all day, rushing to get jobs diagnosed and fixed. I have to say it felt good and very productive, not just for now but for the future of my workshop. I also spent more time at home with my direct family and getting to know my neighbours.

It was one of the positive outcomes of the situation we all found ourselves in.I hope my experiences are similar to yours and we all have gained some positives from the COVID-19 pandemic.I know different areas and different types of workshops fared differently but I hope everyone and their families have remained healthy and strong.Let’s hope the last six months of 2020 are smoother and less volatile than these first six.The short-term positive is very few consumers will be travelling by plane for their next holidays, let alone by cruise ship. So when we are allowed to holiday again, the family car will be getting us to our destination, which is great for our industry.I urge you all to enjoy the slower pace and family time because, before we know it, we will be run off our feet getting overdue and neglected vehicles ready for the holidays.At this point we all remain hopeful the Autocare conference will go ahead in Brisbane on October 30 and 31. With a great line-up of world-class trainers and presenters, it will be a must-attend event for every technician who wants to continue to learn and develop their skills and knowledge. I hope to see you there.

This 1998 Toyota VZJ95 Prado came in with its 3.4-litre V6 petrol engine misfiring and running rough.

The engine would start to break down at approximately 3500RPM and struggle to pull past that point. The check-engine light (CIL) had not come on.The customer had been to two other mechanics and both had replaced crank-angle sensors with genuine parts. They were told it was a possible ECU issue.Scanned the ECU for faults but no codes were present. Checked the exhaust back-pressure, which was around 4psi under load.Checked the cam and crank signals with a Pico scope and found the signal from crank-angle sensor was irregular.

Removed the crank sensor and used a bore scope to inspect the tone wheel on the crank gear. Found that two of the teeth had broken off.

The two broken teeth on the crank gear had created a second time-to-digital converter (TDC) signal, causing the engine to hit rev limiter at around 3500RPM.Fitted new crank gear and timing-belt kit. Problem solved.Diagnostic time for the job was two hours and repair time was four hours. Chris KinnaneKinnane’s Car ClinicWEST IPSWICH, QLD

Share your solutions

Want to share a repair solution?

www.tat.net.au/tat-share

Broken teeth cause rough running

1998 Toyota Prado

with Jeff Smit


Developing and delivering products that can support OEMs in their pursuit of fuel economy gains without sacrificing engine performance or reliability is an

ongoing challenge being embraced by leading lubricant manufacturers like Castrol.Increasingly demanding emissions targets, driven by associated government legislation, have forced OEMs to adapt their engine technology and operating conditions to comply. With engine technology evolving rapidly as a result, it’s necessary for key industry bodies to keep pace in defining new testing and benchmarks to provide assurance of a lubricant’s performance to motorists, mechanics and manufacturers.

What’s changing?To cater to the new technical demands placed on lubricants, both the API (American Petroleum Institute) and ILSAC (International Lubricants Standardisation and Approval Committee) have evolved their latest petrol standards with the introduction of new specifications for 2020 – API SP and ILSAC GF-6 respectively – with each delivering enhanced performance benefits over its predecessor.Both API SP and ILSAC GF-6 seek to provide assurance around low-speed pre-ignition (LSPI), something that’s increasingly a concern for today’s smaller turbocharged direct-injected petrol engines. In the case of ILSAC GF-6, this involved the addition of a specific LSPI testing criteria compared to ILSAC GF-5 (Ford LSPI test), with the new test differentiating between oils that minimise its occurrence and those that may contribute to it.Beyond this, more demanding testing and standards now apply, focused on wear, sludge, oxidisation and fuel economy, with three new tests and four upgraded tests being added to the criteria for ILSAC GF-6 approval.

For the first time, the ILSAC GF-6 specification will be split into two sub categories – GF-6A and GF-6B – depending on the oil’s viscosity grade and high-temperature high-shear (HTHS) viscosity requirements.ILSAC GF-6A, more commonly referenced as simply GF-6, replaces the current GF-5 specification in the market. Being backwards compatible, it is approved for use where OEMs call for older specs such as ILSAC GF-5 or ILSAC GF-4.In the case of ILSAC GF-6B, this specification meets all the same performance criteria of GF-6 but has a lower HTHS specification. It is applied to the SAE 0W-16 viscosity grade and is not backwards compatible to earlier ILSAC specifications due to the change in HTHS specification.

API SP includes all ILSAC requirements, while at the same time providing performance requirements for oils that do not fall under ILSAC-member recommendations. API SP is backwards compatible to all prior API petrol standards.Selecting lubricants carrying API SP and ILSAC GF-6 approvals is a way for workshops to ensure they’re using products benchmarked against the highest standards and specifically designed to meet the demands of today’s most advanced vehicles, including those otherwise prone to damage caused by LSPI.

For more information, or to discover Castrol’s range of API SP and ILSAC GF-6 products, visit www.castrol.com.au

An oil revolution –

What’snew?


Charging for diagnostics

We recently had a common-rail diesel (CRD) booked in for a first-visit service with us. As we were going through the morning drop-off procedure, those familiar words rang out – ‘By the way, can you just have a look at (insert vague, intermittent problem).’

After some targeted questions that revealed this was the real reason they had brought the car in for a service, I determined that it would intermittently idle poorly. It had even cut out while slowing down for traffic lights twice in the previous month but both times it had started back up straight away and then it had run fine.We now had some direction on what we were chasing. That was when the customer asked, ‘So what do you think it is?’As is our procedure, I said that my job was to gather evidence that would lead to a repair, not taking guesses. I explained that just starting testing to determine problem, separate to the service, would require an initial testing fee of $130. I said that, depending on our initial findings, we might either come to a conclusion or we would contact them to discuss if further testing was needed to find the root cause. The customer agreed this was reasonable and gave us the go-ahead.I’m by no means preaching this as gospel and encourage you to do what works for your business and circumstances. The dollar amount, and time you aim to stick to in this first testing period, will be based on all kinds of variables, including location and expertise. The main thing is both parties reach an agreement right from the start – you need to go from a ‘Can you take a look?’ situation to easing the customer’s fears by giving them some opening dollar amount and structure to follow, along with the feeling that you are following a procedure.

We find this approach works well at our shop and we aim to keep this initial time spent to an absolute maximum of one hour, though it can often be around 30 minutes. This is usually enough time to confidently nail a simple vacuum leak, oxygen (O2) sensor heater circuit or easily accessed ignition coil. For more complex problems, that time may be spent entirely on sifting through and

documenting all available data such as freeze-frame and OBD-II Mode 6, allowing you to return to the customer with an indication of what further testing will be needed and a rough guide of how complex the issue may be.With experience, you will get a feel for where you need to head to after this initial testing period. It is important to manage the customer’s expectations. Some problems will have a clear

diagnostic path and require only two or three possibilities to be crossed off, with a likely solution after another hour. You can explain this to them and request approval for a certain dollar amount to perform this further testing, after which you will return the results and discuss where you need to proceed to next.On the other hand, there can be curly problems, intermittent issues and ones that don’t even seem rational. There is no sugar-coating this – you need to be upfront. As technicians, we want to nail the problem and we often spend hours chasing it. I’m often guilty of letting the problem consume my entire home life, too, and I know from my work on TaTassist that many of you are, too.When an initial assessment uncovers one of these difficult problems, I find it’s no use wasting 15 minutes every hour to down tools and get out of ‘the groove’ chatting with the customer and begging for more time. For those unusual jobs, I’ve taken to returning from the initial period and laying down the facts,

a general plan of attack, and the reality that it may take several hours to diagnose the issue, while proposing a cap of, say, $500 (depending on the problem) for this next testing period.This usually separates the customers that actually want the problem fixed from the ones you burn a lot of time on without reward. Naturally some will ask if this will be the total amount

2

1

A diagnostic cart is essential. Having your most commonly used items at your fingertips will cut down the time you actually spend, although this shouldn’t mean cutting your fee.

Much more than a code reader, a scan tool is still often a good place to start, allowing you to gather data from all sensors quickly and operate bi-directional tests, as well as gathering freeze-frame and Mode 6 data.

with Brendan

Sorensen


but all you have to be is honest. There really is no way to tell but if the full testing time is required, I will put together a report that includes all evidence so far and the possible root causes. If we arrive at a conclusion well ahead of the allotted time, we won’t need the full $500.For these jobs I recommend not charging hourly while consuming this agreed cap for the period but you should take things on a case-by-case basis and consider the expertise and tooling required – I haven’t trained and invested 10 times what the guy the down the road has so I can do it 10 times faster and charge 10 times less. At any point, after the initial period or any further down the line, the customer can decide to opt out. This can be anything from ‘The problem doesn’t really bother them’ to they own a Holden Captiva and the evidence is pointing to a few possibilities, with each costing more than the car. This is fine and, regardless of their reason not to continue, they will be presented with all the evidence so far, documented test results, a summary and the previously agreed invoice.Because of our opening dialogue, it is clear from the very start that they are paying for testing to gather evidence, not necessarily a diagnosis.It is OK for you to opt out, too. No-one is a specialist in all areas and, while I am all for investing an hour or two in training up ‘on the job’ with a certain system, you’ve got to know when to hold them and when to fold them, so to speak. If you don’t have the tooling and specialist knowledge for a particular system, and don’t intend to deep dive into it as a new revenue stream, it is often best to swallow your pride early on and refer them to a specialist in your area if possible. It is not unheard of in this era of coded modules to go into something blindly with good intentions and end up with a car that drove in but now won’t even start.

3

More advanced techniques will often be carried out after your initial testing period – and after the customer has approved additional testing time.

ENVIROTEK.NET.AU | 1300 584 665

DIESELPOWER BOOST Removes Carbon Build Up Restores Lost Power Improves Fuel Consumption Cleans & Regenerates: DPF, EGR & Intake Manifold

Contact us today.We’re looking for new distributors.


The ET0090-OBD Car Scope i-Tester (pic 1) is a portable engine test tool that can be used for performing an

engine relative-compression test. It’s also a volt meter.If you aren’t frequently performing relative-compression tests, you would normally use a Pico scope (or the like) with a high-amp clamp connected around one of the battery cables, then disable the engine from starting by disconnecting fuel pump or relay or unplugging the coils or fuel injectors.

