brake & front end, november 2013

®

A MAGAZINE

� Bearing Procedures � Oxygen Sensor Fuel Trims � Hardware: Use It or Lose It

November 2013BrakeandFrontEnd.com

44

2420

COVER STORY: Dual-Clutch Transmissions

CONTENTS20Subaru Legacy Brake Job1994-1999 Second GenerationStandard Legacy brakes had ventedrotors with single-piston floatingcalipers until 1998. The caliperhousing pivots on a fixed upper pinthat is replaceable.

24Wheel Bearing PointersAssortment of Dos and Don’tsDon’t use an impact for installationor removal. While it may appear tobe easier to use an impactwrench, it is not recommended.

44Dual-Clutch TransmissionsComing to your shop soon!The first dual-clutch transmissions you will likely see will be on compactcars, hybrids and even trucks. They are out there and the warranty peri-od is ticking away.

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

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

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

Technical Editor Larry Carley

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

Ad Services (Materials)Cindy Ott, ext. 209email: [email protected]

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

Subscription Services Maryellen Smith, ext. 288email: [email protected]

2 November 2013 | BrakeandFrontEnd.com

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BRAKE & FRONT END (ISSN 0193-726X)(November 2013, Volume 85, Number 11): 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. 288, 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.

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AUGMENTED REALITY CONTENT IN THIS ISSUE:ASE Test Prep 12Alignment Specs: 2006-2010 Ford Fusion 32SmartChoice™ Mobile App, powered by Federal-Mogul 37(Open AVI Play and hold your smart device over the SmartChoice™ logo)AVI Test Prep 53

Columns8 Quick Tip: Motor Oil

10 Viewpoint

12 ASE Test Prep

14 Gonzo’s Toolbox

16 Industry Review

28 Alignment Specs:2006-2010 Ford Fusion

34 Brake Hardware Tips

40 TPMS: Relearn Procedures

47 SHOP: Product Showcase

48 Emissions

50 Tech Tips

56 SHOP: Product Showcase

59 RAPID RESPONSE

60 Classifieds

64 Brake Lights

25 Special Supplement: Maintenance Matters

The American PetroleumInstitute (API) has eval-uated results from its

annual motor oil testing pro-gram and determined that al-most one in five samples ofbulk motor oil purchasedfrom the marketplace in eachof the past five years hasfailed to meet API motor oilperformance standards.“API has launched a new

phase in its Motor Oil Mattersprogram that will provide theinformation necessary to con-sumers to ensure they receivethe high-quality motor oilsthat they expect for theirvehicles,” said Kevin Ferrick,API’s Engine Oil Licensingand Certification Systemmanager.API purchased and tested

more than 1,800 motor oilsdispensed from bulk tanksover the past five years andreports that nearly 20% of thebulk oil samples tested failedto meet API standards. APIcompared the test resultsagainst thousands of licensedoil formulations to determinethe identity of the oils and toverify that the oils met theperformance level claimed.

“The Motor Oil Matters program reminds consumersabout the importance ofusing quality motor oils intheir cars and trucks,” addedFerrick. “The Motor OilMatters program also calls oncertified oil change locationsto go the extra step to verifythe quality of the oil oninvoices and receipts.”API recommends that

consumers and shops visitwww.MotorOilMatters.orgto find a Motor Oil Matters(MOM) certified oil changelocation, look for the MOMsymbol at approved locations, read importantinformation on oil quality,and download the MOM oilchange checklist to take totheir next oil change. Oil-change locations and motoroil distributors that shareMOM’s commitment to pro-vide high-quality motor oils— and submit to independ-ent, third-party auditing —have the opportunity to berecognized by MOM throughthe Motor Oil Matters distributor and installerlicensing programs. �

QuickTip OIL

Not AllMotor Oil IsUp To Snuff, SAYS THE AMERICAN PETROLEUMINSTITUTE



Monday mornings are typically not veryproductive for me. I typically will hide inmy office with the light off to avoid peo-

ple asking about their latest weekend-induced carproblems. Half of the questions are about sounds they haveheard coming from their vehicles, and if I couldtake a look. The other half are questions aboutMIL lights that have come on. When I started, most of the issues were catalystefficiency codes or EVAP systems. I would noterase the code and advise them they should go toa shop to have the problem fully diagnosed. Mostof the people were concerned that they weredoing damage to their vehicle. This is a goodthing.Then there is Mike. (The names, places and carshave been changed to protect the names of theinnocent. However, most of these stories are true.)He is a good friend, but he is a little paranoid ofshops and the ‘OEM Conspiracy.’ He is also a lit-tle bit of a ‘skinflint’ looking for new ways to savemoney. But, he is also concerned that he could bedamaging his vehicle by letting a MIL light condi-tion go for too long. Some Monday morning starts out with one ofMike’s stories about how he was taking the kidsto one of their numerous sporting events in thearea or going to their cottage on the PortageLakes. With the skill of a master storyteller, heusually describes how a glowing light came on inthe instrument binnacle at the worst possible timeduring his travels and how the light had putdamper on his entire weekend. I like Mike’s stories. Last week, he faced ABSand stability control system MIL lights that hadhim flipping through the owner’s manual in aparking lot looking for solace (he could not findmy cell phone number). The light stayed onafter he started the car after a trip to aSwenson’s Drive In.

The vehicle is not as important to this diagnosticdilemma as was his reaction to the light. In myexperience, most people who have an ABS lightilluminated are almost in a state of denial. Theyrationalize that it may go out soon or that they donot need this critical safety feature (these are typi-cally the people who need it the most). Believingit won’t leave them stranded, they typically putoff a trip to the shop. Mike’s reaction to the ABS and Stability MILlights was appropriate for the situation. The SUVhe drives is usually loaded with kids and equip-ment. He has had to use the stability control sys-tem more than once after addressing a distractionin the backseat. On my advice, he took it to a shop. After somediagnostic time, they found that a large amount oforange soda made its way into the center consoleand to the yaw and lateral acceleration sensorcluster where it caused an issue with the CANbus connecting it with the ABS module and othersystems. The shop was able to handle the problem becausethey had the proper tools and training. The nextday the story about him interrogating his kidsabout the orange soda was very entertaining.Is your shop seeing more ABS, stability controland traction control light complaints cominginto your shop? If you are, we have a can’t missAVI training webcast sponsored by BRAKE &FRONT END. The webcast will feature trainerBob Pattengale. The hour-long online event willdiscus the latest diagnostic strategies when itcomes to ABS and stability control systems. Bobwill also show you how future brake technologylike automatic braking and emergency assistwill impact your shop. When: December 10, 2013 at 6 p.m ESTCost: $50Where: aviondemand.com/braking-systems-

technology-bob-pattengale �

Viewpoint By Andrew Markel | Editor

MONDAY MORNINGMIL Light Quarterback


ASEA2

The concept of using a torque converter,oil pump, planetary gear sets, clutches,bands and a computer-controlled hy-

draulic valve body to transmit torque and tochange gear ratios is relatively simple. To illus-trate, the torque converter allows the engine toidle in gear with the vehicle stopped and multi-plies engine torque during the initial stages ofacceleration. In addition to an electronicallycontrolled clutch that prevents the torque con-verter from slipping during cruise conditions,the primary parts of the torque converter arethe impellor, stator and turbine.Each of these parts has a set of curved vanes

that accelerates and controls the flow of oil inthe torque converter housing. The impellor,which is driven by the engine, uses centrifugalforce to push oil into the turbine. The turbine,which is attached to the transmission inputshaft, receives the impact of the rapidly mov-ing oil to develop a torque input to the vehi-cle’s drivetrain.The difference between the speeds of the

impellor and turbine is called stall speed.Generally, stall speed is limited to 1,500-2,000rpm to prevent over-heating the transmissionoil. Torque converter hydraulic “lock-up”

occurs when oil velocity in the converter is highenough to keep the impellor and turbine rotatingat nearly the same speed.The stator, which is attached to the transmission

front oil pump assembly, contains a one-way rollerclutch assembly that locks the stator in place dur-ing acceleration and allows it to freewheel duringdeceleration. During acceleration, the impellor isrotating faster than the turbine. The stator redirectsoil from the turbine into the faster-rotating impel-lor blades to multiply torque. During deceleration,the direction of oil flow in the converter reversesbecause the turbine becomes the driving compo-nent. The stator must then freewheel to allow theoil to reverse its direction of flow. �

Automatic Transmission/Transaxle Test Prep:TORQUE CONVERTER BASICSBy Gary Goms


On one of many slowdays at the shop, I had asmall job come in from

one of the local tire shops. Thisrather young girl brought thecar to me from the tire shop justa few blocks away. She told me she was the

owner and that the tire shopwas rude and wouldn’t helpher, so I called the tire shop tofind out what the deal was.Her problem was an occa-

sional no start. The tire shopdidn’t want to get involvedwith this because it had abreath analyzer attached to thestarting system. My opinion, if you get

behind the wheel in a conditionthat would require having toblow into a plastic tube to startyour car, you really should takestock of your life.I needed to find out why this

car won’t start. First thing I didwas disconnect the breathmachine to verify if the prob-lem was the car or the analyzer. Once the unit is disconnected

from the car I have to call the800 phone number on thedevice to let them know that itis an authorized disconnect andnot the driver trying to bypassthe system. It’s quite an ordeal. Not the

physical disconnecting of theunit but, the information youhave to know to prove that youare actually a repair shop when

it comes to properly discon-necting the unit. With that over with, I got

back to diagnosing the problemat hand. It turned out to be abad starter motor. I called theparts warehouse and got priceson a replacement starter for theowner. Later that day theowner called back and saidthey had just put a starter on soI must be mistaken.It was a newer starter, but

was not really a quality rebuiltunit, but it had a life-time war-ranty. Against my better judg-ment, I removed the starter sothey could handle the core andwarranty. She came for the old starter

and sometime later showed upwith the replacement starter. Iinformed her that the quality ofmy diagnostics or the chargeshad not changed, however, if

the car fails to start for any rea-son beyond the bolts falling outof the starter, it is coming out ofher wallet. It went in one earand out the other. A while later, Grandpa

showed up with one hell of achip on his shoulder to pick upthe car. (I think old Grandpathrew back a few before heshowed up, too.) “This is higher than the tire

shop,” he said angrily, “I don’tthink I should have to pay thatmuch for it if the other shopcould have done it for less.”I reminded him the tire shop

may have a lower labor cost,but they also said they didn’thave the necessary skills toactually make the proper diag-nosis and/or the repair. Herambled on about how he hadfixed cars when he wasyounger and knew a lot aboutcars and if I could cut himsome slack. Sorry Grandpa, maybe I’m

doing you a big favor, youspend a few bucks with me,that way you’ll be a few bucksshy of that next six pack. Thatmight keep you or your alco-holic granddaughter from get-ting behind the wheel drunkand I might actually be pre-venting a future fatal accident.So do me a favor, save some ofthat hot air for the breathmachine, you’ll need it to startthe car. �

By Scott “Gonzo” Weaver

Driving, Drinking and Grandpa

Gonzo’sToolbox


Is there a formula for aftermarketparts value? According to the latestiteration of the popular Know YourParts campaign, developed by theAutomotive Aftermarket Suppliers

Association (AASA), the answer isyes. The formula is: function, plusquality over time, equals value; insimple terms, the equation says priceis not always an indicator of value.

A new creative approach for theKnow Your Parts campaign featuresprofessor “Al” who bears a strikingresemblance to Einstein. Heexplains the formula isn’t rocket sci-ence and value to the serviceprovider means not having to dothe job again because of installinginferior parts.This light-hearted approach to a

serious subject was created by theagency for the Know Your Partscampaign, Montgomery Advertising.The quality formula will be integrat-ed into all Know Your Parts market-ing tactics utilizing various mediaincluding print and banner ads, theknowyourparts.com website andsocial media. There also is a videocreated for the campaign in whichprofessor Al defines and explainsthe parts value formula.“Too often in our industry, the

word ‘value’ is equated with lowprice,” said Bill Hanvey, AASA vicepresident, programs and memberservices. “This new campaign pointsout that real value involves properfunction and superior quality. Wewant repair professionals to consid-er the product benefits that deliverreal value to their customers whenthey chose a replacement part.”The Know Your Parts program

continues to grow as it educatesrepair professional about the impor-tance of installing only top qualityparts from trusted manufacturers.According to Hanvey, the redefiningvalue approach grew from a strate-gy meeting conducted earlier in theyear with the AASA MarketingExecutives Council.“The idea that the word ‘value’

was often used to define lowerpriced parts options seemed like amisuse of the word to us,” Hanvey

v Industry Review


AASA Know Your Parts Campaign Redefines Value

Go to www.bfeRAPIDRESPONSE.com �

explained. “We wanted a creativeexecution of the concept that realvalue is defined by quality, not justlow price. Judging by the growthof the campaign and the numberof visits to the Know Your Partswebsite, there is recognition bythe service provider and the endconsumer conducting their ownresearch that indeed ‘value’ shouldnot always be associated with thelowest price.”The new video with Al explain-

ing the formula can be viewed athttp://www.knowyourparts.com.For more information about

Know Your Parts, contact: BillHanvey, [email protected] or919-406-8856.

BrakeandFrontEnd.com 17

Industry Review


SKF has announced the addition of 18 new part numbers to its line of SKF differential kits. The new partnumbers, available in either astandard kit (prefix SDK) ormaster kit (suffix MK), includea range of rear differential kitsfor Chevy/GMC, Cadillac,Dodge and Ford applications. Standard differential kits

from SKF contain all the components needed for a complete repair, including: -

SKF Expands Drivetrain Product LineAnd Updates Differential, TransferCase and Transmission Kit Catalog

� Go to www.bfeRAPIDRESPONSE.com

v Industry Review


Wagner Brake Helps Consumers And Installers RecognizeCertification Markings On Low-Copper Brake Pad Packaging

Federal-Mogul’s Wagner Brake brand isreaching out to automotive parts distributorsand service providers to increase awareness ofthe new packaging “LeafMark” designationcovering “low copper” compliant brake pads.Recent legislation in California and Washingtonhas mandated the dramatic reduction of cop-per and other potentially hazardous substances in original equipment and replacement brake pads and shoes. To help professional technicians and consumers determine whether brake pads comply with the low copper

requirements, the Automotive Aftermarket Suppliers Association (AASA) and industry brake manufacturing reg-istrar NSF International established a series of LeafMark designations to be used on product packaging: Level “A” designates compliance with requirements concerning cadmium, chromium, lead, mercury and

asbestos. Level “A” compliance is required by Jan. 1, 2014, in California and January 2015 in Washington state. Level “B” designates compliance with each of the above metals — all of the requirements of Level “A” — as

well as copper, which must be reduced to less than 5 percent of material weight. Level “B” compliance isrequired by 2021. Level “N” designates compliance with the “Zero Copper” requirement, which takes effect in 2025. Federal-Mogul recently introduced Wagner ThermoQuiet CeramicNXT brake pads featuring what Federal-

Mogul states to be the first full-line offering of 2021-compliant low-copper formulations. The Level “B”LeafMark designation, indicating full compliance with 2021 requirements, is now being added to ThermoQuietCeramicNXT packaging. “Thousands of automotive service providers are now beginning to see the industry’s low-copper LeafMark on

Wagner ThermoQuiet packaging,” said Martin Hendricks, vice president and general manager, braking, Federal-Mogul Vehicle Components segment. “Federal-Mogul and Wagner Brake are proud to lead the industry inadopting of these important new product requirements at the OE and aftermarket levels.” To learn more about the industry’s shift to low- and zero-copper brake pads, visit www.WagnerBrake.com. All

trademarks are owned by Federal-Mogul Corp. or one or more of its subsidiaries in one or more countries. �

pinion bearings, differential bear-ings, pinion seal, pinion nut, crushsleeve (where applicable), gearmarking compound and brush,thread locker and silicone sealant.Master differential kits contain allof the elements that come with thestandard kits as well as pinionshims (where applicable), pinionadjusting shims, differential shimsand ring gear bolts. “We have evaluated our drivetrain

line and added 18 new SKUs toprovide increased application cover-age,” said Doug Fike, product man-

ager, SKF. “With the addition of dif-ferential kit SKUs, we are able toprovide installers the convenienceof having everything needed forservicing a rear differential in onekit, now for a broader range of ap-plications.” Additionally, SKF has updated its

SKF Differential, Transfer Case andTransmission Kit Catalog (457604)to include up-to-date applicationlistings and general informationabout SKF drivetrain kits, detailedaxle identification pages, a refer-ence guide for crush sleeve kits that

includes a “where used” sectionand a quick-reference buyer’sguide. The current catalog is avail-able online as a downloadable PDF. The SKF drivetrain kits line – con-

sisting of differential, transfer caseand transmission kits – now in-cludes more than 270 SKUs for au-tomotive, light-duty andcommercial vehicle applications. For more information about SKF,

contact your local SKF representa-tive, visit www.vsm.skf.com, call 800-882-0008 or visit the SKF e-catalogat www.SKFpartsinfo.com.

