brake & front end

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A

■ ALIGNMENT: Hyundai Accent ■ TPMS: Q&A ■ AIR RIDE: Slow Death

February 2013BrakeandFrontEnd.comMAGAZINE

Reader Service: Go to www.bfeRAPIDRESPONSE.com

CONTENTS

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

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

Technical Editor Larry Carley

Contributing Writers Gary Goms, Scott “Gonzo” Weaver, Larry Bailly, Bob Dowie and Randy Rundle

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

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

Advertising Director Cindy Ott, ext. 209email: [email protected]

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

2 February 2013 | BrakeandFrontEnd.com

980th Issue, Volume 85, No. 2

22Brake Job: 1996-2005Honda CivicThe 6th or 7th generation HondaCivic is one of the most commoncars on the roads. While youhave probably performed numer-ous brake jobs on Civics, thereare some failures and problemsthat may sneak up on you.

A Publication

36

2622

26Alignment Specs: 2006-2011 Hyundai AccentHyundai began selling the 3-doorAccent hatchback in the UnitedStates during the spring of 2006.The Accent is a “net-build” vehi-cle with no built-in adjustments,but adjustments can be madewith aftermarket parts.

36Contaminated BrakePadsContamination always has nega-tive connotations. For brake pads,it has a dual meanings. It canmean contaminated friction sur-faces that alter friction levels andperformance, or contamination tothe environment.

DEPARTMENTS

06 Viewpoint

10 Gonzo’s Tool Box

14 Industry Review

18 TPMS Q&A

28 Photo Tech: CV Axles

32 Air Ride Suspensions

40 Drilled or Slotted Rotors?

42 Brake Line Replacement

48 Product Showcase

51 Rapid Response

56 Brake Lights

A Publication

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

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

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

John Zick [email protected] 949-756-8835

List Sales Manager Don [email protected], ext. 286

Classified Sales Tom [email protected], ext. 224


ADVERTISING REPRESENTATIVESHOME OFFICE3550 Embassy Parkway Akron, Ohio 44333-8318330-670-1234FAX 330-670-0874www.babcox.com

PRESIDENTBill [email protected], ext. 217

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Columns

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BRAKE & FRONT END (ISSN 0193-726X)(February 2013, Volume 85, Number 2): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874.Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913.BRAKE & FRONT END is a trademark of Babcox Publications, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscription servicesrepresentative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year.Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to BRAKE& FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

My grandfather owneda gas station andthree-bay shop in

Denver, Co. On weekends, Iwould go to the station andhang out with my dad whenhe filled in. I can rememberhow much customers valuedhis opinions and advice on au-tomotive service and mainte-nance.

As a child, it made my dad avery important person in myeyes. He was someone whosaved a family’s vacation witha new A/C compressor, andhelped a young travelingsalesman get to his next salescall on a new tire. It was clearto me that a mechanic wasvery important and my dadwas a hero.

This past month, I went to ashop to get some flash repro-gramming done on my car. Idecided to wait and enjoy theambience of a shop’s waitingroom on a Saturday morning. As the morning rush was

coming to a close, in pulls a2009 Ford Escape (the #1Cash-for-Clunkers seller, you

know the type…). Youcould hear the wear

sensors and padsgrinding on therotors as she pulledinto a parking spot. If you have worked

the front counter atany shop, you cantell a lot about a cus-

tomer as they walkfrom their car to the

front door. It is a talentall service writers devel-

op. When she got out of theEscape, even I could tell theservice writer was in trouble. The first clue was her “cell

phone body language.” Shewas one of those peoplewhose phone was permanent-ly attached to their hand. Youcould hear it buzzing andchiming with text messages,tweets and Facebook updates.

In her other hand, somepaperwork and a massive keychain with trinkets and everycustomer loyalty key tag fromthe tri-county area. Also, by the way she carried

herself, you could tell that shewas angry and defensiveabout something. I am not sin-gling out women. Men act thesame way. Except men usual-ly come armed with TSBs andinternet forum posts. Theywill deny and disavow anyautomotive knowledge orattempted botched repair jobswhen someone who knowsmore confronts them. It is aguy code thing. She said the dealer told her

the brakes were not coveredunder the warranty and shewas mad. No greetings, nocommon exchanges of human

SMART PHONE, DUMB CUSTOMER

Viewpoint By Andrew Markel | EDITOR

“Cell phone body language”



kindness. The service writerbehind the counter kept asmile as she pushed thepaperwork towards him. Ashe scanned the estimate, sheasked, “How much?”He said they would need to

inspect the vehicle firstbefore quoting her a price.She did not like this answer.She was convinced this was aploy to sell her somethingshe did not need. She relent-ed and sat down in the wait-ing room, smart phone inhand.She probably went on

Facebook and complainedabout the dealer and havingto visit another shop whilehoping to get sympathy orlikes from her online“friends.” I am also willing tobet she “Googled” or submit-ted her problem to an “askthe expert” website lookingfor answers that matched herparanoia and pocketbook andnot reality.After the inspection, the

service writer gave her theestimate. She did not likehearing the job required newfront rotors. Her expressiongot even worse when hebrought up a worn controlarm bushing.

Her abuse of the manbehind the counter cannot berepeated in this magazine.She accused him of trying totake advantage of her andthat she would be in contactwith a local TV station. Shealso pepper the conversationwith phrases like “I read…,”and “it said…” The lowestpoint was when she askedhim about his commissionrate. She declined the work, and

waited by the front doorfeverishly tapping away onher phone while they put thewheels back on her car. This is in sharp contrast to

what I saw at my grandfa-ther’s gas station more than30 years ago. People weremore civil and respected theknowledge and experience ofpeople who worked on carsfor a living. It can be said knowledge

and being able to access itcan make some people para-noid, isolated and less trust-ing. But access to the wronginformation and too much ofit, can make a person downright mean. ■

Viewpoint

But access to the wronginformation and too muchof it, can make a persondown right mean.