The ET0090-OBD uses the same principle for the relative-compression test but measures the battery-voltage rather than current-draw variations as the starter rotates. The little bonus with this tool is that it comes with an OBD-II cable that connects to the vehicle’s OBD-II connector, so it obviously gets its power and ground from pin 16 battery (positive) and ground from pins 4 and 5 of the OBD-II connector (I know this because I double-checked!).The tool also comes with two other leads. One connects straight to the battery posts if that’s your preferred method of connection. The other is a synchronisation (sync) cable with a BNC (Bayonet Neill-Concelman) connector that plugs in to one of the two BNC fittings on top of the unit. The cable can then be connected to the petrol or diesel injectors or primary ignition wire. This cable is only used if you would like to sync a particular cylinder, making it possible to work out from the firing order which cylinder is the problem one.Note that the sync cable is not required to perform a basic test – the unit will work fine, you just won’t know which cylinder is the problem one.

An inductive pick-up (not supplied) can also be used to sync a cylinder.The tool is very quick and easy to use:

1. Connect to the OBD-II connector or battery terminals with your chosen cable (pic 2).2. Set up the menu (i.e the number of cylinders the vehicle has), then select no sync or method of sync (pic 3 and 4).3. Crank the engine until the display reads ‘stop cranking’ (pic 5 and 6).4. The unit then analyses the data in about five seconds and displays the results in bar-graph form (pic 7, 8, 8a and 9).This tool is a very quick and simple way to get a quick reading that can rule out (or confirm) an engine-compression problem, especially on a diesel with glow plugs that are difficult to access or have a high risk breaking. The same goes for petrol engines with difficult-to-access spark plugs.The test results can be saved to the Micro SD card in the bottom of the tool and printed later. The tool also can be used as a volt meter.Just remember that any relation-compression test should be used as a guide only. For example, if you had a four-cylinder engine with four evenly distributed, moderately bad or bad cylinders, the reading would show as good, so be careful. Nothing is as good as an old-fashioned mechanical compression test using a gauge.In saying that, I believe the Car Scope i-Tester (by Ditex) is an ideal tool for every workshop when you consider today’s real-world time pressures, even if you are already using a Pico scope (or the like) for relative-compression testing. The OBD-II cable testing is a really cool feature for basic, quick and easy remote-style relative-compression testing.

Top Tool – Endeavour ET0090-OBD Car

Scope i-Tester (by Ditex)

Equipment reviewsJason Smith

3

4

5

6

7

8

8a9

2

1


UNLOCK THE VERY EDGE OF PERFORMANCE

CASTROL EDGE WITH FLUID TITANIUM. STRONGER UNDER PRESSURE.

www.castrol.com.au/edge


This 2012 Nissan Navara D40 with the V9X V6 turbodiesel/auto drivetrain came in with the customer concerned about problems with the anti-

lock braking system (ABS) and a squeak in the right-front suspension. The traction control and stability control (VDC) lights were also flashing.Road-testing the vehicle revealed a constant squeak noise in the right-front that was easy to diagnose while oscillating the shock absorber on fellow workshop AVR Automotive’s Maha test lane. It was the upper shock-mount washer rubbing on the chassis due to the top rubber starting to wear.That wasn’t the only problem. If you started the vehicle and went straight down the road, then turned left, the brakes would be applied to what felt like the right-front wheel.A vehicle scan brought up the following codes:• C1143 – Steering-angle sensor circuit fault.• P1585 – G-sensor.• P1808 – ABS sensor abnormal• U1000 – CAN communication abnormal.The steering-wheel position was also down about 30 degrees to the right.Cleared all of the codes and reset the wheel alignment, making sure the steering wheel was straight, then recalibrated the yaw/G-sensor and the steering-angle sensor (SAS).Road-tested the vehicle again and the same problem occurred when the brake was applied while turning left. The only code that came up this time was an SAS code.The steering angle was still reading zero on the live data, regardless of steering-wheel position. That meant the vehicle could not understand why the yaw sensor showed it going sideways when the steering was still straight ahead, so the brakes were pulsing to correct the perceived condition.Communicated with the customer that there was an SAS fault and he then told me that the problem had started occuring after a wheel alignment a few weeks before. The clock spring for the airbag had also been replaced. Removing the steering wheel uncovered the problem. The aftermarket, online-sourced clock-spring centre was the wrong diameter – too small – and was not mechanically turning the SAS.Installed an OE clock spring into the existing SAS, then reassembled the steering wheel and recalibrated the SAS and yaw sensors. A road test showed that everything was now all OKCharge out was four hours and a wheel alignment. We performed shock-absorber tests and brake inspections as well. Gary HomanNudgee Automotive ServicesBRISBANE, QLD

ABS issues

Want to share a repair solution? www.tat.net.au/tat-share

2012 Nissan Navara D40


New clock spring about 55mm diameter.

Old clock spring about 40mm diameter.

Steering-angle sensor (blue item) engaged by the new clock spring’s drive tags.

Steering-angle sensor (blue item) not engaged by the old clock spring’s drive tags.


Your name here

Bosch Car Service is a global network of over 10,000 premium expert workshops who partner with Bosch to gain the framework that enables them to work on their business, rather than in it.

Support features include:

National Marketing Professional Branding

Business Coaching Partnerships

Nationwide Warranty Networking

eXtra - Points loyalty program Bosch Support

Energise your workshop with Bosch Car Service

The largest network of independent workshops in the world!

www.boschcarservice.com.au

Visit: www.boschcarservice.com.au

0664 Bosch TAT Magazine A4 Full Page Ad.indd 1 11/5/20 5:09 pm


While preparing this month’s column, I came

to the conclusion that a short explanation of the behind-the-scenes process would be helpful. All the topics I have presented over the years have been prepared from issues in our workshop. This guarantees authenticity and technical credibility.

The topic this month is a Volkswagen T5 van that was suffering from severe vibration. I will begin by explaining that no repair authority was given at the conclusion of the diagnosis. The decision was based on value versus repair cost and not through any disagreement. All costs were paid without objection.

The owner was a customer known to us who often used the vehicle over extended distances between Lancashire and Cornwall in the UK. It was in Cornwall when the vibration problem began. The vibration was present with the engine running and the tone would change and the intensity reduce when full steering lock was applied.

A new alternator and power-steering pump had been fitted in Cornwall but had no effect on the vibration.

That was when the owner made the decision to drive the vehicle to his regular trusted repairers – us! Brave to say the least.

The diagnostic process had already begun in an obscure way because the van reached us with no additional problems. The power delivery was reported as normal, suggesting the primary rotating engine components were working normally.

Our initial checks were visual and a full serial evaluation also showed no reported errors. The problem appeared to be mechanical in nature with no collateral influence.Before discussing the laws of physics when applied to a motor vehicle, let’s explore what vibration is and how it can escalate the end cost if not accurately diagnosed.

Vibration is mass energy from a source through the transfer path to a respondent. Not only is it wasted energy that could be converted into traction, it will also lead to premature component failure.Vibration is experienced in three ways – feel, sound and sight. How we experience it depends on the amplitude and frequency. High-mass energy occurs at lower frequencies and

is more likely felt and heard. Low-mass energy occurs at higher frequency ranges and is often felt and seen.Vibration has traditionally been diagnosed based on opinion rather than evidence. What’s the problem with that? Finish reading this and you will understand the problem and risks. Vibration can also be affected by the transfer path and respondent. For example, a high-mass vibration may be amplified by a light body panel or vehicle trim.Succeeding with noise,

vibration and harshness (NVH) issues requires you to first forget that you are working on a specific system and focus on frequency and amplitude. The motor vehicle is a series of mechanical systems in permanent conflict, a little like a modern marriage! It involves multiple components with mass differential (weight), vector conflict (direction), frequency (speed) and amplitude (volume).

VW T5 vibrationFrankMassey

1

2


The Pico NVH kit uses a three-dimensional accelerometer and microphone, or multiples of. They convert mass into a pictorial graph, bar chart or three-dimensional topography.The primary requirements are engine speed via the serial port or optical input, transmission ratio data and tyre size. With this information, the software will distinguish the area of responsibility, along with any collateral transfer path and respondent frequencies. Further discovery is possible by entering individual component-rotation ratios. For example, the power-steering pump.Physics lecture over, now onto the T5. We did not need to enter tyre size because the vibration was present with only the engine running. Crankshaft data came via a Mongoose serial interface with the accelerometer mounted directly on the engine.Take a look at the initial image (pic 1). The left scaling is mass in milli gravity (milli-g), the base scaling is frequency response. E1 represents the crankshaft, E2 represents combustion mass. The cursors represent the number and ratio of events corresponding to E1.You can see that the vibration in the centre of the graph has no relationship with the crankshaft frequency or combustion events. Or, in other words, the frequency is higher (i.e. lighter mass) than E1/E2.

Now we need to evaluate the engine mechanical auxiliaries. These are driven by a complex geartrain at the rear of the engine.Take a look at the next image (pic 2). Note that the tension sprocket houses a counter-rotation spring arrangement.Now for the maths based on the geartrain ratios. The alternator ratio is 2.62:1, the power steering/air-conditioning is 1.59:1Let’s examine the revised image (pic 3). E1 frequency

13 hertz (Hz) x 2.62= 34Hz, so the vibration is caused by the alternator mechanical-drive system. There is a driveshaft and drive coupling that transfers drive to the alternator. The secondary event at 66.6Hz is a respondent event, probably body vibration.Now for the knockout punch. The tension gear sprocket is not available separately. In fact, you must buy the complete short engine! I seem to recall being informed that it was £5500 ($AUS10,925), notwithstanding the labour cost to build and fit it into the chassis.An uneconomic repair was diagnosed without any intrusion whatsoever. The diagnostic time was half an hour, plus the ubiquitous coffee break.Convinced? Then join our NVH training program. Or pay me and I will come and listen to your noises.

Frank Massey is a leading automotive technical trainer and writer in Lancashire, England. www.autoinform.co.uk

3

Holding Australia Togethersince 1968

®205 Arden Street, North Melbourne VIC 3051

T: (03) 9325 9090 F: (03) 9329 2452E: [email protected]

www.championparts.com.au


$$$T

his column is not at all technical; it’s about being smart where you spend your hard-earned money on monthly/yearly subscriptions. I’d also like to explore how learning or training courses are time and money well spent.