By Larry Bailly

Standard Legacy brakes had vented rotors withsingle-piston floating calipers until 1998 (SeePhoto 1). The caliper housing pivots on a fixed

upper pin that is replaceable. The lower pin is asleeve, held in place with a through-bolt. Performancemodels have had full floating two-piston calipers (SeePhoto 2). With either design, the critical areas of wearand operational movement are the pins. Both designsuse a fixed-pad carrier with a floating fluid housing.The following is a normal sequence for replacing thefront brakes. Remove the wheel and inspect for any obviousleakage at the flex line or caliper. Inspect parts forobvious damage from contact with the wheel or sus-pension.Clean the caliper with a brake cleaning machine orbrake parts spray.Loosen or remove the caliper retaining bolt or bolts.

Connect a bleeder hose to the bleed fitting and use asuitable container to catch the old fluid. Open thebleeder and either pry or compress the piston intothe caliper housing to expel the fluid from thecaliper to prevent this tired fluid from being forcedback into the system. Remove the caliper bolts and pull the caliper“knuckle” off of the pad carrier. In the case of thefixed pin-type, pivot it upward on the upper, fixedpin (See Photo 3), slide it inward and remove. Use ahook to hold the caliper out of the way; you shouldalways avoid hanging the caliper with the hose. Inspect the caliper piston for leaks or torn seals. Thisis where the decision is made to reuse or replace.Remove the bolts holding the pad carrier to thesteering knuckle and remove the carrier. Clean all ofthe contact surfaces of the pad carrier with a wirebrush and/or parts cleaner. Any machined or con-tact surfaces should be carefully inspected.Depending on the design, remove the sliding pins,clean and relube or replace the fixed pin if it’s cor-roded. I use a silicone-based caliper lube that has atemperature limit of more than 600° F for coatingeither type.Measure the thickness of the rotor and compare tospecifications. We do have some issues with lateralrunout on Subarus, so be critical and conservative.Unless you can have a considerable margin left afterturning, replacement is often the best choice for a


Photo 2 Photo 3

BrakeJob

Subaru LegacySECOND GENERATION

(1994-1999)

Photo 1

Photo 4


quality repair.Whether you resurface orreplace the rotor, clean andinspect the rotor mounting sur-faces on the hub and the rotor(See Photo 4). Install the rotorand use a lug nut to hold it inplace on the hub.Reinstall the pad carrier.Torque the bolts to specification;this is one component whereover-tightening can be danger-ous. There is still some disputeover whether to lubricate everycontact point between the padand the carrier. With some mod-els, the use of shims (See Photo5) makes lubrication seem likeoverkill, but used sparingly, alittle lube on contact pointsshould be OK. Just don’t get thelube on the braking surfaces. Install the pads to the pad car-rier, making certain that theshims and guides all stay inplace. Generally speaking, thewear indicator goes at the trail-ing edge of the in-board pad.Reinstall the caliper housingover the pads and carrier, againmaking sure none of the shimsare dislodged from their correctposition (See Photo 6). Installand torque the retainer bolts for

the caliper housing. You shouldbe able to move the caliper hous-ing easily on the pins. If not, findout why and correct as needed.Finally, inspect and reinstallthe wheel. Torque the wheellugs in a cross pattern to avoidwarping the rotor or hub.

REAR BRAKESAbout the only difference between the front and rearbrakes is the inclusion of a parkbrake. All of the front brake pro-cedures apply. Additional stepsare required to assure that theparking brake mechanism iscleaned and inspected. If newrotors are installed in the rear,sometimes it’s necessary to backoff the adjusters to install thenew rotors. The same thing goesfor models with rear drumbrakes. Again, be critical witheither rotor or drum dimensions. I make it a stan-dard practice to always adjustthe parking brake shoes duringregular services. One or twoclicks on the adjuster will makea huge difference in the holdingpower and travel of the brakelever. �

Photo 5 Photo 6

BrakeJob

WheelBearing

DON’T USE AN IMPACTFOR INSTALLATION ORREMOVALWhile it may appear to be easier

to use an impact wrench, it is notrecommended. OEM and bearingmanufacturers always recommendusing a torque wrench for installa-tion. During removal, an impactwrench can damage the axle nutthreads and shock the CV joints. Itcan also create a false sense ofsecurity when adjusting a nut orbolt, which may be under or overtorqued. This can leave a hubassembly susceptible to failure.Also, in almost all cases, use a newaxle nut. Some axle nuts are


Wheel Bearing TorqueDos and Don’ts

Keep it clean! Nodebris or lubricantson threads. This willcause a faultytorque reading.

WheelBearing


designed to be used only once,and can not be adjusted.

DO CHECK FOR THERECOMMENDED TORQUEPROCEDUREIt is nearly impossible to give

a general torque specificationfor a locking nut. There can belarge differences depending onbearing type and housing.Always check the service infor-mation for the correct proce-dure. Overtightening adjustable

tapered roller bearings is a com-mon error that can lead to pre-mature failure. Tapered rollerbearings on the front of RWDvehicles are never preloaded.They’re snugged up with nomore than 15 to 20 ft. lbs. oftorque while rotating the wheelto make sure the bearings areseated. The adjustment nut isthen loosened 1/6 to 1/4 turn,and locked in place with a newcotter pin. As a rule, endplayshould be about 0.001 to 0.005inches. Many vehicles require the

wheels to be on the ground forfinal torquing to OEM specifica-tions. This assures the propermating of the split inner rings ofthe bearing needed to achievethe proper internal clearance.For specific mounting instruc-tions, refer to the vehicle manu-facturer’s service manual forthat model.

DON’T REUSE THE OLDNUTBe aware that some hubs come

with a new nut in the box. Thisis typically when a one-time-use, self-staking nut secures thehub. In these applications, anew nut must always be usedwhen installing a hub. Reuse ofthe old nut could potentiallycause the nut to loosen duringvehicle operation.

WheelBearing


DO CLEAN THE AXLESHAFT BEFOREINSTALLATIONClean and inspect the axle shaft

prior to installing a new hubassembly. Use a fine file, wirebrush, emery cloth or honingstone as appropriate to remove

any debris, nicks or burrs. Don’tuse any lubricants on the threadsor washers. This can change thetorque readings.

DO NOT FORGET TOINSPECT THE BOREOnce the bearing is removed,

inspect the bore of the knucklefor damage. The bore should befree from corrosion. Check thebore for roundness using a snapbore gauge. The gauge shouldrotate in the bore easily. Anydistortion in the bore can causea new bearing to fail prematurely.

DON’T FORGET TOCLEAN THE WHEELSPEED SENSOR ANDTONE RINGCleaning the sensors and reset-

ting the air gap can often restorenormal operation. But if the tonering is corroded or damaged, itmust be replaced. Do this beforethe final torque is applied to theaxle nut.

DO MEASURE RUNOUT INTHE FLANGE AFTERINSTALLATIONA distorted flange will have

runout. This runout can causevibration and eventually discthickness variation in the brakerotors. Every manufacturer hasits own specification for wheelflange runout. Most specifica-tions fall between 0.0015” and 0”.Most manufacturers are movingto a zero runout and endplayspecification in the flange. This“perfect” specification is becauseany runout in the flange will bemagnified by the rotor.