Do you have a bad customer story? Email me:[email protected].


Iwas asked some time agoabout why I write these pe-culiar articles about the ve-

hicle repair business. Well, theonly way I can explain it is toput yourself in the position thatI’m in on a daily basis. I spenda better part of my day tryingto understand what a customeris explaining to me, whileusing my training, backgroundand basic common sense tocome up with a logical answerto their vehicle’s problem.

This is where these true-to-life stories begin. During anaverage day, a tech mightwork on vehicles spanningmore than 20 different pro-duction years. Nothing is everthe same, from year to year,model to model, or manufac-turer to manufacturer. Thesedifferences can be as varied asthe people we meet. Knowing

these changes in the car sys-tems can be overcome withyears of experience, but

knowing how to deal withthe attitudes and personali-ties of the consumer cantake a lifetime.

The varied ways peoplewill explain their car

problems to the tech canbe baffling or even

misleading. I try tonever approach

a situationwith blind-

ers on soI don’t

get lead down the wrong repairpath. Sometimes, their explana-tions leave a lot of doubt as towhat they really are trying tosay. For some people, explain-ing things isn’t easy, so theirway of getting their point acrossis to use an extremely long ver-sion of the story, or a completebiographical saga from theirchildhood to the present, just so

I don’t miss any details.It’s hard to remind myself

that I’m not going to make acustomer out of every personwho calls the shop, or patronwho comes in the door, but I’mstill stubborn enough to try any-way. As one long-time shopowner once told me years ago,“Don’t do business with peopleyou can’t get along with or onesyou feel uncomfortablearound.” I tend to believe that’strue after seeing the variety ofpeople I’ve encountered overthe years.

But, those odd and different

By Scott “Gonzo” Weaver [email protected]’s Tool Box

And You’ll Know Where I Get My Stories

Walk A Mile In My Shoes

“Don’t do business withpeople you can’t get alongwith or ones you feeluncomfortable around.”

personalities and explanationsabout car problems are the bestmaterial for the next new story.You never know, the next onecoming through the door mightbe a real winner.

When it comes to educatingthe customer about what’swrong with their vehicle, there’sonly so far I can go. I usually tryseveral different angles to bringthe technical answer down to alevel that is acceptable to thecustomer, but, sometimes, theircomprehension is aided only byme using everything fromcharts, to graphs, to hand pup-pets. Sometimes, even explain-ing things to the customer is ashow in itself. It can certainly bejust as comical watching me tryto explain something, as it is lis-tening to their stories.

After many years of standingbehind the counter, I tend tohave a “sixth sense” about theupcoming repair, either from thereactions of the customer, orfrom the condition of the car. Itend to go back through mymemory files and find a situa-tion that is comparable to the lat-est one. After all of these years,there’s no doubt there are somecomparisons to a story I’vealready put onto paper. Writingthese stories down also makes iteasier to think of a better way tohandle it in the future, or beaware of the potential outcome.

In some small way, I hopepeople who read my stories notonly see the humor in these situ-ations, but also take away fromthem a bit of knowledge. I like tothink of it as a life lesson thatcan’t be taught out of the auto-

motive repair manual. But, it’ssomething everyone has or willexperience.

You could call it a “realitycheck” for the automotiveworld. I write about the every-day events that occur in an auto-motive repair shop, not somecontrived management-improvement idea that’s goingto boost your bottom line. Techsfrom all over the world e-mailme, and have no trouble relatingto my stories, and you can tellthey’re smiling while they writethose e-mails. It helps everyonerealize they are not alone in thisincredible and challengingworld of automotive repair. Andthat’s what these stories are real-ly all about.

But, these stories not onlyapply to just automotive techs;they’re something anyone whodeals with the general publicwill enjoy reading. I know doc-tors, lawyers, bank executives,roofers and a whole lot of otherprofessionals who read andrelate to my stories.

When you take the time toreally think about it, somewherein our family tree we all havethat crazy relative who has donesomething weird, or a co-workerwhose elevator has skipped afew floors. It might even besomething you’ve noticed on thenews or on the drive home.

You just never know wherethe next interesting story willcome from. No matter wherewe are, something out of theordinary is going to happen,sooner or later. And, as long asthat keeps happening, I’ll keepwriting. ■

Gonzo’s Tool Box

Go to www.bfeRAPIDRESPONSE.com

“Reality check”

“Sixth Sense”

v Industry Review

Federal-Mogul announced a new in-mar-ket technical and product support plat-form. The new platform features a team ofASE-certified specialists and sophisticatedtechnical support vehicles that will be de-ployed throughout North America withthe capability to reach thousands of auto-motive service professionals each year. Thein-market support teams complement thein-depth technical training programs andmaterials available via Federal-Mogul’saward-winning Technical Education Center in St.Louis.The new platform features a team of ASE-certified

specialists and sophisticated technical support vehiclesthat will be deployed throughout North America withthe capability to reach thousands of service profession-als each year.“Automotive service professionals face new diag-

nostic, repair and customer service challenges everyday,” said Jay Burkhart, senior vice president, globalmarkets, Vehicle Component Solutions, Federal-Mogul. “We believe it’s our responsibility as a lead-ing manufacturer to offer a comprehensive two-waycommunication platform that provides valuabledaily support of these professionals on a one-to-onebasis. This platform will serve as a hands-on, in-mar-


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Federal-Mogul Introduces Interactive Local MarketTechnician Support Platform

Industry Reviewket interface with the thousands of professionals who specify andinstall our products on the job.“Technicians will be able to hold our products in their hands and

see how and why they’re the best choices for their customers’ vehi-cles,” Burkhart continued. “This one-to-one connection has beenmissing for too long in the aftermarket, yet it’s more important thanever given today’s increasingly sophisticated vehicle systems and ris-ing consumer expectations.”Federal-Mogul also offers a real-time electronic information system,

www.fme360.com, which enables service professionals to access thelatest news regarding the company’s products and programs as wellas an extensive virtual library of technical resources and other busi-ness-critical tools.