This is a subject that’s been on my mind when I meet and talk with TaT members, technicians and mechanics, whether in day-to-day scenarios or trade shows and training courses.Recently I was talking to a friend and fellow TaT member. When I suggested he check out some paid online learning resources, his response was, ‘Jace how many subscription do we need? It seems all I do is pay for subscriptions, I feel I’m wasting money’. When he told me some of the subscriptions he had, yes, a few were questionable. I’m not telling you here how to run your business. I just want TaT members to know their membership is money well spent and get them to try some new things. Remember, there’s no harm in trying different or new things in any part of your life.Personally, I couldn’t live without TaT or the TaT website. I use the latter everyday and always have it at the ready on my diagnostic bench (pic 1).

Subscriptions

If you are reading this, there’s a good chance you are probably already a TaT member. But are you using your TaT membership to the best of its ability?I’m fortunate to meet with many TaT members at trade shows, training courses and just out and about. However, when I ask, ‘Do you use the website regularly?’ I am surprised how many say, ‘No’. Not using the TaT website, or any website for that matter, could simply be due to a fear of technology. This needs to change.For that reason, I’d like to highlight some of the benefits of TaT membership you might not know about.The TaT website has a whole world of resources available to all members. Don’t be scared of it – even a technophobe like me has little trouble navigating it because it is very well set out, easy to use and navigate. You can start with the search function on the home page simply by typing some key words related to what you are looking for (i.e. make and model of a vehicle or a fault code) and then pressing ‘search’. This will search the entire website for anything pertaining to that car or fault code.New material is added to the website daily, in particular repair solutions and good scan/scope data.Now for a more in-depth explanation of the tiles found on the TaT website home page.

Left side of the home page in yellow

Repair solutions – Known faults and fixes for vehicles. Good scan/scope data – Hundreds of data parameter

identifications (PIDs) and oscilloscope captures of known good vehicles, an ideal resource for diagnostic jobs.

Fault-code database – Fault-code listings and definitions. Acronym database – Definitions of abbreviations used in the

automotive industry. Technical videos – A list of short training and information

videos.

Centre of the home page in red

OEM resources – Helps TaT members access manufacturer factory-service and repair information. This basically sends you to the OE website.

Diagnostic programs – Personally, this is my favorite part of the whole website and I use some of these programs every day. The list shown includes only a few of the extremely useful programs that are available.• Hyundai/Kia radio-code calculator – Generates the radio security pin code for Hyundai and Kia models.• MAF sensor and VE calculator – The TaT Scan Data mass air flow (MAF) sensor and volumetric-efficiency (VE) calculator allows you to input engine size, RPM, air temperature, air flow and barometric pressure to calculate estimated expected MAF sensor value and engine volumetric efficiency. Use this tool to test MAF sensors and check for engine breathing problems.• Ohm’s-law calculator – Use the Ohm’s-law calculator to calculate ohms, volts, amps or watts. I use this when calculating diesel glow-plug amp draw.• Parallel-resistance calculator – This time-saving calculator will calculate the total resistance of resistors in a parallel circuit. Select the number of resistors in the circuit, enter the value of each resistor into the fields and press calculate. I also use this when calculating diesel glow-plug amp draw.• Compression waveform viewer – Load compression waveforms created with an in-cylinder pressure transducer to show 30 and 180-degree increments and valve-event flags. Includes a valve-timing database to store and share your vehicle valve events. It features moveable pressure and degree cursors to mark out events and accepts drag-and-drop and multiple images.• Fuel-injector cleaning database – If you perform injector-cleaning services, this handy little database tool might be just what you need. Store all injector-cleaning results for future reference. Create and print out a before-and-after report displaying the results of the cleaning to give to the customer.• Sync calculator – Calculator tool for measuring the camshaft and crankshaft-position sensors’ alignment. Enter the reference waveform, then the suspect waveform measurements taken from the camshaft and crankshaft sensors and this tool will do the math for you and give you a result showing how far the suspect camshaft timing is out of sync.

Diagnostic checklists – When facing a diagnostic challenge, and in the rush to get the job done, it is easy to miss some of the basic tests that should be done before sending in a TaTassist request.

Member directory – Use this to look up fellow TaT members. Automotive web links – List of automotive supplier and

technical links.

Being smart with subscriptions

and data dollarswith Jason Smith


Right side of the home page in blue

Technical assist – Where you go to submit a technical-assistance case or help other members.

TaT magazine – Electronic versions of all previous TaT magazines.

Equipment reviews – Read equipment reviews before you buy or write your own review.

TaT share – Share a repair solution. TaT training – Search for training

courses in your area. Don’t let the TaT website and its valuable resources go to waste. I use them every day and they save me time and make me money.

Data providers

Obtaining good, reliable automotive data is now a necessity in a modern workshop but the monthly/annual cost can be a financial burden on your budget. In saying this, don’t forget that the cost should be passed on the the customer – after all, you are using this information to repair their car, so data should be charged out just like any spare part you use. This should make the cost of a subscription more manageable or profitable.Some of the best-known aftermarket data providers in Australia include:

Haynes. Autodata. Repco Autopedia. The Victorian Automotive Chamber of Commerce (VACC).

Boyce. Rellim.

And the list goes on. I’m not going to get into which data providers are good or not – they all have their strengths. It comes down to personal preference, so use the one that suits you and your business. Remember, there’s no harm in trying something.

A few points to remember

A limited version of Autodata is available to all Capricorn members. Some vehicle manufactures offer good vehicle information and data to aftermarket workshops via their websites, with varying lengths of subscription times and costs. Links to the manufacturer’s websites can be found on the TaT website. Some useful information can also be found within your scan tool or oscilloscope. I know my G Scan 2 (pic 3 and 4), Snap On (pic 2), Pico and Ross-Tech all have great resources, testing procedures, sensor pin outs and even some basic wiring diagrams within their menus, so get searching.Some subscription-based learning resources (i.e Diagnostic Network and scannerdanner.com) have a lot of information shared by other technicians that can also be used to help with diagnosis and learning.

Training courses and learning

We all know there are a lot of organisations that are very happy to take your money, whether it’s for a subscription, a licence for a scan tool or for a data provider. However, spending money on learning can be a valuable resource and allow you to move forward in our changing industry.As you would know by now, both myself and the entire TaT technical team attend as many training courses as we can to better ourselves, our businesses and the TaT network. We all believe any training is good training. Personally, I have found that I walk away having learnt something from even the most basic (and sometimes free) training, so I’d say most training courses are time and money well spent.

Advanced training – be prepared to pay

I was chatting with a technician one day at a car show and asked him what training he did to keep up with our industry. He said he was put off by TaT training because it was too basic. I thought this was very strange, so when I questioned him some more I found he had only attended free information nights run by a supplier. I pointed out you get what you pay for and needed to remember these trade or information nights were run by suppliers, meaning they had to cater for all levels and abilities in the room, from trainee all the way to highly skilled diagnostic technician. I then pointed him towards TaT’s oscilloscope training, as well as training opportunities with Frank Massey, Diagnostic Network and Scanner Danner. There are numerous other training providers that can be found in TaT magazine, all of which run courses you need to pay to participate in. I recently attended a reasonably cheap training night, where I found most of the topics were very basic and quite low-level. However, that list also included BMW Aftersales Online System (AOS) and I learnt a lot about it. A few days later I found myself sharing some of the information with two TaT members,

which helped them out, too. Further to that, if you find yourself at a training course that is below your aptitude, don’t be the smart alec in the back row disrupting the presentation – it’s not a good look. Technicians have paid good money and taken time out of their busy schedules to attend. If you go with the right attitude, you will learn something.I’ve noticed a change this year in some of the training courses I’ve participated in, with many of the guys and girls turning up with the right attitude, trying hard, being willing to learn and realising they will be left behind if they don’t put some time, effort and money into learning. If you’re still thinking you don’t have the time or the money to do any of this, at least try setting aside some learning time. I set every second Tuesday night aside for learning, which could be anything from reading, watching a learning video or trying new tools, test procedures or oscilloscope training in the workshop, either by myself or with others.Happy subscribing and learning.

1

2

3

4


Schaeffler’s Automotive Aftermarket division says chain drives are the future and we should

expect a significant increase in the share of chain-driven engines in new vehicles until 2030.Schaeffler has more than 100 years of experience in chain drives and is one of the largest OEMs in the field. It also supplies the independent spare-parts market with a wide-ranging portfolio of repair solutions for chain-driven timing drives.

Repairing the timing drive in the 1.2-litre TSI petrol engine fitted to VW Group vehicles (Volkswagen, Audi, Skoda) can be complex and time-consuming work. In the event of a malfunction, all parts must always be replaced to guarantee a sustainable and durable repair.To make repairs faster and easier, Schaeffler has developed the new INA Timing Chain Kit for VW Group 1.2-litre TSI engines (part number 559 015 630). The kit is suitable for vehicles from 2008 on and contains more than 25 parts, including all required components for a complete and professional repair. In addition to timing chain, chain tensioner, slide and guide rails, this repair solution includes the crankshaft sprocket,

necessary gasket and all required mounting

parts.Every INA Timing Chain Kit comes with the chain additive Chain Protect,

developed together with

Liqui Moly, for optimal lubrication

and extra protection.

This is designed to reduce running-in wear after chain-drive replacement by up to 20 percent and help to increase the service life of the chain drive.A special tool for removing and reinstalling the crankshaft sprocket (part number 400 0588 100) is also available.

For more information or to sign up for free access to technical resources, including intallation videos and brochures, go to www.repxpert.com.au

Chain drives on the increase


The electric driver’s seat in this 2009 Chrysler Voyager diesel was not working.