DON’T USE YOURTORQUE WRENCH AS ASOCKET WRENCHUse a torque wrench to apply a

specific torque value during thefinal assembly process. Do notuse a torque wrench as the pri-mary means of tightening orloosening fasteners. �


AlignmentSpec Sponsored by:

In 2006 when Ford introducedthe Fusion, many could nothelp but to compare it to the

third- and fourth-generationTaurus models. The previousgeneration had a reputation forbroken springs and tire shred-ding bushing problems. The

2006-2010 Fusion is a differentstory.AWD and Hybrid models donot differ significantly from theFWD models, and the same istrue for 4-cylinder and V6models. One of the only differ-ences in AWD model specs isthe rear ride height.If you get one of these vehi-cles in your shop, you need tobe aware of a few things atwrite-up that could turn a“menu priced” alignment intoa very expensive procedure.Be aware, adjusting the cam-ber or caster in the frontrequires replacement of the

upper ball joint with an after-market adjustable unit. Also,the caster can be adjustedwith new upper “plus orminus” control arm from Ford.

Front SuspensionThe front suspension on the


2006-2010


AlignmentSpecFusion uses a double ball joint arrangement onthe lower control arms. If one of the links orjoints is damaged, it can create steering prob-lems like poor returnability and inconsistentsteering feel.There is no built-in camber or caster adjust-ment for the front suspension. Adjustingthese angles requiresan adjustable balljoint for the uppercontrol arm. Theadjustable after-market ball joint iseasy to install andwill give ±1.0º of cam-ber or caster. Someadjustable ball joints cangive as much as ±1.5º.The caster can also be alteredby changing the upper control

arm. Ford has released four differ-ent control arm part numbers (twofor each side) that alter the casterby ±0.4º depending on the controlarm ordered. This is not a “stan-dard adjustment,” but should beused as a last resort if the vehiclecan not be brought to within spec-ifications.When you reinstall the uppercontrol arm, it is critical to alignthe bushings in the body bracket.Failure to do so will result in noiseand vibration. When installing thebolts that attach the control arm tothe vehicle, do not tighten fully.To align the hole in the upper armwith the hole in the body bracket,insert a 6.35mm (0.25 inch) drillbit through both holes. Tighten theupper arm-to-body bolts to 35ft./lbs. and remove the drill bit.Inspection of the suspensioncomponents is necessary beforeperforming an alignment.Replacing damaged suspensioncomponents may save time and bemore profitable as opposed to


WIX® Filters, a member of the Affinia Group family of brands, in conjunction with Brake & FrontEnd, ImportCar and Underhood Service magazines, named Bogi Lateiner of 180 DegreesAutomotive in Phoenix the third-annual Best Tech at the AWDA conference on Nov. 4 in Las Vegas.

“Bogi’s vision for the automotive service industry seeks toempower consumers through knowledge of automotive basics,”said Mike Harvey, brand manager for WIX Filters. “Her approachto consumer education also includes outreach to women onhow they can pursue careers as auto mechanics. She represents the future of automotive technicians and is anexceptional choice for this year’s ‘Best Tech’ award.”

Lateiner, a 13-year veteran in the automotive service industry, is an ASE-certified technician. She teaches basiccar care classes for women and appears on a national TVshow called “All Girls Garage,” targeting female viewers.

“I started a repair shop in my driveway with little morethan a strong passion for educating my customers

and a commitment to the highest quality ofservice and repair,” Lateiner said. “I wantedto create a shop where everyone couldfeel comfortable and where I could be apart of elevating the reputation of theautomotive industry.”

Today, 180 Degrees Automotiveis an 8,000-square-foot, state-of-the-art facility with the look and feel ofa coffee shop and designed withthe customer in mind. Amenitiesinclude a children’s play area, artgallery, comfortable couches andfree Wi-Fi.WIX Filters and Babcox Media also

named two finalists for the Best Techaward – Jeff Florey of The Auto Shop in

Santa Cruz, CA, and Audra Fordin of GreatBear Auto Repair in Flushing, NY.

installing adjustable components. Take time tolook at the alignment readings and comparethem side to side. While a shifted or damagedcradle may be impossible to diagnose with thenaked eye, the camber and caster angles can bemore conclusive.

Rear SuspensionThe rear suspension is adjustable without anyparts or kits. The toe is adjustable using a toelink. Camber is adjustable by an eccentric boltin the lower control arm. There have not beenany reports of sagging or broken rear springslike on the Taurus model it replaced.

Ride HeightJounce the car’s suspension several times,making sure to pull up and release severaltimes.In the front, the first measurement is taken fromthe center of the inboard lower control arm boltto the ground. Next, measure the distance fromthe ground to the underside of the control armdirectly under the strut. Subtract the secondmeasurement from the first; this will give youthe height specification for that side. Average themeasurements for both sides. On all models,including AWD, the distance should be 2-11/16" (68mm) ± 3/4" (19mm).In the rear, the first measurement is taken

from the center of the inboard lower con-trol bolt to the ground. Next, measure thedistance from the ground to the center of thebolt of the outboard pivot bolt. Subtract thesecond measurement from the first and thiswill give you the height specification.Average the measurements for both sides.The specification for the rear for FWDmodels is 2-9/16" (65mm). On AWD mod-els, the specification is 2-1/32" (52mm). Onboth models, if it is below specification by7/8" (19mm), check for damaged springsor suspension components.

Steering Position SensorStability control was optional in2009 and standard in 2010. If a toeadjustment was made, it is notrequired to calibrate the steering. �

AlignmentSpec


BrakeHardware By Andrew Markel, Editor

Brake HardwareItems Not to BeNeglected

ABUTMENT CLIPSAbutment clips reside

on the caliper bracketlands on most vehicles.They create a uniformsurface for the pads tomake contact with.Some abutment clipsinclude fingers thathold the pad in place.These are consumablecomponents in a brakesystem, not onlybecause of rust andwear, but because theanti-rattle features canfatigue over time. New abutment clips

are being used on somenew vehicles that helpto push the pads backfrom the rotor to reducedrag and allow for lesswear on the pads androtors. Failing to renewthese components aspart of a brake job couldreduce the life of the brake joband increase comebacks.

CALIPER GUIDE PINSIf the caliper is not free to

move, the culprit might bebent or binding mounting

pins. Even if guide pins arenot damaged, swollen orhardened guide seals or lackof lubrication may cause thecaliper to bind resultinguneven pad wear. Alwaysinspect all mounting surfacesand hardware for corrosion,

wear or misalignment.Replace all mounting hard-ware and install a replace-ment caliper using the propercaliper lubricant.

ANTI-RATTLE CLIPSHeating and cooling cycles


7The integrity of thecaliper guide pinboots is critical tothe life of the padsand ensuring evenwear.

BrakeHardware

can weaken springs and anti-rattle clips. Weak parts canresult in excessive caliper/padmovement or binding causingnoise and other related prob-lems. This can lead to unevenand premature pad wear, rotorwear and pulling. On somefloating calipers, the most neg-lected piece of hardware is theclip in the bridge.

CALIPER GUIDE PINBOOTSMost floating brake calipers

use a rubber or plastic insula-tor or shim around the mount-ing bolts of the caliper. Thissleeve of soft material losesresiliency over its lifetime. Thisis hastened by the high-tem-perature environment of thebrakes. As materials wear, instead of

being round they are flattenedby the torque from the brakesinto an oval shape that cancause excessive caliper move-ment. This can cause noise likerattles and thumps even if thebrakes are not applied.Always inspect and replace if

necessary any dust boots orgrommets that protect caliperbolts or slides. If the soft partslook OK, clean out all the oldlubricant and replace with newlubricant.Unlike steel, soft parts like rub-

ber are sensitive to chemicals.Choosing the right lubricant forthese parts is critical to ensuringthe integrity of the part.If the caliper boots fail to make

a seal with the caliper bracketand bolt, water can be suckedinto the cavity as the bracketcontracts and cools.

Go to www.bfeRAPIDRESPONSE.com

Abutment clips need tobe replaced with thebrake pads. Heat andcooling cycles can weak-en springs and clipscausing noise.