Rein Automotive Introduces 'FirstAid Program' For Problematic Parts

CRP Automotive, a provider of OE-quality replacement parts forAsian and European import vehicle applications, has developed aspecial Rein Automotive parts program that focuses on compo-nents with high incidents of replacement or failure on certain ve-hicles. The Rein Automotive "First Aid" program delivers avaluable problem-solving solution, and, to make things easy forthe professional technician, installation components, such as O-rings and clamps, are included, according to CRP.The Rein First Aid program is specifically designed for

European vehicle applications and is comprised of parts basedon their repair frequency rather than by their product group.CRP says the program assures that customers will always havethe parts on hand that are in need of frequent replacement, soshops and technicians will only have to look to one source toget the parts they use the most. Included in the Rein First Aid Program are: shaped breather

hoses, axle boot kits, fuel, oil and coolant caps, dipsticks anddipstick funnels, power steering and oil cooler hoses, switches,sensors and relays, power steering fans and boot kits. The Rein Automotive under car program features easy look-up

on CRP’s online application catalog, which can be accessedthrough the CRP Automotive Rein Automotive brand website,www.reinautomotive.com, or via ShowMeTheParts.com/crp. ■

BrakeandFrontEnd.com 17

Q: Can the Tire Type and/orPlacard Value be changed ifaftermarket tires or wheels areinstalled? A: The Tire Type (P Metric, LT Load Range

C/D/E) and the Placard Value (Front Placardand Rear Placard, individually) are stored in thereceiver as calibrations and can be revised onsome vehicles through flash reprograming. Sincethe under-inflation threshold is calculated as apercentage of the placard; correcting the placardvalues when different tires are installed willbring the vehicle back into compliance.

Q: Can Tire Pressure Monitoring be turned off? A: No.Tire Pressure Monitoring is now a mandat-

ed safety system in the United States and cannotknowingly be disabled by an OEM nor an aftermar-ket service provider (49 USC 30101).

Q: Will a tire pressure sensor fit in everywheel?

A: Stock wheels are designed to accommodatetire pressure sensors. Many aftermarket wheelsalso accommodate tire pressure sensors, but notall do. In some, the valve stem hole is placed insuch a way (pointing straight into the middle ofthe wheel on some off-road wheels) that themotion detection components inside the sensorwill not work correctly.

Q: Can the sensor be cleaned with a sharp pin? A: NEVER use a sharp object to clean the pres-

sure port of the sensor; it can be damaged and leadto part failure. If the dirt/grime/obstruction cannot be removed with a cloth, replace the sensor.

Q: Why are dashes (" - - "), or a pressure valueof 148 PSI (1020 kPa), sometimes displayed aftera battery disconnect?

A: These displays come up after a battery dis-connect/reconnect because the system is waitingfor updated pressure information to be sent fromthe tire pressure sensors. As each sensor trans-mits its information, the display is updatedappropriately. Note that when dashes or 148 PSI(1020 kPa) are displayed after a battery discon-nect/reconnect, the System Malfunction warningis NOT displayed because the system is stillworking properly, and simply waiting for updat-ed information from the sensors. Driving thevehicle above 20 mph (32 km/h) for 2 minutesgets the sensors talking, and restores the correctpressure values to the display. It is also possibleto restore the values by using a TPMS tool, usingthe "Activate" function at each tire to activate thesensor (it is NOT necessary to put the systeminto Learn mode, in this special case). ■


TPMS


Brake Job Honda

The 6th or 7th generationHonda Civic is one of themost common cars on the

roads. While you have probablyperformed numerous brake jobson Civics, there are some fail-ures and problems that maysneak up on you.

BASICS FIRSTThe most basic and often-

overlooked detail is a thoroughinspection of the total system.While the front pads may bethe obvious problem that gotthe Civic on the lift, it’s ourresponsibility, and opportuni-ty, to inspect the entire system.Take a good look at the rearshoes or pads; we’ve seen thefriction material separate fromthe shoes on some older cars. The safety consequences of

this problem are obvious. Alsotake a look at the hardware,including the self-adjustmentand hand-brake mechanisms.Don’t overlook the wheelcylinders; check them for leak-age as well as free movementof the pistons. Hopefully you recommend

and sell a brake fluid flushalong with any brake service.This is the time to be sure thebleeders will open and aren’tplugged. At the same time,look at the brake hoses andthe steel lines to confirm theircondition. Honda Civics uses the famil-

iar turn back-type caliper withthe rear disc brakes. What we’re looking for here

is even wear of the pads.Check the hand-brake systemto make sure it’s operatingfreely, and check the condi-tion of the cables. Are the pro-tective rubber boots stillintact, or can you see the ruston the inner cable? If the cablelooks good, unhook it fromthe caliper to confirm its con-dition as well as to check forbinding in the mechanicalpart of the caliper.

When it comes to replacingthe pads, the same good habitsapply to both the front andrear. By now, I’m sure we’re allaware of the risk involved withsimply pushing contaminatedbrake fluid backward throughthe ABS system. The risk of creating blockages

in the ABS modulator is justtoo great to overlook. There’sreally no reason not to openthe bleeders and slowly retract

the pistons, catching the badfluid in your bleeder bottle.You’re going to bleed andflush the system as part of theservice anyway, so you mightas well get rid of the mostabused fluid from the start.

PAD REMOVALAs the pads are being

removed, it’s important to lookfor anything that isn’t movingfreely. As mentioned earlier,we’re also looking for padsthat are worn evenly, other-wise the workload isn’t beingdistributed evenly at best, andthere’s a good chance the padsare hanging up and putting thedreaded heat into the rotors.It’s not unusual for the cus-tomer not to notice these prob-lems since they tend to comeon gradually. But all of themcan feel the difference once the


1996-2005Honda Civic

Brake Jobsystem is restored to its originalcondition.The system inspection continues

as we start to replace pads. Openthe bleeder and push back the pis-tons on the calipers. On the front,we use a C-clamp between theouter pad and the back of thecaliper.

