brake & front end, september 2012

September 2012

A MAGAZINE ®

www.brakeandfrontend.com

Circle #1 for Reader Service

You can reach us electronically at www.brakeandfrontend.com

975th Monthly Issue SEptember, 2012Cover Design by Dan Brennan

Features

BRAKE & FRONT END (ISSN 0193-726X)(September 2012, Volume 84, Number 9): 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: Sendaddress changes to BRAKE & FRONT END, P.O. Box 13260, Akron, OH 44334-3913. BRAKE & FRONT END is a trademark of BabcoxPublications, 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 services representative 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 residentsadd current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment toBRAKE & FRONT END, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

2 BRAKE & FRONT END • September 2012 WWW.BRAKEANDFRONTEND.COM

A Magazine

®

Brake Pad Mumbo JumboIt can be confusing when you look at an adver-tisement or the side of a brake pad box. Takenat face value, you would think that there wouldbe no more brake noise, precise stopping dis-tances and that brake pads last forever. As atechnician, you know this is not true.

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Wheel Speed Sensor ServiceThere is no way to quickly tell if a Wheel SpeedSensor (WSS) is passive or active. Both sensorshave two wires and are located in the sameposition on the vehicle. Often, the service infor-mation will not indicate what types of sensorsare on the vehicle. Trouble codes will not indi-cate if the sensors are passive or active.

40 Independent Rear SuspensionsIndependent rear suspensions are starting tobecome the norm on not only cars, but SUVs ofall sizes. The first advantage of an independentrear suspension is ride. The second advantage ishandling.

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COLUMNS6 Viewpoint8 Gonzo’s Tool Box

12 Industry Review14 Guess the Car18 Ad Index20 Brake Job: Honda Insight Hybrid26 Alignment Specs: Cadillac STS36 Brake Lubricants46 Tire Mounting Miscues

55 Tire Tech: Torque Troubles58 Tech Tips66 Product Showcase69 NASCAR Performance72 Classifieds76 Brake Lights

ADVERTISINGREPRESENTATIVES

Bobbie [email protected], ext. 238

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

Doug [email protected], ext. 255

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

4 BRAKE & FRONT END • september 2012 WWW.BRAKEANDFRONTEND.COM

TOP WEBSITE ARTICLES FOR SEPTEMBERTo read the entire article, go to www.brakeandfrontend.com and type thetitle of the article into the SEARCH box.

Getting Employees to Adopt theRight CultureHow many times during the day does a cus-tomer stop by or call, and ask to only speakwith you, the shop owner? Do you know why?It's because in general, the experience thecustomer has when dealing with the owner ofa business is much different than when deal-ing with an employee.

Performing a Brake Job on a 2005-2010 Toyota Scion TCThe replacement of the pads and rotors on a Toyota Scion TC is straight-forward, but there are some things that you should know before you start.

Diagnostic Solutions: Testing Automotive Batteries andStartersIn the real world, battery and starter testing data can vary widely and forno apparent reason. Import Specialist Contributor Gary Goms explainsthrough several real-world examples why battery age, ratings, state-of-charge and starter design are so important for accurately determining thecause of the typical slow-starting or cranking, no-start complaint.

3550 Embassy Parkway Akron, OH 44333; (330) 670-1234www.brakeandfrontend.com

EDITORIAL STAFF

Jim Merle Publisher, ext. [email protected]

Andrew Markel Editor, ext. [email protected]

Tim Fritz Managing Editor, ext. [email protected]

Larry Carley Technical [email protected]

Dan Brennan Graphic Designer, ext. [email protected]

Cindy Ott Advertising Services, ext. [email protected]

Pat Robinson Circulation Manager, ext. [email protected]

Kim Hedgepeth Circ. Specialist, ext. [email protected]

CORPORATE

Bill Babcox PresidentGreg Cira Vice President

Chief Financial OfficerJeff Stankard Vice PresidentBeth Scheetz ControllerBrad Mitchell Director of eMedia

IN MEMORIAL

Edward S. Babcox (1885-1970)Founder of Babcox Media

Tom B. Babcox (1919-1995)


Menu-based pricing forrepairs has been aroundsince the 1920s. It is a

business model that has worked formost of the industry, but on modernvehicles, it is quickly losing itseffectiveness as a way to sell servic-es and repair vehicles. There is nodoubt that menu pricing can sim-plify the selling of maintenance,but when it comes to solving brake,suspension and wheel assemblyproblems, it can create more prob-lems than it can solve.

Up until the 1980s, a technicianmight have seen only three differentbasic suspension types, two types ofdrum brakes and maybe four caliperdesigns. Also, wheel assembliesalmost never exceeded 15 inches, orwere not equipped with tire inflationmonitoring systems.

Today, shops see a plethora ofdesigns and problems that areunique to a specific make and model.So having one-size-fits-all prices andprocedures for every vehicle can bealmost impossible, and rationalizingthat you will make money on mostand lose some on a few is an expen-sive falsehood.

In the eyes of the customer, themenu can give a false impressionthat picking an item on a menu canfix a problem, like how a dessert cartcan satisfy a sweet tooth. Keep inmind that no matter how cheap thecustomer, their need and goal is to

fix the problem ontheir vehicle. Also,selling off a menu

to solve a concern can create morecommunication problems than itsolves.

How do you get off the menu or atleast stop using it as a sales crutch?The first step is communicating withthe customer. The easy sell is notalways the best solution to the dri-ver’s problems. Getting approval upfront for a menu job may seem likethe path of least resistance, but typi-cally with today’s vehicles it does notsolve the problem and can result inmiscommunication and extra phonecalls where the shop could be put ina defensive position. Communicatingwith the customer can help to identi-fy the concerns of the customer andreinforce trust and understanding.