Suspected the main fuse for the electric-seat control was blown, so checked the fuses. This confirmed a dead short on the seat circuit.Disconnected the three motors under the seat and checked at the fuse terminals but it was still shorted. Then disconnected the seat harness under the seat and the short was gone.Was unable to alter the seat’s position and unbolt the rear of the seat, which meant removal was going to be quite difficult.Inspected the wiring harness under the seat as best as possible and found that it had broken away from its securing bracket. It looked like it had been crushed when the seat was lowered.Pulled the wiring through and you could see where it had broken. Made sure the damaged part was clear of the earth and jumped the fuse connectors, then reconnected the seat

harness and moved the seat to full height.This allowed sufficient access to make the repair. Put the harness into its conduit and resecured so it would not get crushed when the seat was lowered. Problem solved.Diagnostic time for the job was one hour and repair time was half an hour.Andrew SlaboszMechanics 2 UROCKLEA, QLD



Electric seat blowing fuse

2009 Chrysler Voyager

HIGH PERFORMANCE, LOW DUST & LOW NOISE!Bendix Ultimate+ brake pads provide even greater stopping power utilising an advanced ceramic formulation. The high friction formulation adds advantages including low dust generation, low braking noise and even greater resistance to brake fade at higher temperatures.

Find solutions for every brake job at www.bendix.com.auOr freecall the Bendix Brake Advice Centre on 1800 819 666Bendix is a trademark of Garrett Advancing Motion Inc.


To access the entire Repair Solutions database www.tat.net.au/tats-a-fact

VWGO12128VOLKSWAGEN GOLF 1K 2012Four-cylinder

Repair solutions

Customer complaintThe vehicle, a 1.4-litre TSI petrol/auto model, was suffering from poor running and lost power.

Problem summaryThe customer had brought vehicle in for a second opinion on the fault.The dealer had previously replaced the water pump and supercharger-clutch assembly due to the same complaint.

Diagnostic sequenceRoad-tested the vehicle and experienced the issue as described.Noticed the intake system appeared to be drowning in engine oil (pic 1).Some research showed that it is not unusual to see some oil in the intake pipes (pic 2).

Scanning the vehicle brought up the following code: • P10A0 – IAR regulating flap control system error.

Fault descriptionFound that the J808 flap-control motor assembly was not working correctly.This was causing incorrect air to go into intake between the supercharger and turbocharger.Removed the assembly (pic 3) and all of the intake plumbing (pic 4 and 5), then cleaned it all out. The flap-motor assembly (pic 6 and 7) was found to be intermittently playing up.

Fault solutionA new regulating flap-control unit was fitted.

Reassembled, cleared codes and tested. Road-tested the vehicle and rechecked for codes. Problem solved.

Recommended time Diagnostic time was 3.5 hours, taking

into account preparation and research. Repair time was 2.5 hours, taking into

account location of parts and carrying out the repair to a tested outcome.

1

4

2

5

3

7

6


Customer complaintThe electronic stability program (ESP) and run-flat warnings on this vehicle, a petrol V6 model, were showing on the dash.

Problem summaryThe owner had just noticed the issue. There were no other drivability issues.

Diagnostic sequenceScanning the vehicle brought up the following codes:• C3266-7266 – Consequential fault.• C1938-5938 – Steering-angle sensor

N49.• C2112-6112 – No CAN message from

N10.1 (front signal aquisition module [SAM] with fuse and relay module).

Cleared all codes, road-tested the vehicle and it played up again.

Tested the stop-light switch operation as this can be a common problem.

Checked the related fuses and checked the tyre pressures. All were correct.

Fault descriptionResearched the issue and isolated it to the steering column and steering-angle sensor (SAS, pic 1).

Confirmed that the sensor was intermittent in operation by watching the live data. When turning the wheel, the SAS signal just dropped out.

The replacement unit came as a complete column housing with the switches, clock spring and SAS.

With the steering wheel removed, the housing unclips by pressing the release button (pic 2). This unlatches the securing clip (pic 3).

Made sure the connector plug was disconnected prior to lifting it out of the way.

Fault solutionReplaced the complete assembly (pic 4), then reassembled the column, recalibrated the SAS and cleared the ESP codes.

The vehicle road tested OK. The ESP and run-flat warnings did not come back. Problem solved.

Recommended time Diagnostic time was one hour, taking

into account preparation and research.

Repair time was two hours, taking into account location of parts and carrying out the repair to a tested outcome.

MERC208320MERCEDES-BENZ C280 2008Six-cylinder

Repair solutions


1

2

43Underside view and connector plug.


Two Industry Leaders Offering You... EFFICIENCYINNOVATION VALUE

SOLUTIONSINCREASED REVENUE

The world’s bestselling asymmetrical hoist is now even more versatile, with the low profile TRIO arm. The patented, two-piece, three-stage arm accommodates a wider range of vehicles, and allows for quick positioning of the load pad to the vehicle pickup point.

Key Features

ROTARY SPOA10 WITH TRIO ARMS

• 4500 kg lift capacity • True asymmetrical, turned column design • Two-piece, three-stage load arm• Low profile load arm design• Sliding adaptor for pickup point flexibility• 2 stage adjustable load pads • 100 mm minimum load pad height• TA chassis lifting adaptors as standard• Optional SpotLine™ & LockLight™

Rotary’s new XA10 wheel alignment scissor is a versatile, wheel alignment ready hoist. With its open front & rear design and extra high lift height it’s the ideal hoist for workshops specialising in both general service & wheel alignment work.

Key Features

ROTARY XA10 ALIGNMENT SCISSOR

• 4500 kg lift capacity • Open front & rear between platforms• 4800 mm platform length• Recessed wheel alignment kit• Adjustable spacers for multiple turnplate positions• 2100 mm rear slip-plate length• Full chassis design for added strength• Two air operated jacks supplied as standard• LED light kit for under vehicle illumination

Perform wheel alignment checks in under 60 seconds!Hunter Engineering’s industry-leading wheel alignment systems use precision cameras to measure the position and orientation of targets mounted to each wheel and provide alignment measurements with pinpoint accuracy.

Key Features

HUNTER HAWKEYE ELITE ALIGNMENT SYSTEM

• Perform wheel alignment checks in under 60 seconds• Patented QuickGrip wheel adaptors - no metal-to-metal

contact – Designed to grip the tyre not the rim!• Patented light-weight 3D target design for extremely fast

readings• Exclusive QuickComp allowing the user to compensate all

wheels & capture initial measurements in one motion • Patented four high-resolution cameras provide

measurements with pinpoint accuracy

Quick Check Drive Inspection system provides automatic alignment results in an instant. As the vehicle drives through, Quick Check Drive (QCD) provides touchless total toe & individual camber readings, whilst Quick Tread Edge (QTE) measures tread depth & tyre edge wear.

Key Features

HUNTER QUICK CHECK INSPECTION SYSTEM

• Increase profitability straight from the driveway!• Analyses data live & instantly displays results with no

stopping & no labour!• QCD includes 8 cameras & 32 laser sensors to accurately

inspect camber & total toe, together with 4 high-definition cameras for automatic body image capture

• QTE automatically measures tread depth of each tyre from edge-to-edge in seconds, whilst increasing accuracy by eliminating guesswork & manual inspection

Do You Sub-Out Wheel Alignments?Bring them in-house today with Rotary & Hunter to

generate your shop an extra $300k in revenue per year!*

Ask Us How!

How Many AlignmentsAre You Missing Out On?

QCDI in your service driveway will check

every vehicle entering your shop!

*Based on 14 wheel alignments per day at $79 per wheel alignment using Rotary XA10 & Hunter Hawkeye Elite. June 2020. E&OE.

Phone: 1300 366 252www.precisionautomotive.com.au

What AreTrio Load Arms?


Two Industry Leaders Offering You... EFFICIENCYINNOVATION VALUE

SOLUTIONSINCREASED REVENUE

The world’s bestselling asymmetrical hoist is now even more versatile, with the low profile TRIO arm. The patented, two-piece, three-stage arm accommodates a wider range of vehicles, and allows for quick positioning of the load pad to the vehicle pickup point.

Key Features

ROTARY SPOA10 WITH TRIO ARMS

• 4500 kg lift capacity • True asymmetrical, turned column design • Two-piece, three-stage load arm• Low profile load arm design• Sliding adaptor for pickup point flexibility• 2 stage adjustable load pads • 100 mm minimum load pad height• TA chassis lifting adaptors as standard• Optional SpotLine™ & LockLight™

Rotary’s new XA10 wheel alignment scissor is a versatile, wheel alignment ready hoist. With its open front & rear design and extra high lift height it’s the ideal hoist for workshops specialising in both general service & wheel alignment work.

Key Features

ROTARY XA10 ALIGNMENT SCISSOR

• 4500 kg lift capacity • Open front & rear between platforms• 4800 mm platform length• Recessed wheel alignment kit• Adjustable spacers for multiple turnplate positions• 2100 mm rear slip-plate length• Full chassis design for added strength• Two air operated jacks supplied as standard• LED light kit for under vehicle illumination

Perform wheel alignment checks in under 60 seconds!Hunter Engineering’s industry-leading wheel alignment systems use precision cameras to measure the position and orientation of targets mounted to each wheel and provide alignment measurements with pinpoint accuracy.

Key Features

HUNTER HAWKEYE ELITE ALIGNMENT SYSTEM

• Perform wheel alignment checks in under 60 seconds• Patented QuickGrip wheel adaptors - no metal-to-metal

contact – Designed to grip the tyre not the rim!• Patented light-weight 3D target design for extremely fast

readings• Exclusive QuickComp allowing the user to compensate all

wheels & capture initial measurements in one motion • Patented four high-resolution cameras provide

measurements with pinpoint accuracy

Quick Check Drive Inspection system provides automatic alignment results in an instant. As the vehicle drives through, Quick Check Drive (QCD) provides touchless total toe & individual camber readings, whilst Quick Tread Edge (QTE) measures tread depth & tyre edge wear.

Key Features

HUNTER QUICK CHECK INSPECTION SYSTEM

• Increase profitability straight from the driveway!• Analyses data live & instantly displays results with no

stopping & no labour!• QCD includes 8 cameras & 32 laser sensors to accurately

inspect camber & total toe, together with 4 high-definition cameras for automatic body image capture

• QTE automatically measures tread depth of each tyre from edge-to-edge in seconds, whilst increasing accuracy by eliminating guesswork & manual inspection

Do You Sub-Out Wheel Alignments?Bring them in-house today with Rotary & Hunter to

generate your shop an extra $300k in revenue per year!*

Ask Us How!

How Many AlignmentsAre You Missing Out On?

QCDI in your service driveway will check

every vehicle entering your shop!