If the slides are frozen, it willbecome evident when the caliperis removed. On some older mod-els, the slides are part of thebolts, while on others, thecaliper bolts go into the slide.Either way, they should beremoved, cleaned and lubricat-ed. Be sure to check the condi-tion of the rubber boots that pro-tect the sliders from the ele-ments.

If you’re working on a modelwhere the boot is located on the

inside diameter of the caliperbracket, carefully remove the bootto clean the rust off the housingand the boot to re-establish theproper clearance. Newer Civicsuse a seal on the slider part of thebolt that is much more effectiveand easier to service. Now withthe caliper removed, the pistonshould easily return to the bottomof the bore; if not, a rebuild is cer-tainly in order. Be careful when turning the pis-

ton so that the boot isn’t torn. Ifthe boot feels brittle, or is alreadytorn, it’s a good indication thatoverheating has taken place. Beingequipped to handle both mechani-cal and hydraulic application, therear calipers are twice as likely tohave a problem.

The last place to look will be themost obvious — the pads them-selves being stuck in the bracket.Like the boots that tighten up bythe buildup of rust behind them,remove the plated anti-rattle clipsfrom the bracket and clean up thebracket where they sit. The finalstep is to use a high-quality lubeon the slider hardware as well asany areas that make metal-to-metal contact, particularly wherethe pads mount into the bracket.

TIME-SAVING CALIPERSThe good news is there is a prof-

itable alternative to the extra timerequired to restore the perform-


Brake Job Honda


ance of a caliper assembly. Theavailability of affordable loaded orfriction-ready calipers for all popu-lar applications often make these abetter choice for both you and thecustomer. The customer getshis/her car back, the shop can stayon schedule and you have thepiece of mind of installing a quali-ty part with the protection of awarranty for both you and yourcustomer.

The question of loaded versusfriction-ready goes to the shop’spolicy and preferences. Whileloaded calipers can offer a goodvalue, you want to be sure theyinclude a pad you’re comfortableinstalling on the car. And, in somecases, like when only the caliperneeds to be replaced (although Iprefer to replace them in pairs),friction-ready units might be thebest choice.

With any type of rotor, it’s criti-cally important that the hub sur-face where the rotor mounts isclean and free of rust; the rotorshould slide onto the hub. If itdoesn’t, find out why (don’t pullthe rotor home with the bolts).Like the lug nuts, the rotor bolts

should be clean, lightly lubed andtightened evenly to the torquespec. With knock-off-style rotors,don’t overlook the outside diame-ter of the hub. It’s commonplace to

find rust buildup that gets dis-turbed when the rotor is removed.In some cases, it will prevent thenew rotor from sliding home.Either way, a few minutes spentremoving the rust now is betterthan having the car kickback witha noise complaint or, worse yet, adamaged ABS sensor.

OTHER PROBLEMSWhen faced with the complaint

of poor braking performance, askthe customer if the pedal remainshard and solid, or does it fade tothe floor? If fading is the prob-lem, suspect that the mastercylinder is leaking internally. Youcan usually duplicate the condi-tion by lightly working thebrakes while driving downhill. Ifthe pedal is hard and firm, sus-pect the calipers or stuck pads.There have been some issues

with the boosters leaking vacu-um, which can be confirmed withsome investigation with yourstethoscope or even a smokemachine. Pedals with excessive stroke that

don’t stop well will often go backto what we talked about earlier. Ifonly one of the slider pins isseized, or the pads are flexing inthe bracket, the boost-assistedhydraulic system will have noproblems forcing things to move.A quick check for this problem issimilar to the booster test. With theengine off, stroke the brake pedalto dump the vacuum. If the pedalfeels good without boost, butyou’re able to get excessive strokewith boost, suspect excessivemovement somewhere. You couldclamp the brake hoses to pinpointthe corner, but why take thechance? You have to take it apartanyway, and if one corner needsto be serviced, you might as wellcheck them all. ■Go to www.bfeRAPIDRESPONSE.com

Alignment Spec

By Andrew Markel

Hyundai began sellingthe 3-door Accenthatchback in the

United States during thespring of 2006. The Accent isa “net-build” vehicle with nobuilt-in adjustments, but ad-justments can be made withaftermarket parts.

Front SuspensionThe front suspension is a

McPherson strut setup. Thelower control arm isolatesharshness and vibration witha large bushing in the front.Always inspect this bushingfor damage. Look for anyseparation of the rubber fromthe metal.Always make note of tire

wear. If a customer does notrotate the tires, the stock tireswould wear the inside edges.This is normal.Like most new vehicles, the

Accent does not have anybuilt-in adjustments for cast-er and camber, but they canbe made by installing cambolts on the strut. Too much positive camber

will result in a car that willpull or drift depending onthe amount of cross camber.Hyundai recommends thecross caster should be less

than 0.5 degrees.Hyundai recommends

checking SAI with an align-ment system that can per-form a caster sweep. It isuseful for checking for dam-aged components when theSAI difference between leftand right sides is more than1 degree. If SAI is lower onone side of the vehicle, itmay indicate a bent lowercontrol arm. If SAI is higheron one side of the vehicle, itmay indicate damage to theupper strut mount.

Rear SuspensionThe rear suspension on the

2006-2011 Accent is a trailing

2006- 2011 Hyundai Accent


Sponsored by:

Alignment Spec


beam axle. The previous modelused a multi-link set up. Whilethis setup is almost bullet-proof,the axle can be tweaked bymoderate impacts with curbsand potholes.There are no built-in adjust-

ments for toe or camber.Adjustments can be made byinstalling a shim between theaxle and wheel-bearing hub. It is recommended by

Hyundai to check thrust angleand set back before performing

adjustments in the front.Failing to do this couldresult in an off-centersteering wheel.