The next step is to change yourmenu. The menu that the public seesshould only include maintenanceservices like oil changes, coolantflushes and tire rotation. The word“job” should not appear on the boardunless “job” is in the name of yourshop. Instead of selling (or the cus-tomer requesting) jobs from themenu, you can now focus on sellinginspection and testing services thatcan be far more profitable to you.

Using the terms “inspection andtesting” are more accurate descrip-tions and imply to the customer thatsomething is being performed ontheir vehicle. The term “diagnostic”to the customer has unfortunatelybeen devalued and to them canmean someone pulling codes or sniff-ing the dipstick. Do not worry aboutnot selling parts with testing andinspection procedures. The notionthat you have to sell equal parts oflabor and parts on the same ticket isnot applicable to today’s vehicles.

Next, create your own internal

menu of symptom-based inspectionand testing services. The testing andinspection services should includeprices and procedures for brake,steering and suspension systems.Personnel at the front countershould know the procedures back-ward and forward.

For example, if a customer asksfor an alignment and the customerreveals that the vehicle is pulling tothe left, you could sell them a symp-tom-based alignment service pack-age that might include an alignmentangle check and test drive. If yourshop has a balancer that can meas-ure lateral and road forces, you caninclude a “diagnostic” balancingservice as part of the package.

You can package this service tothe customer at one price. The cus-tomer will feel more confident thatthe service will lead to a full resolu-tion to the problem. Also, if the cus-tomer says that the pull occurs dur-ing braking, you can include a brakeinspection as part of the package. Italso means that the technician inthe bay is not working for free dur-ing the inspection process.

The next step is to start usingcustomer interview forms that canbe filled out by the service adviser orcustomer. Forms can help to revealinformation that the customer mightnot typically give or the serviceadviser might not think could beassociated with the problem.

One of the benefits of sellingsymptom-based testing and inspec-tion services is that you can directlysell services that use expensive capi-tal equipment like alignment equip-ment and balancers with tire forcemeasurement features. �

Menu’ Based Pricing Must Go!

VIEWPOINT

Andrew MarkelEditor

[email protected]

Did you ever notice some people have an excusefor just about anything? Did you also noticehow some people have a quirky explanation for

the problems with their cars? I sometimes wonderwhat some of these folks would think if they actuallyheard themselves from my side of the counter.

I’ve heard it all (or, at least I think I have) … noth-ing surprises me any more. So, I thought I would jotdown some of the wacky problem descriptions and cus-tomer requests I’ve heard over the years. For thosewho work on my side of the repair counter, see howmany of these you’ve heard before.

Here are a few of my all-time favorites:

“It’s not intermittent; I know it does it

sometimes.”

“I drive my car a lot, and it does this

every day; last time it was a month ago.”

“My car is going to blow up … I heard it

ticking.”

“Every time I shut my car off, it won’t

start.”

“My valve stems won’t stay aligned.”

“My brother used to be a mechanic, so he

knows everything.”

“I lost my voltage in the car.”

(Well, go find it!)

“I’ve got a shortage in my car.”

(“What are you short of?”)

“I can’t afford the repair, so just fix

what’s broken.”

“I don’t want this car to last forever. I just

want it to last long enough until I can af-

ford one that will.”

“The tail lights went out on my car.”

“When did you notice they were out?”

“At night.”

Two weeks after a customer has called,

he arrives at the shop and tells you, “I’m

the guy who called yesterday.”

“I’m not in a hurry for it.”

(A sign they’ll be calling in less than

a half hour to check on it.)

GONZO’S TOOL BOX

Scott “Gonzo”WeaverContributing Editor

[email protected]


CUSTOMERS SAY THEDARNDEST THINGSDealing With Wacky One-Liners From Your Customers

“I need to pick it up today.”

(Closing time comes along, and they are nowhere to

be found.)

“I don’t care what it costs, just fix it.”

(Sure you do!)

“I’ll have to wait on it, even if it takes you

all night to fix it.”

“All you mechanics are alike!”

(I have a twin?)

“I should have learned to fix cars, so I

could tell you what’s wrong with it.”

“You’ll have to work around my dog; he

stays in the car.”

“I already know what’s wrong with it; I

don’t need you to tell me what’s wrong.”

“So what’s wrong with it?”

“I don’t know; I sued the last mechanic

who worked on my car.”

“I want to speak to the mechanic who

worked on the car. (Oh you do?) Then I want to

speak to your boss. Oh, you’re the boss, well

then I want to speak to the owner. Oh,

you’re the owner, then I want to speak to

someone in charge.”

“I saw smoke coming out of my vents, so

I poured water down them. Now when I turn

on the blower motor, it gurgles in the car.

Did I do that?”

Never a dull moment at the repair shop, that’s forsure. I’d like to think each and every one of us at somepoint in time said something stupid to a service per-son. I know I have, and I’m sure with my wacky senseof humor, they’d be talking about it for a long time.

You just have to laugh at the comments after awhile. You can’t take it too seriously or you’ll justdrive yourself crazy. Next time you get somebody atthe counter and he or she wants you to take a guessat a repair rather than actually diagnose it, tell himor her what I say. “Sure, I’ll take a SWAG at it.” Andwhen they ask, “What’s a SWAG?” you can tell them:“Scientific Wild $%# Guess.” �


AAPEX ADDS EXTRA DAYFOR LEARNING FORUMEDUCATION SESSIONS

Organizers for the AutomotiveA f t e rma rk e t P r o du c t s Exp o(AAPEX) have announced that theLearning Forum education sessionsat this year’s AAPEX will start onMonday, Oct. 29, instead of Tuesday,and will continue throughout theevent.