*Based on 14 wheel alignments per day at $79 per wheel alignment using Rotary XA10 & Hunter Hawkeye Elite. June 2020. E&OE.

Phone: 1300 366 252www.precisionautomotive.com.au

What AreTrio Load Arms?


MITTR08123MITSUBISHI TRITON2008Four-cylinder

Repair solutions

Customer complaintThe vehicle, a 2.5-litre Di-D diesel model with the 4D56 engine, had poor performance and a warning light showing on the dash. On a few occasions the vehicle would not rev above 2000RPM.

Problem summaryThe owner had previously complained about intermittent hard starting but we hadn’t experienced the issues that time. Road-tested the vehicle but did not experience issues.In the owner’s words, the vehicle would just bog down and not accelerate even up a slight hill.They said it was worse from a cold start and during take-off. The vehicle was new to the owner and no previous service history was available.

Diagnostic sequenceHooked up the test gear and scan tool, then interrogated live data. No codes were present. Suspected the exhaust-gas recirculation (EGR) system was badly carboned-up on preliminary inspection.Also suspected the intake was badly blocked with carbon build-up.Note: To us, the fact there were no fault codes usually means this issue is mechanically related.Questions arose as to the status of the tappet adjustments and previous service history. The owner was advised that this should be done every at least 100,000km if not by-the-book mileage.This might not have been the current problem but would need to be looked into in the near future. Permission was given to pursue this diagnostic line and troubleshoot the existing problem.

Carried out more in-depth investigations and inspections. Finally experienced the power-loss problem as described.

Fault descriptionThe problem felt very much like an intake-performance issue. Removed the EGR and found some previous repairs had been done. A plate had been made up that blocked off half of the EGR (pic 1).Why this was done was up for question. Taking a closer look, it appeared part of the plate was actually eaten away. It may have started as just a hole drilled into the plate (pic 2 and 3).Had a look in the intake system. It was not as bad as some we have seen but would have to be disassembled and cleaned sooner rather than later.A closer inspection of the vacuum line that goes to the manifold absolute pressure (MAP) sensor showed the small outlet pipe was badly blocked, restricting vacuum to the MAP sensor. Air flow was barely getting through. This would account for the intermittent issue, especially on cold take-off.

Fault solutionIt could be seen that there was a slight hole left, just enough to stick a pin into (pic 4). This was all the MAP was getting its reference from.The intermittent nature of the problem all made sense now. Managed to unblock that tube by using a small drill bit.Reassembled the EGR after cleaning it out and refitted it without the plate, as it should have been.

Reassembled the EGR and road-tested the vehicle. All was now OK.Advised the owner that vehicle was now running fine but it might only be a short-term fix. The deeper contamination and the tappet clearances would need to be addressed as required.

Recommended time Diagnostic time was 2.5 hours, taking

into account preparation and research. Repair time was two hours, taking into

account location of parts and carrying out the repair to a tested outcome.


1

2

3

4


Customer complaintThe left-rear electric window on the vehicle, a 2.4-litre petrol model, would go down but not back up.

Problem summaryThe left-rear window went down and wouldn’t go back up from either the front or the rear switch. Its operation had been intermittent for some time.

Diagnostic sequenceChecked the power windows and the left-rear was half down.It would not come back up but it did go down further using the switch. Checked the circuits and wiring. The earth-side switching was missing in the up-position contact.

Fault descriptionFound the rear switch and the main switch had an internal issue with the up circuit. Removed the left-rear door switch.Pulled apart the rear switch and cleaned internal contacts, then reassembled and refitted.

This made the window work correctly from the rear switch.Removed the main switch with the door trim (pic 1).

Fault solutionDisassembled the main switch assembly and removed the circuit board. Inspected the soldered connections in the switch panel. Had to de-solder the switch off the circuit board to access the internal contact (pic 2 and 3), then pulled the switch apart and cleaned the contacts (pic 4).Re-soldered the switch and reassembled the main switch panel, door and trim.Rechecked operation. All power windows were now working.

Recommended time Diagnostic time was one hour, taking into account preparation

and research. Repair time was 1.5 hours, taking into account location of

parts and carrying out the repair to a tested outcome.

HYUIX13434HYUNDAI IX352013Four-cylinder

Repair solutions


1

3

2

4



PerceptionP e rc e p t i o n

Craig Baills

There’s a common saying, ‘Your perception of the world around you is not necessarily the same as what is occurring.’Our industry has been internally boxed up by our own perceptions, own opinions and own values for years, harnessing our ability to grow and move forward.Our perception is not that of your customer, our opinion is not necessarily theirs and, therefore, we can hinder the profitability and development of our business and trade through our own perceptions.As mechanics, or mechanics that have turned business owners, we want to fix problems, specifically cars – it’s in our nature. We do this to the best of our abilities and we are damn good at it but we let our perception of value and cost dictate what the cost of a repair should be.To often we undersell our experience and abilities because we can complete a job quickly and efficiently due to our experience and skill set. Too often we see a business down the street or on the internet undervalue a job because they have no perception of how to value their ability or they don’t realise what consumers’ expectations or perceptions of the value of the job are. Often the two are worlds apart.Delivering quality, value and professionalism in all aspects of our trade is where we are at right now. From the moment we answer the phone, or embark on a face-to-face enquiry, our customers develop a perception of expectation when they deal with us. If we drop the ball at this point of enquiry, we lower our standards and lower our perceived value. If we deliver courteous, friendly service with great communication, and present a quality workshop, our perceived value increases.Once we receive the vehicle and carry out the necessary repairs, putting our finishing touches on the service or repairs, the perceived value can increase or decrease. More often than not the repairs we carry out and, in particular servicing, won’t be recognised by the consumer but if we take the time to let them feel and experience our quality of service, the perceived value continues to grow. Adjustment of the handbrake, a clean windscreen, washed car, lube stickers, clean dash, drop-off

and pick-up, loan cars and convenience are all things that build confidence in our customers’ minds that we have provided value and quality and, as such, diminish notions that we feel we may be too expensive.Experience is a commodity that cannot be sold to the cheapest bidder – it takes years to develop and maintain. Don’t undersell your experience or ability just because another shop claims they can do a job quicker or cheaper. Sell your experience, your value and deliver quality service to meet the expectations of your customers. The perception of the customer starts from the moment they lay eyes on your business.Good business owners will invest back into their business to increase profitability, improve growth and deliver quality to their customers. Those businesses that do this are trying to

understand the perceptions and mentalities of the consumers they want to deal with and deliver quality service to this market. If you sell yourself and your business as cheap, that will be all you get – cheap! If you promote and deliver quality – you guessed it – you will get quality and, in particular, you can sell an appropriate price tag to go with it.We are very often guilty of making decisions for our customers because we feel a repair may be too expensive, not worth it or, quite possibly, they cannot afford it. Allow them to make the decision, communicate with them, explain the options and give them choice.

We often try to read a customer but at the end of the day we don’t know their situation. Offer advice, service and value and don’t let your perception of a customer or their vehicle get confused with the customer’s perception of the expected outcome. Provide options for repairs and give the consumer the facts to manage their perception of what is required.Always play your best hand for every customer and every job. The odds of a great return will always be much greater and the outcomes and perception so much more beneficial.Here’s to the future!Craig BaillsAAAA director and owner/operator of Highfields Mechanical

‘Your perception of the world

around you is not necessarily the

same as what is occurring.’

Perception


T his 2011 BL Mazda 3 with the 2.0-litre petrol engine came in with the customer complaining of poor handbrake performance and excessive handbrake-handle travel.

Confirmed the poor handbrake operation, then ran the vehicle over a SafeTstop plate brake tester (pic 1a and 1b).The results showed very poor operation of the near-side rear handbrake. There was an 83 per cent difference between the braking force of the near side and driver’s side – 455 Newtons (N) compared to 2635N respectively. The standard hydraulic brakes were working well all round.Hoisting the vehicle and inspecting the rear calipers uncovered faulty near-side caliper (pic 2). Research showed this to be a common issue and the local brake supplier had them in stock.

Supplied and fitted two new rear brake

calipers, bled the

brakes and retested. The final SafeTstop results showed 1750N now on the near side on handbrake application and 1275N at the driver’s side – a 28 per cent difference (pic 3a and 3b).

Diagnostic time was 1.5 hours and repair time was one hour.

Mitch LucasPremier Automotive

BROOKVALE, NSW

2011 Mazda 3

Caliper issues hinder handbrakeShare your solutions


1a 3a

2

1b 3b

New Generation Ultrasonic Automotive Engine Parts Cleaning

Contact: Premier Machinery and Components, 5 Monterey Road, Dandenong, Victoria Phone: +61 3 9797 1170Visit: www.premiermachinery.com.au

Range from 30 – 8,000 litres Popular models:

- 400 litres for passenger cars- 600 litres for most diesel engines- 1000 litres for large diesel and gas engines

4.3" touch screen – functional and intuitive access to ultrasound time setting

Working frequency 40KHz Sweep System

Exceptionally low running costs

Safe to use

Qualifies for Government incentive

Optimal cleaning, degreasing, decarbonising and descaling complex engine blocks, cylinder heads, cam shafts, turbochargers, injectors, particle filters, brake parts, transmission systems, gearboxes, bearings, nuts, bolts. etc. – cleaning without damaging soft materials.


Reverse-engineering VSS operationwith

Sam Nazarianand

Jack Stepanian

1 2 3

In the automotive industry it is acknowledged that, for more precise diagnostics, it is vital that the actual changing characteristics of a failing component are noted rather than the resultant changes in voltage drop, which is often measured as a reflection of the changing parameter. But why?

Well, as an example, let’s take a look at a current-driven device such as a vehicle speed sensor (VSS).

Based on the proximity of a magnetic field to the sensing component, a VSS will generate a changing current between seven and 14 milliamps (mA).

Consequently, as this changing current flows through a resistive circuit it will, according to Ohm’s law, give rise to a changing voltage across a resistive path (pic 2).

One must bear in mind that this changing voltage is only a reflection of changing current and dependent on the resistive path of the circuit, which, in turn, affects the voltage swing.

So, diagnostically speaking, the dilemma is two-fold: is it better to measure changes in a) voltages or b) current?

And, secondly, how do we find out whether the sensing component is current-driven or not?