SteeringThe Accent uses electric

power steering calledMDPS (Motor Driven

Power Steering). The sys-tem requires a scan tool

for the initialization of

replacement parts and the cali-bration or absolute steeringposition (ASP) reset of thesteering position sensor after atoe adjustment. The steeringposition sensor is a light sensor

that uses three wheels withshudders to determine theposition. Two sensors measurethe steering angle, whileanother measures straightahead. ■



Rzeppe CV joint can be found on themajority of vehicles on the road. Atypical Rzeppa joints allow 45°–48°of articulation

CV Joint housings are typicallyforged from iron billets. Afterthe joint is machined, inductionheat treating is used to hardenwear surfaces. Wear in a Rzeppa CV joint typi-cally occurs on the cage, gearand cup. This wear is typicallycaused by a loss of lubricationdue to a boot failure, or debrisin the joint. Once heat treatedsurfaces are damaged, they typ-ically cannot be restored.

Photo Tech:CV Axles A look inside a joint.

CV Axles

CV Axles


Tone rings are oftenpressed onto a CV joint.Make sure the number ofteeth match the old axle.

The materialsused to makethe boot are notjust plastic orrubber. Theydesigned to lastmillions of cyclesin a wide rangeof temperatures.

New axles should alwaysget a new axle nut.

Grease is often packedby hand at the factory.If there is too muchgrease, the grease willbe pushed out of theboot. If you are servic-ing a joint, use only therecommended amountor only what comes inthe kit.

Air Ride

When an air ride sys-tem fails, it can failin a big way. It is a

rarity that just one componentfails. It can be a cascade of fail-ures that can lead to a huge re-pair bill. Make it a point toinspect the system before ahealth check turns into an au-topsy. The first signs of a failing

system maybe a compressorthat runs a little longer thanexpected or blown fuse. Theseare symptoms of a problemwith the system, but they arealso a problem on their own.

AIR COMPRESSORSWhen a compressor runs

more than normal, it can causedebris to enter the system. Itcan also increase the amountof moisture in the system.Both can damage valves andother sensitive components inthe air ride system. Most passenger and light

truck compressors are adiaphragm-type that suppliesan oil free air supply to thesprings. A piston-type com-pressor is available for customsystems. The compressor isdesigned for intermittent serv-ice to inflate the air springs.

Running the compressor forextended periods can over heatthe compressor and damagethe diaphragm or piston. It isvery important to ensure thatthe source of air for the com-pressor is clean and as dry aspossible.Another thing to remember is

that most compressors are notin the cleanest of environ-ments. Most are mountedunder the vehicles where theycan be subjected to road spray.Most systems have a dryer thatis connected to the compressoroutlet to absorb the waterentering the system. The dryercontains a moisture-absorbingdesiccant such as silica gel.The desiccant can hold a givenamount of water and once thedesiccant is saturated withwater, it will allow water topass into the system.The dryers that are installed

on most systems do not havean indicator that will showwhen it is saturated and nolonger able to absorb water.An additional dryer with amoisture indicator can beadded to the original equip-ment dryer. Some are notserviceable and are incorpo-rated into the compressor



unit. They have a limited life and any compro-mises in the system can lead to an early demise.

LINESIt is a common practice to flush the lines of a

transmission after it has failed internally. Thesame is true for air ride systems. Lines of a dam-aged system can hold moisture and debris from afailed compressor. Not flushing the lines can leadto the premature failure of a new componentincluding air struts and shocks.Flushing the line with compressed air should remove any debris. Do not use brake cleaner; the solvents

could damage the lines.

AIR BLADDERSAir bags and bladders are not the weakest link in

the system. Advances in the synthetic materialsthat make the air bag make the air chamber resist-ant to leaks and tears. Internal damage caused bycompressor debris can cause a leak in the air bag.Also, oil from the compressor may cause damageto the internal surfaces of the bladder. This canweaken the spring and cause it to fail. Nothing is worse than a comeback or having to

warranty a repair you already performed.Besides hurting your bottom line, it hurts yourreputation with the customer and your suppliers.Piecemealing out an air suspension repair byreplacing the next failed component is not fixinga vehicle. ■

Air Ride

Contamination always hasnegative connotations.For brake pads, it has

dual meanings. First, it canmean a contaminated frictionsurfaces that alter friction levelsand performance. Second, it canmean contamination to the envi-ronment from brake dust. In this article, we will

attempt explain both issuesbecause both forms of con-tamination start when a brakepad is pressed into a rotorand friction is generated.

FRICTION AND DUSTFriction is the force resist-

ing the relative motionof elements slid-

ing againsteach other.

In the case of cars and trucks, itis the brake pads pushingagainst a rotor that changeskinetic energy into heat.If you could mount a micro-

scope on a brake pad, youwould see bits and pieces ofthe pad and rotor breakingaway from the surfaces asthey contacted the rotor. Asthis is happening, the heat isphysically and chemicallychanging the exposed frictionmaterial and bits and piecesare being torn or shearedfrom the rotor and pad.Some particles become part

of the friction surface or therotor while others are cast offto stick to wheels and eventu-ally be washed down thedrain and maybe into rivers

and streams. The bottom line is that for

the brakes to function, therotors and pads have to wear.Even a brake rotor’s metallur-gy can determine how a padwears.

Brake PadsBy Andrew Markel

UNDERSTANDING WHAT IS GOING ON AT THE ROTOR AND PAD

CONTAMINATED BRAKCould you be installing trou

Some friction materials use adifferent material for the bottom layer of the pad


THE SECRET SAUCE OFFRICTIONHow the components in the

friction material shear, breakand interact during braking candetermine a pad’s friction level,noise and wear characteristic.A brake pad may require up to

20 different raw materials. Someraw components of a frictionmaterial are abrasive, whileanother components lubricate.Some components, like structuralfibers and resins, hold the padtogether, while other componentstune the friction levels throughvarious temperature ranges. Tuning the components in a

brake pad mix is like tuning agraphic equalizer on a stereo forthe best sound. This is the blackart of friction material formula-

tion and why some pad manufac-turers protect their recipes likeCoke and KFC’s seven secretherbs and spices.