AAPEX will be held Tuesday, Oct.30 through Thursday, Nov. 1, at theSands Expo Center in Las Vegas.

The new, four-day LearningForum will include more than 30free sessions open to all AAPEX at-tendees. Specific sessions are recom-mended for general aftermarketaudiences, warehouse distributors,manufacturers, retailers, auto repairshops and parts stores. Sessions aredesigned to provide attendees withindustry trend information, newtechniques and technology to helpthem improve their businesses.

The fo l lowing LearningForum sessions will be offeredon Oct. 29:

• “Outlook for Fuel and RawMaterial Costs: How it ImpactsEveryone in the Aftermarket,”speaker Jason Schenker, PrestigeEconomics LLC

• “The Partnership Path to BrandDifferentiation and Success!” withspeaker Jackie DeLise, VermillionConsulting

• “Intellectual Property: WhatYou Don’t Know Can Hurt You,”speaker Sarah Bruno, Arent Fox( sp ons o r ed by MEMA BrandProtection Committee)

• “Culture Eats Strategy forLunch: Why and How to Define andNurture Your Company Culture,”speaker Shawn Parr, Bul ldogDrummond

• “Sprechen Zie Brand?” with

speaker Shawn Parr, Bul ldogDrummond

• “The New Aftermarket: WeHave an App for That,” speakerDerek Kaufman, C3 Network Inc.

Learning Forum sessions will beheld at the Venetian Hotel, on theVenetian/Palazzo Congress CenterLevel 1, Marco Polo Rooms 701-706.All sessions are accredited by theUniversity of the Aftermarket to-ward the Automotive AftermarketProfessional (AAP) and MasterA u t om o t i v e A f t e rma r k e tProfessional (MAAP) designations.

With the Learning Forum start-ing before the official opening ofAAPEX, attendees are reminded toadjust their travel plans and sched-ules accordingly. To register forAAPEX, visit the event’s website,www.aapexshow.com. For a completelist of sessions, visit the LearningForum on the AAPEX website.

FIFTY-SIX NEW MOOGSTEERING AND SUSPENSIONPARTS EXPAND BRAND’SCOVERAGE TO MILLIONS OFADDITIONAL VEHICLES

The MOOG steering and suspen-sion line from Federal-Mogul now in-cludes 56 new parts that expand thebrand’s coverage to millions of addi-tional foreign nameplate and domes-tic passenger vehicles. According toFederal-Mogul, the Moog brand – asthe automotive service industry’s“Problem Solver,” – delivers innova-tive product designs that provide en-hanced performance and durability

and help make installation easier.The latest MOOG products now

available through replacement partsdistributors include left and rightlower control arms equipped withMOOG ball joints for VolkswagenGTI, Golf, Jetta and New Beetle pas-senger cars, model years rangingfrom 1998 to 2010, and millions ofGeneral Motors light trucks andSUVs manufactured between 1988and 2002. In total, Federal-Mogulhas added 17 control arm SKUs fora broad range of foreign nameplateand domestic applications.

Other new MOOG parts include arear adjustable compensator link forseveral Buick, Chevrolet, GMC,Oldsmobile, Pontiac and SaturnSUV and van applications, modelyears 2001 through 2007; sway barlink kits for 2011 through 2012 FordMustangs; and lower ball joints for2002 through 2005 Land RoverFreelanders.

For more information regardingMOOG steering and suspensionparts, visit the brand’s technician-fo-cused www.moogproblemsolver.comwebsite or contact your MOOG sup-plier. To identify the right MOOGpart for virtually any application,use the www.FMe-cat.com electron-ic catalog.

IDENTIFIX DIRECT-HITSUBSCRIBER BASE JUMPS BY40 PERCENT IN PAST TWOYEARS

Identifix Inc. has announcedthree significant milestones for thecompany’s award-winning onlinetool, Direct-Hit. According to thecompany, Direct-Hit has exceeded35,000 subscribers, with the numberof vehicle look-ups now reaching 15million per year. These numbers are


autocarepro:newsBrought to you by

INDUSTRY REVIEW

“The New Aftermarket:We Have an App forThat.”

up from 25,000 subscribers and 12million look-ups in 2010. In addition,the company reports that the num-ber of Hotline Archives has reached525,000, which represents an in-crease of 25,000 Hotline Archivesover the past six months alone.

According to Indetifix, Direct-Hitdelivers diagnostic and repair infor-mation quickly by eliminating thefrustration of time-consuming facto-ry flowcharts with shortcut tests andconfirmed fix procedures createdfrom more than 3.8 million calls tothe Ident i f ix Repair Hot l ine.Collected from more than 100,000technicians in the field, these fixesare validated by the company’s staffof more than 45 ASE Master L1Carline Specialists.

For more information, visitwww.identifix.com.

KYB AMERICAS LAUNCHESNEW STABILITY CONTROLAND SALES TRAININGPROGRAM

KYB Ame r i c a s C o r p . h a slaunched a new stability control andsales training program for service

providers. KYB Americas says theprogram was created, in part, to ad-dress the rapid increase of strut-equipped vehicles and the highercost of replacing them, which hasmade it more difficult for the serviceprovider to earn the sale.

Training includes shock and struttechnical information, how to evalu-ate shock and strut performance andhow to easily communicate the pur-pose and value of maintaining vehi-c l e - d e s i g n e d r i d e c o n t r o lperformance to their customers.

Stability control and sales train-ing programs are administered byqualified KYB ride control special-ists in live classroom sessions or in-teractive online webinars in the U.S.and Canada. At the end of the pro-gram, attendees can expect to have abetter understanding of the true

purpose of shocks and struts, a beliefin the value of maintaining vehicle-designed control and communicationtechniques to explain these impor-tant points to the motorist, the com-pany says.