Perhaps reverse-engineering a DTC might give us some clues as to how this component operates?

Case history

The reverse-engineering technique is often used by automotive diagnosticians to determine how a component operates. Indeed, this technique, retrospectively speaking, not only provides insight into the operation of the component but the electronic circuitry.One such opportunity arose when the operation of a VSS in a Subaru Outback AWD (09/18, JF2BS9KC) was being scrutinised for a DTC of C0022 – Antilock braking system (ABS) front-right signal malfunction.The following explanation details the process of how the reverse-engineering technique was used to gain an insight into the operation of the electronic circuitry of the VSS.It all began when we set out to follow the component-testing procedure from the available literature of DTCs. Being a two-wire sensor, the component-testing procedure required the use of a resistor and a power source. This measures the voltage drop across the resistor. Could this be a monostable constant current, pump-driven VSS (pic 2)?And, if so, how does this VSS differ from that of, say, a Hall-effect or magnetic-type sensor? Prelude

Road-wheel VSSs come in many shapes and forms. However, electronically speaking, they can be categorised as voltage or current-driven devices.

Voltage-driven devicesHall-effect and magnetic-type wheel-speed sensors should be considered voltage driven-devices. The Hall-effect sensor typically produces a pulsed voltage and the magnetic type generates a sinusoidal voltage. Both are sensitive to changes in magnetic field (flux) from the rotating reluctor of a rotating axle.These signals are then fed to the electronic brake control module (EBCM) or the vehicle dynamic control (VDC) module. Here the signal is further processed and the information shared with other control modules via the controller area network (CAN bus) communication system (see previous publications).Current-driven devicesThese sensors, depending on design, will either sink or source varying amounts of current, which produces a changing voltage across a known impedance (resistor) within the control module. The resulting varying voltage (pulsed signal) is then processed and shared with other control modules. But where to start? In order to determine whether this particular VSS was a voltage or current-driven type, we purchased a Subaru workshop service manual to confirm the conditions that set the DTC, aiming to access a circuit diagram. As can be seen from the redrawn diagram (pic 1), the two-wire VSS is polarity conscious, with pin 1 (red) the supply and pin 2 (yellow) the current-sinking terminal.


Both are connected to the VDC module terminal’s pin 18 and 19 respectively.The electronic circuitry, included in the manual, was elaborate and comprehensive but the most striking aspect of the VSS was the bench-testing procedure. Here’s how it unfolded.Bench-testing VSS

As can be seen in pic 2, one side of the sensor (pin 1 – red sourcing) is connected to a constant-source DC power supply (12V) and the other side (pin 2 – yellow sinking) is connected to a known resistive impedance (yellow – 100 ohms). This, in turn, is connected to ground potential (green – zero volts). As the magnetic field (flux) is changed at the sensor, the voltage measured across the resistor (pic 2 – grey wires) also changes, varying from 0.7 to 1.4V. This will keep on changing between these two voltages as long as the magnetic flux keeps on changing.Reverse engineering We now have a resistive circuitry that at one instant has a voltage drop across the resistor of 0.7V and then changes to 1.4V.Guarded with this valuable information, we can now turn to Ohm’s law to calculate how much the current is changing through the resistor, which is giving rise to a changing voltage as the fitted reluctor (the car’s wheel bearing) rotates.Ohm’s law

This faithful formula stipulates that whenever a known current (I) flows through a known resistor (R), it will always produce a voltage drop (V) proportional to the product of current and resistor. Hence the formula:

V (drop across resistor) = I (current) x R (resistance)

This formula (V = I x R) can be rearranged to I = V/R.

Changing currentNow that we have rearranged the above formula, we can calculate the actual current flowing through the resistor during the two monostable states.As can be seen in the first instance (pic 3), if 1.4V is developed across the resistive circuit of 100 ohms, then the current through the circuit, by default, is calculated to be:

I = 1.4/100 I = 0.014A or 14mA

Similarly, as can be seen in the second instance (pic 4), if there is 0.7V developed across the resistive circuit of 100 ohms, then the current through the circuit, by default, is calculated to be:

I = 0.7/100 I = 0.007A or 7mA

VSS varying 7mA to 14mAAs can be seen in pic 5, and also based on the above calculations, you can safely deduce that that this sensor does not generate a pulsed voltage such as that from a Hall-effect sensor, nor does it generate a sinusoidal signal such as that from a magnetic sensor. Rather, it produces:a) Changing current in the circuit.b) That varies from 7 to 14 thousandths of an amp (mA) based on reluctor gap and tooth, respectively.This, in turn, gives rise to a changing voltage drop of 0.7 and 1.4V.Can you now see the link?Diagnosing current-driven VSSs and ammetersGuarded with above deduction and based on reverse-engineering principles, we can now – for diagnostic purposes – safely place ammeters in series between the actual wiring-loom connector and the sensor (pic 6), measure the changes in

the current flow – which we know alters between 7 and 14mA – and determine whether the component is faulty or not. Perhaps you may choose this technique instead of bench testing.

In summaryMeasuring voltage changes might not always offer a true reflection of a component’s health when diagnosing failing current-driven devices. This is because the observed voltage changes are the product of the current flowing through a resistive circuit and any abnormality in resistance and/or actual variation in current flowing through the circuit can, diagnostically speaking, yield an inadequate measurement.It is best, then, to measure the current changes of a current-driven device in amperage and not in voltage changes. And there is no better way to determine whether the component is a current-driven device or not than reverse-engineering it.Indeed, we can either:a) Bench-test the VSS by placing a known 100 ohms resistor in series with the circuit and measure voltage drop across it. b) Or put an ammeter in series with actual-wiring-loom and measure changes in current.Until our next column, see if you can reward yourself by reverse-engineering a component (or two) in your own conventional family car, hybrid or even a full electric car.Happy reverse engineering!- Sam and Jack

4 5 6


This 2008 Mazda CX-9 came in with the customer complaining that its 3.7-litre V6 had suffered a complete power loss going uphill. The engine had

also stalled and been hard to restart.A scan of the vehicle brought up the fault codes P0351, P0352 and P0354 – Cylinder misfire, primary/secondary circuit malfunction cyl A, B and D.Cleared the codes, started the engine and it was definitely not running right. Another scan brought up the fault code P0354 – Ignition coil D primary/secondary circuit malfunction.Compression-tested the suspected cylinder. It came back fine but there were multiple misfires in random cylinders and different banks. Swapped the coil and plug to different cylinders and the fault was still present.Could hear spark when lifting the coil but not from cylinder ‘D’. Consulted with AFI and was told they had experienced a run of CX-9 ECUs with same faults.

Apparently when the ignition coils ‘fry’ they back probe the ECU, causing ignition-coil driver issues within the ECU.Repaired the ECU and replaced all six ignition coils and all six plugs, as well as the plenum gaskets. Recommended the client replace the coils every 80,000km.Diagnostic time for the job was only two hours thanks to AFI’s assistance. Repair time was one hour.Michael BurgeLube MobileBRENDALE, QLD


Want to share a repair solution?

www.tat.net.au/tat-share

2008 Mazda CX-9

ECU ignition-circuit fault

The INA Timing Chain KIT for 1.2 litre TSI engines from the VW Group contains everything you need for fast and easy repairs in the one box – from the crankshaft sprocket to the timing chain. Also includes ‘Chain Protect’ for optimal lubrication and extra protection against wear. schaeffler.com.au/aftermarketTechnical info: repxpert.com.au


This 2006 Nissan Tiida 1.8-litre petrol came in with its airbag (SRS) light

on and its horn wasn’t working, either. The SRS light meant the vehicle had failed its registration.Scanning the SRS module brought up the fault code, B1049 – Driver’s airbag module open circuit. It would not clear.Suspected an open circuit in the clock spring because the horn wasn’t working. Removed the steering-column covers and the airbag, then unplugged the clock spring and checked continuity.

As suspected, an open circuit was found in the clock springFitted a new clock spring, cleared the codes and road-tested the vehicle. All was now OK.Diagnostic time for the job was 1.5 hours and repair time was two hours.Joe CauchiWhitey’s WorkshopQUAKERS HILL, NSW


2006 Nissan Tiida

SRS light on


Question: A customer of ours has a 2010 Fiat 500 1.2-litre model and they have complained of a rattling noise from the engine bay. We have narrowed this rattling noise down to the air-filter housing area but have been unable to find the cause of the fault. Can you help?

Answer: Yes, the intake-air-pipe retaining bolt on the 1.2 engines comes loose, causing a rattling noise. Remove the intake-air-pipe retaining bolt (pic 1). Apply a thread-locking compound to the retaining bolt. Refit the retaining bolt and tighten to the correct torque setting.Leading technical information provider Autodata shares fixes to common problems. To learn more about their innovative new online product visit: www.autodata-group.com/au

The Autodocta

Fiat 500: Rattling noise from air-filter housing area


A 2009 Subaru Outback with the EE20 turbodiesel boxer engine was having issues stalling after a cold start.

The vehicle would restart and stall if not driven. The customer said the issue had started happening after a service.Confirmed the vehicle was stalling when cold. Suspected the fuel filter possibly wasn’t sealing because it had been done at the last service. There were no warning lights or fault codes stored.Fitted clear fuel lines before and after the fuel filter. Noted some bubbles but not many. Replaced the fuel filter with a genuine Subaru filter, then retested the vehicle. It now seemed OK, so was returned to customer to see how it went.The customer reported the vehicle was still faulting when cold, so continued with further diagnostics. That involved telling the customer the car would need to be kept by us for a few days.When the vehicle faulted, all data seemed normal, then – once the engine had warmed up – it would not fault. Once all diagnostics precedures had been exhausted, engaged the services of Diesel Help Australia for a Help Me Now subscription, which guided me through further testing.

Discovered the vehicle did not stall when the cam sensor was disconnected, which meant it was possibly a stretched timing chain.I’m not very good with a scope, so sought further guidance for the testing of the cam and crankshaft sensor correlation. Confirmed it was a stretched timing-chain issue after comparing the problem vehicle to a good known capture from the TaT Scan Data part of the TaT website. The right-bank timing chain had stretched.Removed the front timing case and replaced all chains, guides, tensioners and associated seals with genuine parts.