TWO TYPES OF FRICTIONSo friction is friction right?

Wrong. There are two types offriction when it comes to brakes.Abrasive friction is the breaking

of bonds of both the pad materialand the cast iron of the disc whenthe caliper pushes them together.Adherent (or adhesive) pad mate-rial forms a very thin transferlayer of pad material on the sur-face of the rotor. The two surfacesare the same materials and gener-ate friction by breaking or shear-ing the bonds in the pad.Abrasive friction is the wearing

of the pad and rotor to changeforward motion intoheat. Both componentswear. Semi-met padsand some non-asbestos-organics use this type offriction.Adherent (or adhesive)

pad material transfers a verythin layer of pad material ontothe surface of the rotor. Ceramicand some NAO pads use thistype of friction. The transferlayer is bonded to the rotor’ssurface and cannot be washedaway by water or wheel clean-ers. The only way to remove it isby removing it with a brakelathe or abnormal heat.The layer is always being

worn and replenished by thebrake pad during braking.These pads produce dust.Adherent friction is easier onrotors, but the pads become theprimary wear component. With this type of pad, it is criti-

cal to machine the rotor with thecorrect surface finish and followthe recommended break-in proce-

dure so the transferlayer can be

Brake Pads

KE PADSuble?


This is what a transfer layer looks like to the naked eye.

established. With both types of friction, it is

critical for the rotor to have mini-mal runout. Abrasive frictionmaterials will wear away at highspots creating disc thickness varia-tion and pulsation. Adhesive oradherent friction material coulddeposit the friction materialunevenly and cause brake judder.

BAD STUFFWhy do some pads use compo-

nents that could be consideredharmful to the environment andpeople? Part of the answer is that the effects on theenvironment of some components were not fullyrealized until a few decades ago. Copper is used in brake pads as an abrasive, but

two states have legislation limiting its content inbrake pads. Copper performs several functions: itadds structural integrity to the brake pad material,

reduces fade so that brakes remain effective throughextended braking events, transfers heat efficiently,and helps brakes be more effective in cold weather.Copper also has properties that help prevent brakesfrom squeaking and shuddering.

But the brake dust from these pads is the leadingcause of copper contamination in lakes and streams.

The same can be said about asbestos. This nat-urally occurring fiber is a great structural fiberthat resists heat. However, in the 1970s, scien-tists found that the dust caused cancer andasbestosis in technicians. Most friction materialcompanies stopped using it, or never touchedthe asbestos at all because it put not only theircustomers at risk, but also their own employees. Some components are not harmful during

manufacturing, but during the heat of braking,they can change and even combine with otherelements and oxidize.

HOW HARMFUL IS THIS STUFF?There is no need to purchase a Haz-Mat suit to

work on brakes. As long as you use commonsense practices, like using a liquid brake cleanerand not compressed air, you should be fine. But,always check the MSDS sheets for any productused in your shop; this includes brake pads. The main focus of the new laws in Washington

state and California is protecting the environ-ment. Much of the dust that is emitted into theair is blown onto areas next to the road, or iswashed into the storm drains when it rains.Most storm drains flow directly to creeks, riversand marine waters without wastewater treat-ment. Copper and other harmful materials canhurt and kill small marine animals and evenrender some fish without a sense of smell. ■


Brake Pads

A friction material has may different components. Kevlar fibers helpto give the brake pad structure under high temperatures


You’ve seen them on therace track. You’ve seenthem on the street.

You’ve seen them in speedshops, in magazine ads, onlineand probably on eBay, too. Theproduct we’re talking about isslotted and/or cross-drilled highperformance brake rotors. Theylook great, no doubt about it.It could be a “bling” thing

with many buyers, but it canalso be a worthwhile perform-ance upgrade. It all depends

on the application, how thevehicle is driven and whetherthe customer wants a set ofperformance rotors for showor for go.

SIZE MATTERSOne way to increase the cool-

ing capacity of the brakes is toinstall larger rotors. The biggerthe rotors, the more heat theycan handle. Unfortunately, it isn’t easy to

change the size of the rotors onmany vehicles. Bigger rotorsmean repositioning the calipersand/or going with largecalipers, too. There are after-market conversion kits forsome vehicles, but not for all.

SLOTTED ROTORSSome serious racers today

have gotten away from cross-drilled rotors and now run slot-ted rotors or ones that use bothslots and holes. Slotted rotorstypically have four to eightevenly spaced shallow groovesmilled into both surfaces of therotor. The slots provide thesame pad venting benefits asholes, but with less risk ofcracking because the slots usu-ally don’t extend all the waythrough the rotor (thoughsome do). The slots are usuallyangled and curved so theysweep under the entire surfaceof the pads. This providesmuch better venting than aseries of holes.

DRILLED ROTORSYears ago, racers started

cross-drilling rotors with smallholes to increase cooling.Drilling 30 to 40 evenly spacedholes through the rotorsincreased airflow and coolingfor faster heat dissipation.The phenolic resins that are

used as binders to hold brakepads together give off vaporswhen they get extremely hot.The gas can form a boundarylayer between the pads androtor that reduces friction. Theeffect is similar to that of aplastic puck on an air hockeytable. If the rotor is cross-drilled or

slotted, the holes or slots breakup the boundary layer and pro-vide a path for the gas toescape. Now the pads canmake full contact with therotors for maximum brakingeffectiveness even when theyare sizzling hot.