“As a manufacturer, it’s vital toconsider the knowledge and trainingneeds of our distribution and serviceprovider customers,” said KYBDirector of Marketing and TrainingMac McGovern. “We spearheadedour stability control and sales train-ing program to supplement KYB’ssuperior product, with knowledgeand communication tools the serviceprovider can use to create sales op-portunities in their shop.”

FEDERATED LAUNCHES TOYSFOR TOTS PARTNERSHIPWITH U.S. MARINE CORPSRESERVE

Federated announces that it willbe a national corporate partner ofthe U.S. Marine Corps Reserve Toysfor Tots campaign in 2012; a pro-

#7

GUESS THE CAR! WIN $50!GUESS THE CAR! WIN $50!

September Solution: Ford EdgeSolved by: Josh ConklinMonro Muffler, Brake & TireMarathon, NY

CONGRATULATIONS JOSH!

Employees of Babcox Media, industry manufacturers and Brake & Front End advertisers are not eligible to enter.

What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visitingwww.BrakeandFrontEnd.com/guessthecar or scan the QRcode to the right with your smart phone.

The winner will be randomly selected fromcorrect entries and awarded $50. Entriesmust be received by October 1, 2012.

#6

“As a manufacturer,it’s vital to considerthe knowledge andtraining needs of ourdistribution andservice provider customers.”

14 BRAKE & FRONT END • september 2012 Circle #14 for Reader Service �

gram that delivers new toys and themagic of Christmas to less fortunatechildren each holiday season. Thepartnership kicked of f at theRichmond International Raceway(RIR) during race weekend (Sept. 7-8) for the Federated Auto Parts 400NASCAR Sprint Cup race.

“We believe in the mission of theMarine Toys for Tots campaign andlook forward to helping collect toysand donations for this extremelyworthwhile organization,” said MikeSchultz of Federated Auto Parts.“When we announced at our annualmeeting that we were working withToys for Tots, we raised $65,000 inabout 10 minutes, so to say ourmembers and associates are excitedabout this partnership is an under-statement.”

Federated and its members willcollect toys and money for Toys forTo t s f r om O c t o b e r t h r o u g hD e c emb e r a t p a r t i c i p a t i n gFedera ted Auto Par t s s t o re sthroughout the country.

NEW RAYBESTOS BRANDCHASSIS PARTS RELEASEDFOR LATE MODELAPPLICATIONS

Raybestos brand chassis parts –a member of the Affinia family ofbrands – has added ball joints, tierod ends and sway bar frame bush-ings to the Raybestos chassis catalogfor the following 2003-2012 models:

Ford Truck F150 (2010-2012)• P/N 505-1472, Ball Joint –

LowerChev y S i l v e r a d o

2500HD/3500HD and GMC Sierra2500HD/3500HD (2011-2012)

• P/N 405-1239, Tie Rod End –Inner

Ford Truck F250/350 SuperDuty (2011-2012) and F450/550Super Duty (2005-2012)

• P/N 401-2373, Tie Rod End –Right Outer

Jeep Wrangler (2007-2011)• P/N 410-1098, Tie Rod End –

Right Inner

Lexus GX470 (2003-2009),Lexus GX460 (2011) and Toyota 4Runner (2012)

• P/N 550-1703, Sway Bar FrameBushing

Mazda Truck CX-9 (2007-2012)• P/N 550-1724, Sway Bar Frame

BushingAccording to Affinia, Raybestos

ball joints are designed to match theindividual OE applications for thebest possible steering control, ridequality and service life. AdvancedTechnology synthetic bearing de-signs hold tighter alignment toler-ances for longer tire life, and thepermanently attached polyurethanedust boots provide clean, consistent,long-lasting performance, the com-pany says.

Raybestos tie rod ends specifical-ly match the ball and socket designfor built-in strength and lastingdurability, the company says. Highstrength steel forgings provide max-imum stability, safety and servicelife, according to Affinia.

Raybestos sway bar links use per-formance-enhancing, low-friction de-

WWW.BRAKEANDFRONTEND.COM BRAKE & FRONT END • September 2012 15

AD INDEXAdvertiser Name . . . . . . . . . . . . . . . . . . .Page Number

ACDelco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,71

Advance Auto Parts Professional . . . . . . . . . . . . . . . . . . .21

ADVICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Akebono Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

Auto Value/Bumper to Bumper . . . . . . . . . . . . . . . . .Cover 4

Autodata Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

BendPak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

BendPak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Insert

Best Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

CARDONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

CARQUEST Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

DEA Products/Pioneer Inc . . . . . . . . . . . . . . . . . . . . . . . . .49

DIRECTV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38,39

Ford Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

Gabriel/Arvin Innovation . . . . . . . . . . . . . . . . . . . . . . . . . .29

Jasper Engines & Transmissions . . . . . . . . . . . . . . . . .59,64

Mevotech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Mohawk Lifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Moog Steering & Suspension . . . . . . . . . . . . . . . . . . .42,43

Motorcraft,Ford Motor Company . . . . . . . . . . . . . . . . . . .27

NAPA . . . . . . . . . . . . . . . . . . . . . . . . . .Cover,Cover 2,1,7,45

Nissan Motor Corp. USA . . . . . . . . . . . . . . . . . . . . . .Cover 3

Nucap Industries . . . . . . . . . . . . . . . . . . . . . . . . . . .31,32,34

O'Reilly Auto Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Packard Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Parts Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

Parts Plus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Performance Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Raybestos Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . .50,51

Red Kap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

SKF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Sunex International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Tenneco/Monroe Shocks . . . . . . . . . . . . . . . . . . . . . . . . . .44

Tenneco/Walker . . . . . . . . . . . . . . . . . . . . . . . . . . .Poster,54

Uni-Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Volkswagen Parts & Accessories . . . . . . . . . . . . . . . . . . .10

Wagner Brakes/Federal-Mogul . . . . . . . . . . . . . . . . . . .24,25

signs and are cold forged for superi-or strength and stability. The fullball stud maximizes performancesurface area, Affinia notes. The com-pany adds that the parts come withthe “best parts and labor guaranteein the industry,” allowing techni-cians to install the products with“100 percent confidence.”