The vehicle was now starting and there was no more stalling.Robert AlbaneseAB Auto RepairsLISMORE, NSW



2009 Subaru Outback

Stretched chain causes strange symptoms


The average Joe relies heavily on warning devices to let them know when things have gone wrong

but, engine-temperature gauge aside, most vehicles give very little information about their vitals until the situation is critical.When it comes to low oil level or pressure, low battery voltage, transmission overheating, exhaust-gas temperature or the boost pressure being too high, our customers are either relying on warning devices or simply finding out the hard way, which ultimately increases our workload. It doesn’t have to be like that.Monitoring vitals in a vehicle can be very useful, particularly when it has been modified from what rolled off the production line. Ensuring your customers are informed can be straightforward and ultimately work to everyone’s advantage.When it comes to battery voltages, for example, drivers can gain the comfort of seeing that the vehicle charging system is performing as it should, as well as getting

an indication of the auxiliary battery’s health and maybe even the amount of power going into or out of it at any given time.This can tie into fridge temperature – if they can see that the battery voltage is looking good but the fridge temperature is on the rise, they will know to look in the direction of the fridge connections or the fridge itself. If the start-battery voltage is getting below 12V when the vehicle is off, it’s time to visit the auto electrician and get their battery and charging system checked out. When there is no charging or load on the auxiliary battery, voltages should be above 12.5V when it is full and around 12V when half full – 11V is a sign that it’s all over and time for recharging.Likewise, monitoring other vehicle-system temperatures can point to issues before they cause major damage. Exhaust-gas temperature is measured just after the turbocharger, typically on diesel engines that have been modified from standard, but it can also be useful on standard engines that perform heavy workloads. Exhaust-gas temperature is directly related to combustion temperature within the engine and monitoring can give a driver the heads-up that things are getting too heated and they need to be backing off the loud pedal. Depending on the engine and tuning, 600ºC is starting to get to the top

end of where they’d want to see the needle and 650ºC is too close to the danger zone for comfort.Boost pressure is another commonly measured vital, mainly on performance-enhanced engines to make sure the hair dryer doesn’t get too carried away, but it’s also helpful even on standard systems to identify leaks in the intercooler or turbo plumbing. It may help your customer work out why their workhorse feels more like a pony.

Redarc offers a range of gauges that are built to be read, whether

your customer needs to monitor their vehicle’s vitals for performance, reliability or comfort. These units utilise the full area of a 52mm

pod-type gauge and offer up to three functions per display,

allowing drivers to measure temperatures, pressures, voltages

and current flow with units that enhance the look of their vehicle. They can even be set up to warn when the measured factors are getting too extreme, giving drivers a chance to respond before it’s too late.Redarc also offers a range of mounting accessories and optional sensors to help customise the setup to suit individual needs. For more information go to

www.redarc.com.au

Gauging the vitals

The latest Federal Government stimulus package is designed for businesses that invest in equipment to receive an instant tax break.

This package allows businesses with a turnover up to $500 Million to make asset write offs of up to $150,000.

There’s never been a better time to buy a hoist, wheel balancer, air-conditioner service unit or scan tool for your business.

Take advantage of the tax break without affecting your cash flow with Burson Ezi-Finance.

To find out more about the Federal Government stimulus package, head to www.ato.gov.au

Please consult your Accountant, Financial Advisor or the ATO for your specific circumstances.

Contact your Burson Equipment Team member today on

1300 BURSON (287 766)

GET YOUR

TAX BREAKBEFORE EOFY 2020

INSTANT ASSET SUPERCHARGEtrust your equipmentGE

T IN BEFORE

EO

F Y 2 0 2 0$


Frank Massey is a leading automotive technical trainer and writer in Lancashire, England. www.autoinform.co.uk

I’m writing this from my hotel lobby in central Sydney – yes, the one with the bridge and opera house! – and it won’t disappoint if my topics are measured on variety and technical content.

I’ve been on my second annual tour delivering a series of technical diagnostic subjects to Australian Aftermarket Service Dealer Network (AASDN) members. The ASSDN was formed from the Bosch Australian Aftermarket Dealer Network (BAADN). Membership provides a range of benefits, including training, preferential insurance rates and group-buying incentives with monthly settlement.This 32-day tour started with my arrival in Sydney via Manchester in the UK. My first adventure was VIP entry to the Bathurst 12-Hour for three days. Bentley came first, McLaren second and zee Germans came in later.I was then put into the hands of my friends Ros and Derek from Queanbean Diesel Services, who I met at one of my training events last year. Australia’s capital city was surrounded with wildfires but I enjoyed two days of some hands-on workshop time, which included the following.

Task 1 Four-cylinder diesel, no combustion in cylinder number four. Presented with an exchange engine and new injectors were fitted. A quick current-ramp check on all the injector circuits confirmed there was no current on number four. Continuity from the powertrain control module (PCM) to the injector was good. There was no path to ground and no short across both circuits. It looked like it was the PCM but there was no time to consolidate the results, so it was onto the next task.

Task 2 Volkswagen Passat 2.0 EDC17. Lots of money had been spent elsewhere. Performance was flat until 2000RPM, then it was off like a wombat going for lunch. A short test drive with VCDS diagnostic software confirmed the request and the actual turbo boost was out of sync. There were no obvious boost leaks, the vane-actuator motion looked OK and the diaphragm was good. Recommended detaching the actuator rod in order to check free movement of the vane-control ring. Suspected a turbo problem. This has just been confirmed.

Task 3 Common-rail diesel (CRD) commercial vehicle, intermittent no-start. A test conducted at the rail pressure sensor showed there was no voltage increase when cranking. Suggested checking the priming system but the hand-lift pump did suggest fuel was present. Advised checking the diesel (pressure) regulator valve (DRV) actuation value for 18-25 per cent, then looking for internal leaks and possible debris contamination in the rail. This was also confirmed a week later. The vehicle’s tank had previously had debris cleaned out of it and further debris was

present in the DRV. The vehicle is now running OK with a new actuator. I very much suspect it might not have all been irradiated.This was all a good warm-up for my trip back to Sydney and first event at BWA Auto. Bob Whyms is Mr Porsche in Australia. He comes from my generation – Bosch D Jetronic, KE, K and all that early fab stuff – and has a superbly equipped shop with full dyno services, a machine shop, Carbon Zapp diesel and petrol test-bench facilities and much more.The BWA event attracted more than 30 of Australia’s leading diagnostic technicians and shop owners. Subjects included ignition systems, common-rail and petrol direct injection. The guys really responded to the presentation on Euro 6 emissions regulations and were fascinated by opportunities using noise, vibration and harshness (NVH) and WPS testing, especially the demonstration of combustion imbalance using NVH. Torrential rain over four days complimented the event, as it did last year. I am now officially the

rain maker. Move over Matt Damon.I also spent two days in Sydney with two incredibly diverse shop owners. This included the great pleasure of a private luxury cruise around Sydney Harbour with beer and canapes courtesy of Mike, the owner of 313 Automotive. This establishment sports an immaculate split-level workshop with cars and lifts at ground level and full engineering services below. I never thought I’d ever meet anyone who shared my passion for such a clean shop!

My second visit to DPF Regen was of particular interest to me because my opinions on diesel particulate filter (DPF) servicing and recovery have become polarised around the need for a precise factory-controlled process. Bryce and his father Frank have been DPF-recovery pioneers in Australia using ultrasonic recovery for blocked DPFs, charge coolers and intake systems.They have just moved into a magnificent new build shop that includes an upper floor wholly dedicated to various state-of-the-art ultrasonic processes. A fully equipped training room provides techs

with the systems and skills training essential for durable DPF recovery.This Sydney stint included a two-day free period and I just couldn’t pass up a walkabout around the city. I also needed a few bits and bobs for the next training venue. We were struggling to connect Sydney with Melbourne, so it was agreed we would hold the next AASDN event on a cruise liner four days outbound for Melbourne via Hobart, Tasmania. I have struggled with a few venues in my career and

the first-class dining room was certainly something different. I didn’t make a meal of the presentation, covering everything from NVH to WPS, with Euro 6 proving more than a mouthful.The second half of my tour took me to Dubbo and Perth via Sydney twice! Stay tuned for more.

Frank’s 2020DownUnder

Tour


EURO TABEURO TAB

All prices are GST, freight and installation exclusive. All pictures are for illustration purpose only. The real products might be different from the pictures. LAUNCH and Powerlift have the right to change the features and prices without notice. Please consult with us for the latest information. All logos, and brands are property of their respective owners and for identification purposes only. Use of these names, logos, and brands does not imply endorsement. Copyright © 2019 Launch Tech Au Pty Ltd. All rights reserved.

New

General Tel:1300 369 788

10”-24” 10”-23”

AUSCAN ADAS

New

PAD 5NewBuilt-in 12/24V and J2534


Well, the coronavirus has certainly changed our outcome for 2020. How about your plans?

At Diesel Help Australia we have felt the full brunt of these unprecedented times. I’m sure many of you are feeling the impacts and I trust you are aiming for a positive outcome.I started April planning my ‘CovidExit20’ strategy. As soon as our face-to-face training schedule was thrown into the recycle bin or postponed due to government regulations for social distancing (we deliver training up to 15 people), I had to come up with a strategy to remain active to keep our business afloat. We don’t have customers booking their vehicles in for regular services and major repairs – that’s what our members do. We’re there to provide support for tricky diagnostics and deliver training to everyone in the industry.

We already had a plan in place last year and filmed several courses for our new online training service (pic 1) in September. We recently uploaded our Diesel Service Advisor online course in mid March and our Ultimate Common Rail Diesel Diagnostics course is now in the final edit stages. As I write this article, I’m editing our Common Diesel Faults and Scan Tool/DPF Diagnostics course, an event recently postponed due to COVID-19.

The ‘intelligent’ injector and data analytics enable performance drift compensation and condition-based maintenanceNow to share some interesting moves into the future of diesel diagnostics. Recently I was working through photos I took of a rental car, a Volvo XC90 (pic 2), we used during our training.This vehicle is fitted with a 2.2-litre bi-turbo common-rail diesel (CRD) engine and its Denso fuel system is very similar to that fitted to the Mazda CX-5 (pic 3). You will start to see this fuel system in more diesels of the future, particularly in those that comply with Euro 6 emissions regulations. These systems all share something in common. They don’t have a rail sensor located on the rail and there are six wires per injector (pic 4).For years CRD systems had the rail sensor located on the rail (pic 5) but this injector has a pressure and temperature sensor located within. This means each cylinder is adjusted precisely during operation.