BrakeHardwareSHIMSInsulating the brake pad from the caliper can be

done two ways. The first option is to go the "chem-ical" route with sprays or paste coatings. This typeof noise solution involves coating the back of thepad prior to installation. The coating serves as alayer between the pad and caliper. If your shopuses any of these products, make sure to follow allmanufacturer directions on where to apply andwhat the curing times are. Not following the direc-tions can mean a comeback.The second solution is a physical shim that is a

sandwich of materials that is staked to the back ofthe pad. One drawback to shims is "shim migra-tion" or shifting that can negate its insulating abili-ties. But, automakers and aftermarket parts suppli-ers are developing an attachment system to allevi-ate this problem.Some automakers stamp notches and posts that

index and stake the shim on the pad. Certain manu-

facturers of shims use pressure-sensitive adhesivesto secure the shim to the backing plate. But overtime, moisture and heat can destroy the adhesive.One new design to secure the shim to pads are clipsthat clamp on to the sides of the backing plate.These clips reduce the tendency of the shim to shiftor fall out during the life of the brake linings.

CALIPER BRACKETSCaliper brackets corrosion can occur when the

caliper is exposed to road de-icing salt. Corrosion onthe lands and slides should be removed with a wirebrush or wheel. If the corrosion is not removed, itcan cause the pads to bind even if a stainless steelabutment clip is on top of it. Also, clean the sealingsurfaces around the caliper guide pin. If the surfaceis not smooth, the boot can’t make a good seal. New caliper brackets are available separately

and some remanufacturers include it as part of thecaliper assembly. Just make sure you return the

old bracket to get full credit forthe core.

PAD SEPARATORSMore and more OEMs are

including springs that aredesigned to push the pad awayfrom the rotor after the pistonretracts. These clips can increasefuel economy while eliminatingbrake noise. These springs/clips can be diffi-

cult to install, but they alwaysshould be re-installed. Someaftermarket brake companies areoffering a solution that can beused on the caliper. The clips aredesigned to push the pad awayfrom the rotor. This can keep thebrakes cooler, reduce noise andextend the life of the pad. The clips fit between the pads

and rotor and push the padsaway from the rotor. These clipshave more spring, while not pre-venting the movement of thecaliper’s piston. They also havethe potential to reduce pulsationcomplaints. �



TPMS

Relearn ProceduresRequire TPMS Tool

Most vehicles requiresome type of “sta-tionary” relearn pro-

cedure to reset the system.This requires some type ofTPMS tool to activate each ofthe tire pressure sensors in aspecified sequence so theTPMS control module can re-learn their new locations. Onsome GM applications, a J-41760 magnetic tool is re-quired to “wake up” thesensors. On most other appli-cations, a factory TPMS toolor an aftermarket TPMS toolthat broadcasts a radio signalis needed for the sensor posi-tion relearn procedure.

On some applications, theTPMS relearn tool can beconnected to the vehicle’sOBD II diagnostic connectorto read and clear codes, dis-play system data and per-form sensor ID program-ming. On many Asian andEuropean applications, eachindividual tire pressure sen-sor has a unique ID code.Vehicles that currentlyrequire this kind of repro-gramming include mostHyundai, Infiniti, Kia, Lexus,Mitsubishi, Nissan, Subaru,Suzuki and Toyota models. Ifone or more sensors havebeen replaced, the new ID

information has to be inputdirectly into the system. So ifyou don’t have a TPMS toolthat can do this, your onlyalternative is to send yourcustomer back to the new cardealer to have the ID repro-gramming done.TPMS relearn proceduresvary a great deal from onevehicle to the next, so youalso need access to the TPMSservice data for the vehicle,or a reference manual orchart that covers the relearnprocedures. Without thisvital information, you can’treset the system.Essentially, most relearn


TPMS


procedures require you to put the system into arelearn mode. On some, this may require a com-mand from a scan tool or plug-in TPMS tool. Or,you may have to cycle the ignition key on and offa certain number of times while stepping on thebrake pedal. On others, the keyless entry fob maybe used to wake up the TPMS module and readyit for relearning.When the TPMS is ready, it may signal by beep-ing the horn or flashing the hazard lights. TheTPMS activation tool is then placed near one ofthe tire pressure sensors, and a button is pressedfor five or six seconds to wake up the sensor. Assoon as the TPMS module recognizes the sensorand learns its position, the system signals againby beeping the horn or flashing the hazard lights.You then repeat the same procedure for each ofthe remaining tire pressure sensors in the speci-fied order until the relearn procedure is complete.Even on vehicles that have a key fob or driver

information center relearn procedures, scan ordedicated TPMS tools that can interface throughthe OBD II connection can have advantages whenit becomes to difficult to reprogram vehicles. With some procedures using a J-41760 magnetictool, you are flying blind. Problems with the keyfob, antenna and even the module or serial databus connection can leave you chasing your tail.With a scan or dedicated scan tool, it is possibleto perform a more accurate relearn and diagnosisand problems.

STUCK IN A LOOPToyota vehicles prior to 2009 are equipped witha Tire Pressure Warning Reset Switch that can beused for initialization. When the button is pushedand held for more than three seconds, the vehi-cle’s receivers are open and looking for the cur-rently stored TPMS IDs. What if there is a missing or broken sensor?What if there are new sensors on the vehicle thathave not yet been programmed? This will causethe vehicle to become stuck in a loop, searchingfor TPMS IDs that are no longer there. If youhave a scan tool and try to enter into the initial-ization mode, it might say, “Lost CommunicationWith ECU” or similar message.Bartec USA has developed the Toyota LoopReset tool to handle this issue. When a Toyotavehicle is stuck in the “loop,” the technician willnot be able to write IDs using the OBD COMMS,and the tool will “error out.” To verify it is aresult of the loop condition, the technician canselect the READ IDs option, which will connectand read out the IDs. IF THIS IS SUCCESSFUL,THE VEHICLE IS IN THE “LOOP.”

HOW TO USE THE BARTEC WRTRST50TO RESET THE VEHICLE

1. Turn the ignition to the ON position.2. Insert the WRTRST50 into the OBD II port onthe vehicle. Once connected, press and hold thebutton on the WRTRST50 for at least 20 seconds.Do not cycle the ignition switch to the "OFF"position during this step.

3. Remove the WRTRST50, and resume theTPMS relearn procedure. Note: Tool does not work with Land Cruisermodels. �


Powertrain

By Andrew Markel, Editor

Dual-Clutch Transmissions: Coming to Your Shop Sooner than You Think

Dual-clutch transmissionsare coming to yourshop in the near future.

They started gaining popularityin high-performance vehicleslike the BMW M3, Audi TT andNissan Skyline. But, the firstdual-clutch transmissions youwill likely see will be on com-pact cars, hybrids and eventrucks. They are out there andthe warranty period is tickingaway.

Most of the drivers who willown these vehicles will notknow they have a dual-clutchtransmission connected to theengine. Most of them willthink they have an automaticthat gets great gas mileage.A dual-clutch transmission is

more than just two clutchplates where there was justone. The two clutches are notconnected. The clutchespower shafts with one nestedinside the other. These input

shafts connect to what could becalled counter shafts that runparallel to each other. Oneshaft can have the odd num-bered gears while the other hasthe even gears. Some manufac-turers call each shaft “subtransmissions.” The shafts con-nect to the output shaft.Through sleeves, clutches and

synchronizers typically foundin manual transmissions, thegears are engaged. While onegear on a shaft is driving thewheels, the next anticipatedgear is engaged and readied onthe opposite shaft while itsclutch is disengaged.

Instead of a linkage connect-ed to a shifter in the cabin, theshift forks are actuated byhydraulic or electric solenoids.The actual shifting is done byopening one clutch and closingthe other and maintaining thepower flow at any time. Theshifting behavior can be fine-tuned by software allowingvery different characteristicsusing the same transmission. It can act like a normal auto-

matic transmission, or the driv-er can shift it like a normalmanual with button mountedbehind the steering wheel orshifter.

EVERYDAY VEHICLES WITHDUAL-CLUTCH TRANSMIS-SIONS AS OPTIONAL ORSTANDARD • Dodge Dart and Journey• Ford Fiesta and Focus• Hyundai Veloster• Mitsubishi Lancer Evolution• Volkswagen Golf, Tiguan,

Beetle, EOS and Jetta• Volvo V40, V60 and V70


Powertrain

There are two types of dual-clutchtransmission clutches — wet anddry. Wet clutches are used on high-output engines so the oil can coolthe plates. Dry clutches are typical-ly found on lower output engines.Most clutches that are making theirway to market have diaphragm-style pressure plates regardless ifthey are wet or dry. The clutchescan be engaged hydraulically orelectrically.