OHIO TECHNICAL COLLEGEPARTNERS WITH JASPERENGINES & TRANSMISSIONS

Ohio Technical College (OTC), aprovider of specialized technicaltraining in a wide variety of trans-portation fields, has formed a part-nership with Jasper Engines andTransmissions to use its products inthe school’s Automotive and Auto-Diesel programs.

Thr ough th e pa r tne r sh i p ,JASPER, a maker of remanufac-tured gas and diesel engines, trans-missions and differentials, willprovide engines, transmissions anddifferentials along with manufactur-ing, marketing and sponsor supportto OTC. Students will train on thecompany’s products during a six-week course held in the new JasperEng i n e s and T r an sm i s s i o n sTraining Center Lab building.

“We are excited to have JASPERas the official automotive engine andtransmissions partner of OTC, andthey will have a great presence intraining the next generation of tech-nicians,” said Tom King, Vice-P r e s i d e n t o f E n r o l lm e n tManag emen t a n d Te chn i c a lTraining for OTC. “The JasperEng i n e s and T r an sm i s s i o n sTraining Center allows our studentsto work with quality products thatcome from a leader in remanufactur-ing.”

The training center will consist offive classrooms: three engine labs,one automatic transmission lab, andone manual transmission and differ-ential lab. Students will learn disas-sembly, measuring, cylinder honing,

how to work with heli-coil inserts,timing belt installation and properre-assembly and torque procedures.The JASPER course will also trainstudents on automatic transmis-sions in rear- and front-wheel drivevehicles which will be covered in cardiagnostic testing as well as trans-mission removal and reinstallation.In addition, the manual transmis-sion classes will cover differentials.

GABRIEL ANNOUNCESWINNERS OF ITS ‘OWN THECHROME’ SWEEPSTAKES

Gabriel (Ride Control LLC) hasannounced the winners of its “Ownthe Chrome” sweepstakes, whichwas a part of the company’s nation-al “Own the Chrome Sales Event”from March 1 to April 31.

Gabriel’s “Chrome-tastic” nation-al sales event offered savings of upto 25 percent to customers who pur-chased four qualifying Gabriel prod-ucts. These customers also wereautomatically entered to win one ofseven “Own the Chrome” gift cards.

“Gabriel’s ‘Own the Chrome’ salesevent helped encourage consumersto choose the four corner ride controlreplacement job, while remindingcustomers that Gabriel uses a super-finished chromed piston rod on everyshock and strut we make for added

corrosion protection and productlife,” said Michael Lipski, vice presi-dent, sales and marketing, Gabriel.“And the added incentive to possiblywin an ‘Own the Chrome’ gift cardworth up to a $25,000 was very ap-pealing.”

Seven winners received Gabriel“Own the Chrome” gift cards:

• One (1) Grand Prize Winner -$25,000 Gift Card

M. Brickley — Tennessee• One (1) First Prize Winner -

$2,500 Gift Card C. Nanna — Vermont• Five (5) Second Prize Winners -

$ 500 Gift Card P. Kilgore — Tennessee D. Phelps — Kentucky A. Walker — Iowa I. Hazen — Ohio L. Mills — N.C.Gabriel supports its sales events

by supplying POP material packetsincluding a poster, counter displayand rebate pad, as well as informa-tion on its website during the event.To part ic ipate in the Gabrie lNational Fall promotion, call 1-800-251-5932.

ACDELCO ENHANCESTRACKING TOOL, ADDSTRAINING PATHS

ACDe l c o h a s u pda t e d i t sLearning Management System(LMS) website to give users an at-a-glance snapshot of their progress to-ward completion of the techniciantraining paths.

ACDelco recently enhanced itsLMS to give shop operators a global,single point of access for techniciantraining. This easy-to-use, Web-based application is designed tostreamline both the delivery andtracking of training to save time,money and improve productivity.

These latest enhancements allowparticipants to access the sitethrough acdelcotechconnect.com,enter their log-in information andview a customized training status


report in real time.The status report shows all the

training paths to which a technicianis currently assigned, followed by achart that identifies courses com-pleted in each path. ACDelco addsthat those who complete select train-ing paths (Brakes, Electrical, EnginePerformance and HVAC) can receivea custom Training ExcellenceSpecialist magnetic medallion fordisplay in their shop.

When participants click on thelink, they can expand the chart toview detailed classes for each train-ing path. They can click on thecourse number to view course de-tails, enroll or test out of the course(selected courses only).

ACDelco also has added four newtraining paths to its training web-site to keep up with today’s techni-cians’ varying skills sets. Theyinclude:

• Automatic Transmission /Transaxle Specialist

• B o d y E l e c t r i c a l a n dCommunication Specialist

• Light Duty Diesel Specialist• Suspension and Steering

SpecialistACDelco is offering a free test

drive of selected online trainingcourses for a limited time. Even em-ployees of shops that are not mem-bers of the ACDelco ProfessionalService Center program can visitwww.acdelco.com/trainingtestdrivefor a list of available courses. Clickthe “Test Drive” menu and select acourse type. Click the “View” linknext to the course and select :“Launch Course.”