NO CRACKS, PLEASECross drilling rotors may

seem like a great idea, but ifdone improperly, it can haveserious consequences. Drillinga hole through the surface of arotor creates a stress point inthe metal. If the edges of thehole are not radius chamferedto dissipate the stresses, thehole may concentrate stress tothe point where cracks start toform and propagate outwardfrom the hole. Cracks aresomething you don’t want ina brake rotor because crackscan lead to catastrophic rotorfailure! ■


Drilled or Slotted?Rotor Report

Brake Lines

Brake Line ReplacementThe brake lines on vehicles

produced from the late1960s to current should

last from 8 to 10 years or more.Lines exposed to excessive roadsplash and debris can corrodeand fail in a much shorter time.Use of improper tools, such as

locking pliers, can damage thesurface coatings on a line or fit-ting that can cause the corro-sion to accelerate. Corrosionbetween the flare nut and thetubing can cause the nut toseize on the tube. The use of agood penetrating agent canloosen the nut and preventdamage to the tubing.There are three types of flare

nuts used on brake tubing. Themost common is the SAE 45ºflare, which can have both U.S.and Metric threaded nuts. The37º AN/JIC flare is used onmany performance applica-tions. The ISO flare can haveboth U.S. and Metric type flarenuts. It is referred to as thebubble flare.

Options for replacing acorroded or damagedbrake line: (1) Order a aftermarket

replacement line; (2) Fabricate a replacement

from a universal components. Option one is the best solu-

tion if the owner can allow thevehicle to be out of serviceuntil the part can be obtained.Option two is for the vehiclethat needs to be returned toservice as soon as possible.This replacement depends onyour ability to fabricate a reli-able replacement. The number of times you are

confronted with a damagedline will guide your decision tobuy the tools or to purchase areplacement. The investment intools to properly fabricate auniversal line can range from$200 to $500.

TUBINGStainless steel is used on some

vehicles, but the majority ofvehicle brake and fuel lines aremild steel tubing that is calledBundy tubing. And, the majori-ty of replacement lines areBundy tubing. Bundy tubing is cheaper than

stainless steel, but it is a littleeasier to bend, flare andinstall. It can also be coated toavoid corrosion and abrasions.But, the coating can flake off.Stainless steel will not rust,but it is harder and not as for-

giving as mild steel.Bundy tube is a double-

walled low-carbon steel tube. Itis manufactured by rolling acopper-coated strip and heat-ing to 720 degrees, while theseam resistance brazed by aprocess called a Bundy weld.The copper and brazing coatthe inside and the tube issealed. It was invented byHarry Bundy in Detroit. Thefirst car to use it was the FordModel T.

Over time, the brake fluid cancorrode the copper and steel. Ifthe brake fluid ages and thecorrosion fighting chemicalsbreak down, a system can cor-rode internally at a very fastrate. Some brake fluid testsmeasure the amount of copperions in the fluid to determinethe condition. Once the copperis gone, the mild steel goes fast.Is there a way to make brake

or fuel lines last longer? YES.First, replace your brake fluidto protect the internal part ofthe brake line. Second, moveSouth. If not driving in thesnow or on roads treated withsalt and de-icers isn’t an option,you can take the time to washyour car regularly an undercar-riage sprayer. ■


Tech Tips TOYOTAThis month is sponsored by:

Some 2005-’12 model year 4WDTacoma and 2WD Tacoma Pre-Runner vehicles may exhibit asteering rattle noise when drivenover rough road surfaces. Anewly designed steering inter-mediate shaft (P/N 45220-04020)has been made available to address this condition.

Repair Procedure:Note: Prior to removing the

steering intermediate shaft,make sure the steering wheeland front wheels are straightand remain stationary. Once theintermediate shaft is removed,do not allow the steering wheelto spin freely. Use a steeringwheel holder to keep the steer-ing wheel from turning.

1. Confirm the noise com-plaint and confirm that theintermediate shaft is the sourceof the noise.

2. Install a steering wheelholder.

3. Remove the steering col-umn hole cover by disengagingthe four clips.

4. Put matchmarks on theintermediate shaft. See Fig. 1.

5. Remove the bolt thatattaches the intermediate shaftto the steering column and dis-card the bolt. See Fig. 2.


Fig. 2 Fig. 3

TOYOTATACOMA MAKES RATTLING NOISES ON ROUGH ROADS

Fig. 1


6. Access the intermediateshaft from the driver’s sideengine cover and remove thetwo engine cover clips.

7. Put matchmarks on theintermediate shaft as shownin Fig. 3 on page 44.

8. Remove the upper bolt thatattaches the intermediate shaft

No. 1 to the intermediate shaftNo. 2 and discard the bolt. (SeeFig. 4.) Loosen the lower bolt,then slide the shaft up and out.

9. Place matchmarks on thenew intermediate shaft. See Fig. 5.

a. Place the new steeringintermediate shaft next to theoriginal intermediate shaft.

b. Transfer the matchmarkson the original intermediateshaft to the same locations onthe new steering intermediateshaft.

10. Install the new steeringintermediate shaft.

a. Align the matchmarks andinstall the intermediate shaft tothe steering column first.

Fig. 4 1 – New Upper Bolt2 – Reuse Lower Bolt

Fig. 6: Left, Incorrect: Splines are showing; they are not installedcompletely; Right, Correct: Splines are not showing.

Fig. 5 1 – Original No. 2 Steering Intermediate Shaft2 – New No. 2 Steering Intermediate Shaft

Tech Tips TOYOTA / SUBARU


b. Align the matchmarks andinstall the intermediate shaft tothe lower intermediate shaft.

Note: Ensure that the splinedportion of the shaft is complete-ly seated into the U-joint femaleend. When installing the bolt,make sure the groove in theshaft is aligned properly so thatthe bolt will prevent the shaftfrom sliding out of the U-joint.

11. Install the new bolt.Torque: 35 Nm (26 ft.-lbf.)

12. Install the new upper boltand reuse the lower bolt.

13. Tighten the two interme-diate shaft bolts. (See Fig. 4.)Torque: 35 Nm (26 ft.-lbf.)

14. Install the engine coverwith the two clips and the col-umn hole cover with the fourclips.

15. Remove the steeringwheel holder.

16. Road-test the vehicle toverify the repair. Confirm thatthe steering wheel is centeredand no warning lights illumi-nate during the test drive.