WHY DUAL-CLUTCH?The performance advantage of

a dual-clutch transmission is thetransmission and engine canalways be connected to thewheels. There is no lag during agear change as a clutch is disen-gaged and a gear is selected.Compared to conventionaltransmissions, one manufactur-er claims a 5–10% reduction infuel consumption from just thisone feature. The number one reason OEMs

are adopting this technology isefficiency. A dual-clutch trans-mission is lighter than a compa-rable automatic with the same

number of speeds. Less weightequals better fuel efficiency. Internally, the dual-clutch trans-

mission is more efficient than anautomatic because there arefewer moving parts. Also, withan automatic transmission theengine has to drive a pump andsome energy is lost in the torqueconverter and clutch packs. Another advantage is that fuel

saving features like stop-startand sail (free-wheeling) are just amatter of software, not hardware.



PowertrainSERVICE OPPORTUNITIESDual-clutch transmissions have clutches that wear

and will eventually need replacement. Most unitscoming to market feature the clutchespackaged together as a complete unit.The serviceability of these units has yetto be explored.Some dual-clutch transmissions

have valve bodies that are mountedin the pan or in the case. Sometransmission manufacturers callthis the “mechatronic” part of thetransmission. These valve bodiesare not too much unlike currentautomatic transmission valve bod-ies. This is a considerable serviceopportunity. The actuators that movethe shift forks are also prone to failure. Fluid maintenance is also key in keeping a

dual-clutch transmission operating as designed. Mostcurrent dual-clutch transmissions hold 4 to 9 liters of fluid.

Some of these, like the BMW M3 dual-clutch trans-mission, also have a filter. The Ford Fiesta has a 150,000 mile service recom-

mendation for normal conditions. Volkswagenalso recommends a 150,000 service interval, butrecommends 30,000 miles if the vehicle is used fortowing. Some manufacturers say that the fluidwill last the life of the transmission, which is codefor “until the warranty runs out. “The primary service opportunity for these trans-

missions will be diagnostic time. �



Shop

The Beta 1491 Oil Filter Wrench’s straight design requires less turningspace to loosen or tighten oil filters. The wrench is designed to slipover the end of an oil filter. The technician can then tighten the steelband around the filter by turning the knurled knob at the top of thewrench. It is designed to fit oil filters from 2-1/2” to 4-5/16” diameterallowing it to work on most automobiles. The steel band is replace-able. This unique design provides more precise control when looseningfilters and less chance of slipping and busting your knuckles.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Federal-Mogul has announcedextensive enhancements to itsrange of ANCO Profile beam(flat) wiper blades with severalnew features that the company says will help ensure best-in-class performance and provide nearly 100-percent cov-erage of late-model vehicles with just 12 SKUs. New ANCO Profile wipers feature patented Articulated ContactTechnology, which permits unrestricted flexing for more uniform pressure distribution and improved conformance totoday’s curved windshields, according to Federal-Mogul. Each Profile blade is equipped with an integral, symmetri-cal spoiler that ensures increased downforce for exceptional blade-to-glass contact and includes the brand’s exclu-sive DuraKlear rubber compound for a consistent, clear wipe in a full range of weather conditions.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Tracerline Dye-Lite All-In-One full-spectrum fluorescent dye eas-ily pinpoints leaks in all oil and oil-based fluid systems, includingengine oil (includes synthetics), fuel, automatic transmissionfluid, power steering and hydraulic fluid (petroleum-based). All-In-One dye ensures optimum leak detection because it actuallycontains two distinct fluorescent dyes. One dye fluoresces bestunder ultraviolet light and the other under blue light. All-In-Onedye is highly concentrated. To use it, just add the dye and allowit to circulate through the vehicle’s fluid system. The dye es-capes with the host fluid through even the tiniest leak. Whenthe system is scanned with a high-intensity UV or blue light in-spection lamp, the dye fluoresces a bright yellow-green, exposing the exactlocation of every leak.Reader Service: Go to www.bfeRAPIDRESPONSE.com


Tenneco has introduced newbrake pad sets to the MonroeTotal Solution line of ultra-pre-mium ceramic and semi-metal-lic brake pads. The new padSKUs cover over two millionpopular late-model passengervehicles, and the Monroe TotalSolution line now offers 97-percent coverage of domestic-and foreign-nameplate appli-cations. Monroe Total Solution brake pads feature ceramic and semi-metallicfriction formulations engineered for quality stopping power and pedal feel, re-duced dust and long life.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Emissions

With fuel prices rising, the need for ac-curate air/fuel mixturemonitoring is more

important than ever. Theengine computer needs toknow what the fuel mix-ture is with a high de-gree of precision so itcan optimize fuel econo-my as well as emissions.If the information re-ceived by the powertraincontrol module (PCM)from its sensors is not accu-rate, it may command toomuch fuel or not enough. A richmixture wastes fuel, while a lean mixture maymisfire and waste power (while also causing abig increase in hydrocarbon emissions).Many late-model imports such as Honda,

Toyota, Volkswagen and others use “Air/Fuel”(A/F) sensors rather than conventional oxygen

(O2) sensors to monitor the exhaust gases com-ing out of the engine. What’s the difference?An air/fuel sensor can read a much wider and

leaner range of fuel mix-tures than a conventionalO2 sensor. That’s whythey’re also called “wide-band” O2 sensors.Another difference is that

A/F sensors don’t pro-duce a voltage signal thatsuddenly changes oneither side of Lambdawhen the air/fuel goesrich or lean. A convention-al O2 sensor will produceeither a rich reading (0.8volts) or a lean reading(0.2 volts) when the fuelmixture changes. An A/Fsensor, by comparison,



This badly contaminated oxygen sensor produces a biasedsignal that causes a rich condition after the engine entersclosed-loop operation.

Air Fuel Ratio Sensorsvs Oxygen Sensors

Go to www.bfeRAPIDRESPONSE.com �

Emissions


produces a changing current signal that varies indirect proportion to the amount of unburned oxy-gen in the exhaust.On Toyotas, the PCM sends a 3.0-volt reference

voltage signal to the A/F sensor. A detection circuitinside the PCM then monitorschanges in the current flow, andgenerates an output voltage signalthat is proportional to the air/fuelmixture. At Lambda, when theair/fuel mixture is 14.7 to 1 (stoi-chiometric), the current flowthrough the sensor is zero.Another point that can trip up an

unwary technician is that the A/Fvalue displayed on a scan tool canbe misleading. Many scan toolswith “generic” OBD II softwareautomatically convert the PCM’sA/F sensor voltage output to amore familiar 0 to 1 volt scale likethat of a conventional O2 sensor. Ifyou are not aware of this fact, andwonder why the voltage readingfor the A/F sensor PID seemsunresponsive, or does not change

as much as you would expect when you create alean or rich fuel condition, you may wrongly con-clude that the A/F sensor is bad.The most accurate way to test A/F sensors is with

a factory scan tool that displays the PCM’s actualvoltage reading for the A/F sensor, or an aftermar-ket scan tool that can do the same.

A/F SENSOR PROBLEMSA/F sensors fall prey to the same ailments as

ordinary O2 sensors. A contaminated sensor willnot produce an accurate signal or generate an accu-rate air/fuel mixture reading. Sensors can be con-taminated by engine coolant from internal coolantleaks (leaky head gasket or cracks in the cylinderhead), or by phosphorus if the engine is burningoil. The underlying cause here may be worn valveguides and valve guide seals, and/or worn pistonrings or cylinders. Other sources of contaminationinclude RTV sealers that contain high levels of sili-cone, or certain gasoline additives.If an A/F sensor is lightly contaminated, it may be

lazy and take longer to respond to sudden changesin the air/fuel mixture. If the sensor is heavily con-taminated, it may not respond to changes at all.Compression leaks or misfires that allow

unburned oxygen to enter the exhaust, and exhaustmanifold air leaks, can also mislead the sensor. �

The coat of soot on this unheated oxygen sensor reduces itssensitivity to changes in the air/fuel mixture ratio.