MITCHELL 1 TO HOLDSHOP MANAGEMENTSYSTEM TRAININGWORKSHOP IN SEATTLE

Mitchell 1 will hold this year’sthird and final Shop ManagementSystem Training Workshop Oct. 4-6in Seattle, WA, at the Hotel Monaco,

located at 1101 4th Ave. The train-ing workshop is designed for thosewho have previously establishedcompetence using their shop man-agement software and now want tolearn more advanced capabilities,better methods and shortcuts. Thistwo day session will guide usersthrough all levels of functionality inthe M i t che l l 1 Manage r andManagerPlus system. Instructorswill explore program setup values,inventory, reporting, best practicesand advanced transactions as well asintegration with aftermarket cata-loging. Attendees will also learnabout the new Mitchell 1 SocialCRMcustomer retention and new cus-tomer acquisition service during a re-laxed evening reception.

For more information or to regis-ter for Mitchell 1’s ManagementSystem Training Workshop, visithttp://buymitchell1.com/form/m1usersinfo.htm.

TRICO EX FACTORPROMOTION REWARDS FALLWIPER SALES

Trico Products recently an-nounced the TRICO EX Factor fallwiper blade promotion, which notonly offers consumers mail-in-rebatediscounts on TRICO blades, but alsoprovides counter professionals andservice technicians who sell the mostTRICO blades an opportunity to winan ultimate racing experience.

The top individual counterpersonor technician who sells or installs themost TRICO Exact Fit , TeflonSHIELD, TRICO Flex, TRICONeoForm or TRICO Force blades be-tween September 1 – November 16will win the Ultimate Exotics RacingCombo Ten-Car VIP Experience inLas Vegas for themselves and a guest.

One winner and a guest will driveup to ten exotic cars in the same daywhile comparing and contrastingpower and handling of the world’smost exclusive super cars including,

an Aston Martin V8 Vantage, aFerrari F430 F1, a LamborghiniGallardo LP550 and more. Round-trip airfare, two night’s lodging,ground transportation and an on-board video capturing the day at thetrack will also be included.

TRICO is offering up to a $10mail-in-rebate for consumers whopurchase a pair of qualifying wiperblades or one TRICO Exact Fit rearblade from September 1 – November16. To further aid in the efforts ofcounter professionals and servicetechnicians while generating in-store excitement, a variety of promo-tional materials are also availablefor sales support.

To learn more and begin partici-pating, contact your local TRICOsales representative for additionaldetails. All contest materials, full in-f o rma t i o n a n d p r omo t i o n a l d i s p l a y s c a n b e f o u n d a t www.tricorebates.com/POPorders.

For more information on TRICOproduct lines, please contact TricoProducts at (800) 388-7426, or visitwww.TricoProducts.com.

SUNEX TOOLS CELEBRATES35TH ANNIVERSARY WITHPROFESSIONALS

SUNEX Tools celebrates the com-pany’s 35th anniversary with a con-test that rewards professionalautomotive technicians and jobberswith a chance to win SUNEX air toolpackages and an all expense paidVIP Race Day Experience in Miami,FL. For more information, visitwww.sunextools.com. �


The Honda Insight might be arare bird when compared tothe Civic or Accord, but they

are like all vehicles in that theywear out brake pads, shoes and ro-tors. Servicing the brakes on theInsight does not require dealing

with the high voltage hybrid sys-tem.

The Insight has a conventional

brake system. The master cylin-der, booster and ABS system areregular production pieces and donot require special tools. It doesnot have the complexity of thePrius’ pedal stroke simulator.

Servicing the Insight brake sys-tem is just like working on anyother brake system. But, the devilis in the details when working onthis highly efficient vehicle.

The Owner

The Insight owner is not yourtypical Prius owner. The averageInsight owner is well educated anda bit of a loaner due to the choiceof a two-seat vehicle. They lovetheir Insight and realize thatHonda will probably never makeanother one like it, so they wantto make it last forever.

Another thing the first-genera-tion Insight has going for it is aloyal following on the internet atInsightCentral.net. This is one of


BRAKE JOB

1999-2006Honda InsightHonda Insight

B y A n d r e w M a r k e l

the best model-specific internet forums where ownersand even technicians can get good advice.

Front Brakes

The front brakes are conventional single-pistoncalipers that are similar to the Civic. Front pad life canlast more than 60,000 miles due to the weight of thevehicle. The Insight is not prone to pulsation com-plaints.

The Insight uses aluminum calipers. Take carewhen installing banjo bolts and bleeders to preventcross threading. The caliper pin and bracket bolts useDacro coated fasteners to prevent corrosion. Make sureyou replace with similar fasteners.

Always replace the hardware and service the caliperslide pins as part of any brake job. The caliper guidepins use a reverse-pin type guide on the upper boltsthat have two dust boots.

ROTORSStandard: 16.9 - 17.1 mm (0.665 - 0.673 inch)Service Limit: 15.0 mm (0.59 inch)

Rear Brakes The Insight uses self-adjusting rear drums. The lin-

ings have a service limit of 1 mm. The Insight has atwo-piece rear drum design with aluminum fins. Theinternal brake surface is made of conventional castiron. This design has significantly reduced weight overa cast iron drum. The use of aluminum fins on the out-side helps to assist with cooling.

Machining this drum can be difficult, and all at-tempts should be made to remove as little material aspossible. Also, inspect for cracks in the friction surfaceof the drum.

Circle #23 for Reader Service �

DRUMSStandard: 179.9 - 180.0 mm (7.083 - 7.087 inch) Service Limit: 181.0 mm (126 inch)

Parking BrakeAfter servicing the rear brake shoes, loosen the

parking brake adjusting nut, start the engine, andpress the brake pedal several times to set the self-ad-justing brake before adjusting the parking brake. Thebrake should be fully engage after 4 to 6 clicks.