17. If the steering wheel isnot centered, follow the repairmanual steering wheel center-ing procedure.

18. Perform calibration of theyaw rate sensor and steeringangle sensor. Note: Any timealignment is performed, cali-bration of the yaw rate andsteering angle sensor is neces-sary.

19. Test-drive the vehicle toconfirm that the noise is gone.

Courtesy of ALLDATA.

The Mitchell 1 Techline has heard of a very limited number ofcases involving engine oil seals leaking after being displaced fromtheir normal positions. As the engine heats and cools, condensa-tion can accumulate in the PCV system, which, in extreme cold cli-mates, can eventually turn to ice. Upon closer inspection, technicians have reported finding accu-

mulations of ice restricting or blocking airflow through the PCVsystem. When the engine’s PCV system cannot “breathe” proper-ly, excessive crankcase pressure can build, resulting in oil sealdisplacement/leak. Once the seal is displaced, the pressure buildup condition is

gone. This situation can easily be overlooked if the vehicle isbrought into the shop the night before inspection and/or repairsbegin and allowed to “thaw out.” Once thawed, the blockage isgone and the PCV system returns to operating normally. Thiscondition has only been found to occur on turbocharged vehiclesoperating in extreme cold temperatures. Courtesy of Mitchell 1. ■

Mysterious Subaru Leaking EngineOil Seals? Check the PCV!

Tech Tips


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With an estimated 60% of vehicles on the road in need of analignment, Hunter Engineering Company developed the newQuick Check system to help shops quickly identify these vehiclesand drive more traffic to the alignment bay. Quick Check capturestoe and camber measurements and produces printed results inunder a minute. Service writers can then use the easy-to-under-stand, color-coded printouts to alert customers of misalignment is-sues and generate more repair orders for alignment service. Visitwww.hunter.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com


Autopart International introduces its new Severe Duty Chassis line.Engineered specifically for trucks, SUVs and commercial use vehi-cles, Autopart International’s new Severe Duty Chassis line offersthe professional technician improved durability and extended lifeon ball joints and tie rod ends. Forged from SAE1045 steel, theheat-treated housing has superior structural integrity and durability.The powdered-metal gusher bearings with grease grooves extendproduct life, and a larger ball socket gives the ball joints addedstrength. Visit www.autopartintl.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Product Showcase

Beck/Arnley’s new line of inner tie rod end and boot kits provide pro-fessional technicians with everything they need for a complete repair, in-cluding the tie rod, with additional parts if necessary, along with a steer-ing rack boot and fasteners for the steering rack. Beck/Arnley currentlyoffers 62 part numbers for 745 applications, which covers 28,149,089registered vehicles in the U.S. Visit http://www.beckcatalog.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com


Product ShowcaseFederal-Mogul has introduced 98 new MOOG steering and suspen-sion components for millions of popular late-model foreign name-plate and domestic passenger vehicles. Among the new MOOGcomponents are premium replacement sway bar link kits for 2012Scion iQ (MOOG No. K750572), 2011-2012 Toyota Sienna (K750574)and 2008-2010 Mitsubishi Lancer (K750568) models and tie rod endsfor 2011-2012 Ford F250 and F350 Super Duty trucks (ES800778)and 2009-2010 Infiniti G37 and Nissan 370Z (EV800804) passengercars. Visit www.moogproblemsolver.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Rancho, the performance suspension and shock brandof Tenneco, has added a 4-in. sport suspension system(Part no. RS66551B) for 2011-2013 Ford Super Duty F-250/F-350 diesel trucks to its product line. The newsport suspension system will be available in early 2013at leading performance retailers nationwide. Compati-ble with 37-in. tires, the latest Rancho sport suspen-sion system for the Ford F-250/F-350 diesel truck in-cludes a newly engineered forged pitman arm toenhance ride and handling while maintaining propersuspension geometry. Made in the United States, theRancho suspension system also includes new track bardrop brackets and radius arm drop brackets. Visit www.GoRancho.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Textar, a leading manufacturer of OE brake pads, now offers a range ofGerman-engineered, high-carbon brake rotors for European applications.Utilizing the know-how that comes from nearly 100 years of developingOE brake pads, engineers at Textar have developed a perfectly matchedbrake rotor, ensuring the ultimate braking performance of your car, ac-cording to the company. This new range of high-quality brake discs ismanufactured to precise German specifications. Textar brake rotors areavailable exclusively at WORLDPAC. Visit www.worldpac.com.Reader Service: Go to www.bfeRAPIDRESPONSE.com

It’s Fast, Easy and Accurate!Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Brake and Front End.

Advertiser Page ACDdelco 16, 17ADVICS Cover 3Air Suspension Parts by Arnott, Inc. 33Auto Value/Bumper to Bumper Cover 4Bartec USA, LLC 18BendPak 31CRC Industries 35Federated Auto Parts 20, 21GAAS 43Hunter Engineering Co. 27iATN 50Jasper Engines & Transmissions 45KYB Americas Corp. 11Moog Steering & Suspension 12,13NAPA 29Nucap Industries 23, 30Nupla Corporation 38O'Reilly Auto Parts 5Packard Industries 14Parts Master 15Performance Friction Corp 39Raybestos Chassis 3, 24Schaeffler Group USA 8, 9Tenneco/Monroe Brakes 19Tenneco/Monroe Shocks Cover 2, 1, 44Tenneco/Walker 7, 47WIX Filters 25

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Brake Lights


“Here are a couple pho-

tos from a 2000 GMC

Sierra 1500 5.3L. Vehicle

has 309,821 miles and

customer stated noise

had started just a couple

days before bringing it to

us. Pictures are of the

passenger front rotor.”

Michael Conover, Midas

Auto Service Experts,

Cleburne, TX. ■

BadBrakes

Do you have your ownbad brakes story andpictures? If you do, itcould be worth $75 and,if selected, your storycould appear in BRAKE& FRONT END. Senddigital pictures and yourcontact information to: [email protected].

brake & front end

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