� Go to www.bfeRAPIDRESPONSE.com

TechTips This month is sponsored by:


If you get a 2005-2011 Toyota RAV4in your shop for an alignment of acomplaint of either rear tire wear ora knocking noise, you need to beaware of a recall and inspectioncampaign Toyota is performing.Toyota Safety Recall C0J involvedinspecting the right and left RearSuspension Lower Arm No. 1(“arm”) for looseness. Based uponthis inspection, it may have beennecessary to replace the arm(s).Toyota received reports from dealersindicating that some vehicles experi-enced symptoms of the recalled con-dition after being inspected orrepaired. Upon investigation, it wasdiscovered that some inspectionswere not adequate and portions ofthe repair procedure may not havebeen performed correctly.Based upon this information,Toyota is re-notifying all ownerscovered by Safety Recall C0J. Thenotification will apologize to cus-tomers and inform them that theirvehicles may not have been inspect-ed or repaired correctly. The letterwill request the customer to returnto the dealership for a revisedinspection and remedy procedure.If a lower arm has been inspectedand has passed, it will have anepoxy tag on the arm indicating thatit passed the inspection. If it doesnot, send the customer to the dealerfor the recall to be addressed.

Courtesy of Toyota

Toyota: RAV4 Recalland Inspection Tags

Cadillac: Front Brake HoseFitting Corrosion - ReplaceFront Brake Hoses

Models: 2003-2007 Cadillac CTSOriginally sold or currently registered inConnecticut, Delaware, Illinois, Indiana, Iowa,Maine, Maryland, Massachusetts, Michigan,Minnesota, Missouri, New Hampshire, New Jersey,New York, Ohio, Pennsylvania, Rhode Island,Vermont, Washington, D.C., West Virginia,Wisconsin

General Motors has decided that a defect, whichrelates to motor vehicle safety, exists in certain 2003-2007 model year Cadillac CTS vehicles originallysold or currently registered in states that use roadsalt or deicers. Some of these vehicles have a condi-tion in which the front brake hose fitting at thecaliper may corrode due to snow or water, contain-ing road salt or other contaminants, entering andbeing retained in the hose sleeve. If the fitting cor-rodes significantly, the brake hose may develop aleak. A sign of a brake hose leak would be fluidspotting on the ground. If enough fluid were lost,the brake system warning light and a "Check BrakeFluid" message in the Driver Information Centerwould illuminate (in rare cases, the brake hose mayrupture suddenly without prior warning), and vehi-cle stopping distance may increase. If stopping dis-tance is limited, a crash could occur.

Vehicles InvolvedVIN breakpoints:Year Division Model From Through

2003 Cadillac CTS 30100001 301756172004 Cadillac CTS 40100001 401926262005 Cadillac CTS 50100002 502377482006 Cadillac CTS 60100001 602139692007 Cadillac CTS 70100003 70198443

Parts InformationParts required to complete this recall are to beobtained from General Motors Customer Care andAftersales (GMCC &A). Courtesy of AllData


TechTips

OVERVIEW:This bulletininvolves discon-necting the wireharness clip nearthe ETC Sensor.

MODELS:2010 (RT) Town &Country/GrandCaravan(IncludesInternationalMarkets)

NOTE: Thisbulletin appliesto vehiclesequipped with power adjust-ing pedals with or withoutmemory (Sales code XAP orXAM) built before September17, 2009 (MDH 0917XX).

SYMPTOM/CONDITION:Some customers may experi-ence an ETC light illumination.Upon further investigation thetechnician may find that DTCsP2122 - Accelerator PedalPosition Sensor 1 Circuit Lowand/or P2127 - AcceleratorPedal Position Sensor 2 CircuitLow have been set. This condi-tion could be caused by thewiring to the APP sensor beingheld too tight, causing thewiring to become loose result-ing in the ETC light illumina-tion.

DIAGNOSIS:Using a Scan Tool

(wiTECHTM or StarMOBILE)with the appropriateDiagnostic Procedures avail-able in TechCONNECT, verifythe adjustable pedal system isfunctioning as designed. IfDTCs are present other thanthe ones listed above, recordthem on the repair order andrepair as necessary before pro-ceeding further with this bul-letin.If the above condition is pres-ent, perform the RepairProcedure.

REPAIR PROCEDURE:1. Gain access to the APPsensor (Figure 1). 2. Locate the push pin wireharness clip next to the APPsensor (Figure 1). 3. Using a pry tool, remove thepush pin clip.

Courtesy of MotoLogic

CHRYSLER: ETC Light IlluminatedOr Diagnostic Trouble Code P2122And/Or P2127 Set


1-APP Sensor 2-Adjustable Pedal Motor3-Wire Harness Clip


TechTips

FORD: 2010 Taurus 2009-2010 FlexLINCOLN: 2009-2010 MKS 2010 MKT

ISSUESome 2009-2010 Flex, MKS and 2010 Taurus andMKT built on or before12/14/2009 may exhibit rearbrake drag and/or off-brakecyclic noise. The noise maybe caused by pad to pistonmisalignment or corrosion onthe brake caliper bracket.

ACTIONFollow the ServiceProcedure steps to correct thecondition.

SERVICE PROCEDURE1. Remove the rear wheelsand tires per Workshop

Manual (WSM), Section 204-04.�2. Remove the rear brake pads. The notch in thecaliper piston should be aligned with the pin onthe backside of the inboard brake pad. (Figure 1)3. Replace the caliper anchor bracket and anchor

bracket bolts. Ensure thepiston slots are aligned.The new caliper anchorbrackets should have asmall amount of greaseunder the brake padspring clips. Greaseshould not be applied tothe surface of the springclips or come into contactwith the pads.4. Install new brakepads. 5. Install the rear wheelsand tires. �

Courtesy of MotoLogic

Ford/Lincoln: rear brake drag or rear brake noise

Statement of Ownership, Management and Circulation(Act of August 12, 1970; Section 3685. Title 39. United States Code.)

Publication Title: Brake & Front End Publication Number: 0193726X Filing Date: Sep. 23, 2013Issue Frequency: Monthly Number of Issues Published Annually: 12 Annual Subscription Price: $69Complete Mailing Address of Known Office of Publication:3550 Embassy Parkway, Akron, Ohio 44333-8318, Summit County. Contact Person: Pat Robinson Phone: 330-670-1234.Complete Mailing Address of Headquarters of Publisher: Same as above. Publisher: Jim Merle (address same as above). Editor: Andrew Markel (address same as above). Managing Editor: Tim Fritz (address same as above).Owner: William E. Babcox, Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333Known Bondholders, Mortgagees and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages or Other Securities: None.Publication Title: Brake & Front End Issue Date for Circulation Data Below: August, 2013.

Extent and Nature of Circulation: Average no. copies each Actual no. copies ofissue during preceding single issue nearest to

12 months filing date

A. Total Number of Copies 37,562 37,638B. Paid and/or Requested Distribution – Individual Paid/Requested Mail Subscriptions Stated on Form 3541 35,141 35,732

C. Total Paid and/or Requested Circulation 35,141 35,732D. Nonrequested Distribution– Outside County Nonrequested Copies Statedon PS Form 3541 1,457 898

– Nonrequested Copies Distributed Outside the Mail 702 690E. Total Nonrequested Distribution 2,159 1,588F. Total Distribution 37,300 37,320G. Copies Not Distributed 262 318H. Total 37,562 37,638I. Percent Paid and/or Requested Circulation 94.2% 95.7%

Publication of Statement of Ownership will be printed in the November 2013 issue of this publication I certify that the statements made by me above are correct and complete. Pat Robinson, Circulation Manager September 23, 2013


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AutoCareProNews.com

Jasper Engines & Transmissions offers theFord 6R60/6R75 rear-wheel-drive and four-wheel-drive transmission on exchange. Thissix-speed CAN (Controller Area Network)electronically controlled automatic trans-mission is available for 2006-’08 Ford Explorer and Expedition application. Theunits have the transmission control module

(TCM) mounted inside the transmission on the valve body. JASPER installs athermal conductive layer between the TCM and the valve body, and updatesall early shallow pans to the latest deep pan design. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Ranger Products, a division of BendPak, recently unveiled its newQuickJack portable jack system that makes vehicle maintenance — onthe track and off — convenient and lightning fast. The 3,500-lb. ca-pacity lightweight QuickJack can go anywhere and can be easilystowed in the trunk or back seat of most cars when not in use. Bringit to the track or drop it on your garage floor to perform routinemaintenance in the comfort of your home, all in seconds. The Quick-Jack collapses to a low 3” profile so it fits where other jacks don’t.Contact Ranger Products at 805-933-9970 or visitwww.quickjack.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