1. Block the front wheels and raise the rear of thevehicle.

2. Remove the center console.3. Pull the parking brake lever up one click.4. Tighten the adjusting nut until the parking

brakes drag slightly when the rear wheels are turned.5. Release the lever fully, and check that the park-

ing brakes do not drag when the rear wheels areturned. Readjust if necessary.

6. Make sure the parking brakes are fully appliedwhen the lever is pulled up fully.

7. Reinstall the console.

Regenerative Braking

The Insight is a simpler hybrid and does not decou-ple the engine, generator and electric motor with aplanetary gear. The system uses both the hydraulicbrakes and generator to slow the vehicle.

During deceleration, the gasoline engine is switchedinto a fuel cut mode, and the IMA system is operatedin generation mode. In this mode, the IMA motor/gen-erator is driven by the wheels.

The IMA system uses inputs from the brake pedalposition switch and on later models, an accelerometerto determine how much regenerative braking shouldbe used. A properly adjusted brake pedal positionswitch can make a big difference in the operation ofthe regenerative braking. If a customer complains thatthe regenerative brakes are grabby, readjusting thebrake pedal position switch might solve this problem.

Pedal Height

1. Disconnectthe brake pedalposition switchc o n n e c t o r ,l o o s e n t h ebrake pedal po-s i t i on sw i t chl o c k n u t ( A ) ,and back off theswitch (B) untilit is no longert o u ch i n g t h ebrake pedal.

2.Disconnect the idle stop switch connector, andloosen the idle stop switch (CVT).

3.Lift up the carpet. At the insulator cutout, meas-ure the pedal height (C) from the middle of the right

Circle #24 for Reader Service BRAKE & FRONT END • september 2012 23�

side center of the pedal pad (D). • Standard pedal height (with

carpet removed): 184 mm (7 1/4inch).

4. Loosen the pushrod locknut(A), and screw the pushrod in orout with a pair of pliers until thestandard pedal height from thefloor is reached. After adjust-ment, tighten the locknut firmly.Do not adjust the pedal heightwith the pushrod pressed.

5. Screw in the brake pedal po-sition switch (A) until its plungeris fully pressed (threaded end (B)is touching the pad (C) on thepedal arm). Then back off theswitch 1/4 turn to make 0.3 mm(0.01 inch) of clearance betweenthe threaded end and the pad.T i gh ten the l o cknut f i rm ly.Connect the brake pedal positionswitch connector. Make sure thebrake lights go off when the pedalis released.

6. After adjusting the brakepedal position switch, adjust theidle stop switch (D) with the sameprocedure used in step 5. Whenfinished, start the engine, andmake sure the engine stops whenthe brake pedal is pressed (CVT).

Note these items during ad-justment:

•When either the brake pedalposition switch or the idle stopswitch needs adjusting, bothswitches must be adjusted togeth-er to keep their functions syn-

chronized. Always adjust thebrake pedal position switch first,then adjust the idle stop switch;never adjust the switches inde-pendently.

•When the brake pedal is re-leased, the brake pedal positionswitch is normally open and theidle stop switch is normally closed.

7. Check the brake pedal freeplay.

ABS

The insight uses a convention-al ABS system with two specialfeatures. First, if the ABS systemis activated, it will turn off theIMA drive. This is to make surethe pump has enough power.Second, the system has a hillholding function called the CreepAid System (CAS).

The CAS prevents the vehiclefrom rolling forward or backwardon a hill during which the driverreleases the brake pedal by con-trolling brake pressure.

When the ABS modulator con-trol unit receives a CAS activa-tion request signal from the PCM,the system assists the driver toget the vehicle started by holdingthe brake pressure. This controlis done not only on hills, but alsoon level roads. When the driverlifts his foot off the brake pedalto get the vehicle started, thebrake switch is turned off, andthe brake pressure is held by op-erating the TCS valve and theCAS valve.

BleedingTo bleed the system after hy-

draulic component replacementmany bleeding methods can beused. If the HCU is replaced, itrequires the use of a scan tool.

Bleeding Sequence:LF, RF, RR and LR.

For additional service articlesand tech tips covering the HondaInsight, visit www.brakeand-frontend.com. �

WWW.BRAKEANDFRONTEND.COMCircle #24 for Reader Service

The best way to describe theCadillac STS is to think of itas a big CTS. Both are based

the same Signum rear-wheel-driveplatform, and both have AWD ver-sions. Like most luxury cars, theSTS has a number of options thatcan influence how the car is aligned. The STS is one of those vehicles

where a scan tool would be handy ifyou are performing alignment andchassis repairs. Every STS requiresa scan tool to reset the steeringangle sensor. Also, it maybe neces-sary to have an enhanced or factoryscan tool to read codes, clear codesand look at sensor information. The STS has five options or RPO

codes for the suspension. The RPOcodes can typically be found on theunderside of the trunk lid:FE1: This is the code for the

standard suspension with conven-tional struts.FE2: This is a little stiffer with a

different wheel and tire packageFE3: This is the sport version

tuned for larger wheels and tires.FE4: This is the V-Series cali-

brate suspension. F55: The F55 code is RPO code

for the magnetic ride control option. The STS was the first mass pro-

duction sedan to have active suspen-sion dampening as an option. GM’sMagnetic Ride Control uses innova-tive magneto-rheological fluid-basedactuators, four wheel-to-body dis-placement sensors, and an onboardcomputer to provide real-time, con-tinuous control of vehicle suspen-sion damping.The system responds in one mil-

lisecond to provide superior ride,handling and control on even theroughest road surfaces. MagneticRide Control uses a simple combina-tion of sensors, as well as steeringwheel and braking inputs from the

driver to reduce noise, vibration andharshness for a smoother ride.Load leveling suspension is on

most STS models. The system usesride height sensors that are on thebody and attach to the strut with alinkage. This sensors are not onlyused for the suspension, but theheadlights.