But wait, that’s not all – after doing some deep research, I found a paper on the modern ‘intelligent’ injector. I first read about this injector back in 2010 when I was still a Denso dealer and last year, when I required some photos for some of our technical

bulletins, I came across what is known as a G4S injector (pic 7 and 8).

The paper I obtained was provided by one of our valuable training resources, DieselNet (www.dieselnet.com). Most of our technical information is our own but we would struggle to deliver our current calibre of training without other valuable resources.

The paper was published for the 2019 CIMAC Conference in Vancouver, Canada, and the copyright

of the paper is owned by CIMAC, the leading global non-profit association of the internal combustion machinery industry. Many product-centric industries have developed their range of services

by leveraging the power of data analytics. Digital evolution has recently become a hot topic in the engine business because it promises to create value for end users, who have been squeezed by many years of declining profitability. The main sources of value for engine

users are optimal fuel consumption and reduced downtime due to unplanned maintenance, and the injection system is critical to the delivery of both. OMT Digital provides tailor-made digital solutions that enable value creation through data analytics (pic 6). The company collaborated to create a smart injector that communicates its operating characteristics to a local processing unit to perform rapid data analysis and provide immediate feedback to the engine control unit and service department. This data is transferred to cloud-based storage for further analysis and knowledge generation.

This CIMAC article explores the system architecture, details the challenges encountered in extracting

data from the injector and the acquisition of useful information, and further processes

this information to gain knowledge about the operation of the injector, adding value to the user service. The first challenge along this path is to measure information-rich signals, such as controlling volumetric pressure, in an inexpensive and robust manner. Achieving this goal requires the

development of a dedicated pressure sensor, co-designed with the injector

hardware, because – with heavy fuel

by Clinton Brett

Oil burners live another day:Six-wire CRD injectors ensure future

sustainability of the diesel engine

2

6

1

3 4

5


oils – there are no commercially available sensors that can measure pressures up to 2500 bar in environments that may reach 200ºC and have a diameter of 5mm × 5 with a free space of 1mm. The cost target is less than 30€ ($AUS51).The sensor is made of a piezoelectric ceramic element and integrated in the injector orifice plate. Special care must be taken when designing the mechanical interface of the sensor to maximise the output without overloading the sensing element. The charge signal generated by the sensor is converted to a voltage by a specially designed charge amplifier, which is then digitised and linearised by a microcontroller integrated into the injector. Comparing the signals obtained with a custom sensor and the signals obtained with a laboratory-grade piezo-resistive sensor shows very good agreement.Injector electronics also acquire injector temperature and solenoid current through thermocouples and Hall-effect sensors, and transmit them through a dedicated hub that also provides controller area network (CAN bus) and ethernet interfaces for connecting it to the ECU and data-processing computer. This article describes how to use control volume pressure signals to identify important time events of injection, such as start and end, relative to solenoid current signals and injector

switching time. Knowledge of this data in real time and long-term trends allows detection of abnormal injector operations, such as delayed start of injections associated with higher fuel consumption, and compensation by the control unit to keep the engine running optimally. Temperature measurement allows detection of the fuel currently in use, as well as the transition time and speed between diesel and heavy fuel oil. Solenoid-valve current measurement provides insight into the actual number of injection cycles performed.All of this data is fed into machine-learning algorithms to enable OMT to predict injector life based on actual usage conditions. The article concludes with an overview of the services that can be provided once the injector life can be predicted with sufficient accuracy, including the possibility of selling injection cycles and uptime to engine users, rather than the injector itself, thereby reducing operating expenses.References: DieselNet (www.dieselnet.com) and www.cimac.com/contact.html?c=ok

Proudly supplied by Clinton Brett of Diesel Help Australia.

To purchase one-off, over-the-phone diesel diagnostic assistance for a current

job go to www.dieselhelp.com.au/helpmenow and apply TaT50% to receive a 50 per cent discount.

Denso’s G4S solenoid-based, servo-controlled common-rail injector incorporates a pressure sensor.

7

8


Workshops are bombarded with spam emails and phone calls every day promising online marketing results using a lingo that is foreign to most of us.

We all appreciate that having a strong online presence is important but where do you start and who can you trust?Before you step into the world of online marketing, it’s important to have a basic understanding. Hopefully this article will improve your awareness and understanding of this dynamic and ever-changing field industry.

What are SEO and SEM?SEO stands for search-engine optimisation. SEO is optimising your website so search engines (notably Google) naturally find you and list you near the top of relevant searches. Specialists use many different tactics to continually optimise your SEO.SEM stands for search-engine marketing. SEM is when you pay to have your listing/ad at the top of the page. Many years ago it was known as pay-per-click advertising, essentially meaning that every time someone clicked on your listing/ad you were charged a small fee.

Why would you invest in online marketing over traditional forms of marketing?It’s estimated that more than 75 per cent of all transactions start with an online search. Essentially, this is how people find businesses. If your workshop is not showing on search-engine listings, you simply won’t be found.The other key reason is it’s much easier to measure the success of online marketing. This, in turn, allows you to confidently invest into the campaign.

What’s the first step to determine if you need to invest in an SEO or SEM campaign?Before investing in an SEO or SEM campaign, you need to understand how you compare to your competition for key search terms. I strongly encourage seeking out a professional who can perform an initial analysis and give you a ranking report.However, you could also do some investigation by yourself. Simply start searching some key search terms and see how you rank. Terms that include car service, car repair and mechanic will be key. If you specialise in a brand, you will need to take that into consideration. If you’re in the top three for everything, you might be satisfied. If you’re not happy with your rankings, maybe it’s time to look further into online marketing and seek out a professional.

Do you need to be ranked near the top of page one?There are normally between 13 and 16 listings per page. Generally, the top three listings will receive more than 50 per cent of the traffic. The remaining will fight it out for the rest. You can do the maths yourself but, for example, if you ranked 10th on the page you might be getting as little as five per cent of the clicks.So, in summary, if you want to be found by prospective clients, you need to be listed towards the top of page one. The higher up you are listed, the more traffic you will get.

How do you select a professional to run your online marketing campaign?Don’t just decide to go with a firm that spams or cold-calls you. They will promise the world but deliver very little. Statements such as ‘guaranteed results’, ‘promise to rank you number one’, ‘guaranteed to rank on you on page one for 30 search terms’ should send up a red flag. No reputable online marketing firm can guarantee where you will rank. All they can really guarantee is improvement. Do your due diligence. Ask to see results for other comparable clients.

Should you invest in an SEO or SEM campaign?It all depends on your individual circumstances and how quickly you are looking for a result.The best analogy is to look at SEO as paying a mortgage and SEM as renting.With SEO you’re building your asset base and investing in your future. It can take three to six months to start seeing results.SEM, on the other hand, will give you an instant result and can be turned on and off to match your workflow. However, just like renting, once you stop paying you get kicked out.

Is ongoing investment in SEO important?If you’re not continually updating your SEO and your competition is, you can expect to see your ranking fall over time. You may be ranked number one today but it doesn’t mean you will be in six months.If you need more customers and you are not doing any marketing, the first place to look is your online marketing. Hopefully this article has given you the impetus to take the next step.

Thanks to James Smith, CEO of Smith Brothers Media, for assistance with this article. Smith Brothers is an online marketing specialist that has industry experience working with many workshops and the official endorsed Bosch Automotive marketing supplier. If online marketing is an area that you need assistance with, go to www.smithbrothersmedia.com.au

Online marketing

101with Geoff Muttonfrom Tat Biz


Driven by RELIABILITY

The perfect match for your vehicle. Designed to perform like the original, the

advanced friction formulations in Bosch

Blueline brake pads are intelligently matched

to vehicles to deliver quiet, clean and reliable

stopping power performance. Selecting the

right brake pads has never been easier, so

make the smart choice and ask for Bosch.

www.boschautoparts.com.au

Your first choice in brakes

00117S A4 TAT Brake Adv 2019 Fin.indd 1 12/7/19 10:16 am


Full name: ..................................................................................................................

Mail address: ..................................................................... Suburb: .........................

State: ..................... Country: ............................................ Post Code:.....................

Company: ............................................................... Phone: (......) ...........................

Mobile: ............................................ Email: ..............................................................

Capricorn account: Account name: ..................................................................

Account no: ............................................. Signature: ...............................................

Credit card: Visa Mastercard

Card No: Expiry: ...... /....... /.........

CCV No: ............... Name on card: .............................................................................

Signature: ....................................................................

TaT MAGAZINE: Get Australasia’s No.1technical automotive magazine mailed to you six times per year, plus search over 2000 pages of past editions online.

REPAIR SOLUTIONS: Get access to over2500 diagnostic repair solutions searchable by vehicle, problem and fault code. Each fortnight we upload 20 new repair solutions.

GOOD SCAN/SCOPE DATA: Get access to over 17,000 good scan tool and scope-data uploads to compare to the bad data you have retrieved from your vehicle.

TECHNICAL ASSISTANCE: Get technicalassistance from the TaT tech team andfellow members.

DIAGNOSTIC PROGRAMS: Get access to20 in-house designed diagnostic calculators and software programs.

FAULT-CODE DATABASE: Get access to an electronically logged database of over 8000 fault-code definitions.

TaT is a unique platform that providesmembers with practical information andsolutions straight from the workshop floor.Information of the kind you wont find in a call centre, manual or wiring diagram. Sign up at www.tat.net.au or complete and return the form below:

MEMBERSHIP BENEFITS

Annual Membership

If you like the magazine, you’ll love the website

Like us on Facebook @theautomotivetechnician


ICON SERIES RANGE Expanding Categories and Ranges.

Two-Year Warranty across the Range.

Know What You Are Buying!www.premierautotrade.com.au

216-

H T

AT 0

3/20

THE PREMIER ALTERNATIVE

MART9216-H ICON RANGE TAT A4+3mm AD.indd 1 10/3/20 10:52 am

Technician Automotive

Documents