When performing a clutch repair on select Subaru applications, includ-ing the Baja, Forester, Impreza, Legacy and Outback models, you mayobserve excessive damage sustained to the throw-out bearing retain-er. Schaeffler offers two LuK RepSet clutch kits, 15-030 and 15-031,which resolve this situation. Every LuK RepSet contains a new clutch,disc, release bearing, pilot bearing, spline and lubricant. These twokits contain a release bearing and repair sleeve designed to slide overthe throw-out bearing retainer, thereby protecting and lengtheningthe life of the clutch and drivetrain system.Reader Service: Go to www.bfeRAPIDRESPONSE.com

This holiday season get the DIYerin your life a gift you know theywill love. Head on down to NAPAand get your choice of three toolsets for only $19.99 each: Gear-Wrench five-piece ratchetingwrench set, Carlyle 19-in-oneratcheting driver bit set or EVER-CRAFT nine-piece ScrewdriverSet. At participating NAPA AUTOPARTS stores, while supplies last.Offer valid Nov. 17 through Dec.31, 2013.Reader Service: Go towww.bfeRAPIDRESPONSE.com

Honeywell Friction Materials announcesthe arrival of Stop, its newest brake padline. The Stop brand offers a high-valuebrake pad with a competitive price. Stopbrake pads are designed to meet OEspecifications for fit, form and function.Honeywell includes all the recommendedbrake hardware in the box for Stop to reduce installation time, improve bay efficiency and restore OE performance. Reader Service: Go to www.bfeRAPIDRESPONSE.com


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Raybestos brand chassis parts – anAffinia brand – announces that listingsfor 25 makes and 61 models coveringthe 2014 model year have beenadded to the Raybestos chassis cata-log. Ball joints and control arms have been added for the following 2013-’14 models: Honda Odyssey: P/N 502-1296, Left Upper, P/N 502-1297,Right Upper; Acura RDX and 2013 Honda CRV: P/N 505-1386, Lower; andToyota 4Runner: P/N 507-1725, Left Lower, P/N 507-1724, Right Lower,P/N 502-1267, Left Upper and P/N 502-1268, Right Upper. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Bosch has just introduced the new Bosch Blue Disc Brake Pads, target-ed to general repair shops that service a variety of makes and models.According to the company, the new Bosch Blue Disc Brake Pads areperfectly suited for the ‘everyday driver’ who is looking for the bestperformance and value. Packaged in a blue box familiar to automotivetechnicians across the world, Bosch Blue Disc Brake Pads cover vehiclesfrom 1956 through the current model year. With 997 SKUs for NorthAmerica (United States and Canada), Bosch Disc Brake Pads providemore than 95 percent vehicles in operation (VIO) coverage. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Hunter’s Quick Check inspection system, which performs acomprehensive vehicle inspection in under three minutes, usesnew WinAlign 14 software to communicate with cutting-edgedevices and provide valuable information about a vehicle’salignment, brake performance, battery health, tire health andemissions. The Quick Check inspection system builds onHunter’s patented alignment check system which measuresalignment angles that affect tire life. The alignment checktakes only 58 seconds, and produces total toe and cambermeasurements for both axles. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Arnott Inc. has released its 2014product catalog, which providesdetailed information on morethan 260 air suspension replace-ment products including newproduct offerings for BMW, Mer-cedes-Benz, Audi and more. The36-page catalog features Arnott’sentire product line broken downby application and provides partnumbers correlated by year andmodel. A PDF download is avail-able atwww.arnottindustries.com. Reader Service: Go towww.bfeRAPIDRESPONSE.com

Standard TPMS sensors are en-gineered to match OE fit, formand function, plus they can be IDcloned to the sensor they re-place using a TechSmart cloningtool. Each clone-able sensor hasa unique sensor ID, the rightprotocol and matching bodystyle. Technicians can bypasscomplex factory relearn process-es, saving time and money. Reader Service: Go towww.bfeRAPIDRESPONSE.com


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Continental Commercial Vehicles & Af-termarket has introduced the VDOREDI-Sensor Installer Kit for automotivetechnicians. The new kit comes with oneof each of the three REDI-Sensor sensorassemblies and four sensor service kits.The REDI-Sensor Multi-Application TPMSSensor Program allows technicians to

cover 85% of TPMS equipped vehicles without waiting for parts delivery. All ofthe components in the kits are included in a special tackle box. For more infor-mation, visit redi-sensor.com or contact [email protected]. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Centric Parts has introduced StopTech BigBrake Kits for the 2013 Lexus GS350 sedan.The kit uses floating directional AeroRotors(front 355 x 32 mm; rear 345 x 28 mm), aswell as billet aluminum mounting bracketswith stainless-steel studs, DOT-compliantstainless steel braided Teflon brake lines,StopTech’s Street Performance brake pads,plus six-piston ST-60 calipers for front andfour-piston ST-40 calipers for rear. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Mitchell 1 announces the release of its 2014 Emission Control ApplicationGuide (ECAT14) for domestic and import cars, light trucks, vans (diesel en-gines) and Class ‘A’ motor homes with gasoline engines, model years 1966- 2014. The new guide provides vehicle-specific emission system informa-tion for repair shops that perform smog inspections. To order the ECAT14,call 888-724-6742 or visit www.Buymitchell1.com. Additional informationabout Mitchell 1 products and services is available on the company’s web-site, www.mitchell1.com. Reader Service: Go to www.bfeRAPIDRESPONSE.com

ACDelco Enhances Power-Steer-ing Product Lineup — ACDelcohas significantly enhanced itsportfolio of power-steering prod-ucts with an all-new line of Pro-fessional Remanufactured steer-ing components designed toprovide consumers with qualityand affordable solutions while ex-ceeding your high standards. Theline includes power-steeringpumps, rack-and-pinion gears andsteering gears. Learn more atACDelco.com or your ACDelcodistributor. Reader Service: Go towww.bfeRAPIDRESPONSE.com

Federal-Mogul Corporation and its Wagner Brake brand are shiftingto environmentally friendly low-copper brake pads. Federal-Mogul re-cently introduced Wagner ThermoQuiet Ceramic brake pads featuringthe first full-line offering of 2021-compliant low-copper formulations.Now featured in ThermoQuiet Ceramic pads, the Wagner OE21 low-copper formulations are 35% quieter and offer 15% more stoppingpower and up to 40% greater fade resistance than previous formula-tions. Visit www.WagnerBrake.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 Advertiser Page

AASA 39

APA Management Group 27

Auto Value/Bumper to Bumper Cover 4

Bartec USA, LLC 42

BendPak 47, Insert

CARDONE 19

CARQUEST Auto Parts 5

Centric Parts 22, 23

Chrysler Group LLC 17

CRP Industries 55

Gabriel 16

Harbor Freight Tools 43

Jasper Engines & Transmissions 51

KYB Americas Corp. 29

Moog Steering & Suspension 36

Motorcraft,Ford Motor Company Cover 2, 1

NAPA Cover Call Out, 11, 33

Nucap Industries 38, 48

O'Reilly Auto Parts 21

Packard Industries 46

Parts Plus 15

Permatex Inc 13

Raybestos Chassis 3, 52

Schaeffler Group USA 8, 9

SKF 26

SmartChoice by Federal-Mogul 37

Specialty Products Co 30

Standard Motor Products 41

Wagner Brakes/Federal-Mogul 6, 7

WIX Filters 31

>> VISIT www.bfeRapidResponse.com and click on the company from which you want information.

>> OR, go to www.BrakeandFrontEnd.comand click on the Brake and Front End Rapid Response logo.


Reader Service: Go towww.bfeRapidResponse.com

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Do you have your own bad brake story and picture? If you do, it could be worth $75

and, if selected, your story could appear in BRAKE & FRONT END.

Send digital picture and your contact information to: [email protected].

This customer chose an interesting solution when the air

ride suspension on his SUV started to leak. The rubber

block looks like a wheel chock wired to the trailing arm of

the suspension. I am sure the ride was not the most comfortable. �

Bradley Pogue

brake & front end, november 2013

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