Ride/Trim HeightMeasurement

GM recommends a full tank offuel to get the most accurate meas-urements. Jounce the car’s suspen-sion several times, making sure topull up and release several times.Trim height is a prede-termined measure-ment relatingto vehicleride height.In co r re c tt r i mheights cancause bot-toming outo v e r

bumps, damage to the suspensioncomponents, and symptoms similarto wheel alignment problems. Trimheights should be within 13 mm (0.5inch) to be considered correct.The front suspension Z height

dimension is measured from thepivot bolt center line down to thelower corner of the lower ball joint.The D height

d i m e n s i o nmeasurementdetermines theproper rear end

ALIGNMENT SPECS B y A n d r e w M a r k e l ,E d i t o r

2005-2011 Cadillac STS


Sponsored by:

WWW.BRAKEANDFRONTEND.COM

ride height. Measure the verticaldistance between the centerline ofthe inboard rear lower control armbolt and centerline of the outboardrear lower control arm bolt.If the measurements are out of

specifications, inspect for the follow-ing conditions:• Improper weight distribution;•Collision damage; and• Worn or damaged suspension

components.

Front Suspension

The front suspension on theCadillac STS is a double wishbonestyle. The upper ball joint is a fol-

lower-style joint and should have noplay radially or axially. The lowerball joint is a loaded joint. The lowerball joint should not have more than.125" of play radially or axially. The normal camber and caster

adjustments are achieved by reposi-tioning the lower control arm inslotted control arm brackets. GMand tool manufacturers offer a

turnbuckle tool (J45845) to aidin making the adjustments. TheHunter WinAlign CAMM on thefeature is also available to help dialin this tricky adjustment.If an adjustment can not be com-

pleted, inspect the control arms andmounting points for damage.

Rear Suspension

The rear suspension uses multi-ple links. The upper control arm hasan upper ball joint that should havezero play. Inspect all bushings forwear and excessive play.Rear Camber adjustment is

achieved by moving the lower con-trol arm in an inboard slotted con-trol arm bracket. Toe is adjustablewith the threaded lower link.If the thrust angle of the vehicle

is beyond specifications, inspect therear suspension carrier and mount-ing bushings. The rear suspensioncarrier can shift and cause excessivetoe adjustments and thrust angleproblems. �

STS TSB: Groaning orShuddering Noise AtLow Speeds WhenDriving Over LowProfile Bumps

Models: 2005-2006 Cadillac STSwith Electronic Suspension Control(RPO F55)Condition: Some customers may

comment on a groaning or shudder-ing noise at low speeds when driv-ing over low profile bumps.Cause: This condition may be

caused by the Electronic SuspensionControl (ESC) system overcompen-sating at slow speeds due to roadinputs. The groaning noise occurs inthe ESC shock absorbers due toexcessive fluctuating commands.Correction: To prevent this con-

dition from occurring, a new soft-ware application and calibrationhave been released. This softwareupdate will modify the ESC activa-tion rates at lower speeds, prevent-ing the ESC from overcompensatingwhen driving over gradual bumps atlow speeds.�


It can be confusing when youlook at an advertisement orthe side of a brake pad box.

Taken at face value, you wouldthink that there would be nomore brake noise, precise stop-ping distances and that brakepads last forever. As a technician,you know this is not true.

In order to make the right se-lection, you must do your home-work whi le st i l l remainingskeptical. There are two ques-tions you must always ask after aafter a manufacturer makes aclaim:

1. “Compared to what?”2. “Does that include every ap-

plication in the line?”The reason why some claims

are broad and ambiguous is itleaves the company and customerto apply their own context.

“Better” means one item is su-perior to another in some way,while “best” means it is superiort o a l l o the r s i n s ome way.However, some brake pad manu-facturers fail to list the way ineach they are being compared. Inthe case of “better,” to what theyare comparing (a competitor’sproduct, an earlier version oftheir own product, or nothing atall). So, without defining howthey are using the terms “better”or “best,” the terms become mean-ingless.

An ad which claims “Ourbrake pad is better” could be just

saying it’s an improvement overusing no pads at all.

There are several commonclaims and features that manymanufacturers use in their adsand on the side of the box or in anad. Below are the most commonones and what they really mean.

1.Meets orExceeds OE SpecsThe first question you should

be asking yourself is: Where arethese OE specifications? Is this adocument that includes the di-mensions as well as the materialsused? The fact of the matter isthat there are no documents likethis shared with aftermarketbrake pad manufacturers.

OE brake pad specificationsare proprietary to the OEM andthe supplier of the original pads.One civil case has been filedagainst a company making thesestatements and it was settled outof court.

It is OK to say “Designed toOE specification” or “Engineeredto meet…”, but the pad manufac-turer should be able to producein-house or independent testinginformation where they comparetheir pads to the OE pads with ei-ther on-vehicle or dynamometertesting.

Some aftermarket supplierscan make the claim that they canmeet or exceed OE specificationsbecause they were the OE suppli-er on a platform for the pads.

Some aftermarket pads arebetter than the OE pads. The rea-son is two fold. First, as vehiclesage, they accumulate more miles,more miles mean that the manu-facturer has a better idea whatthe brake pad application needsto deliver better performanceover the OE application. Second,some aftermarket friction mate-rials will use better materialsthan the OEM due to less restric-tive pricing.


BRAKE PADS

BRAKE PAD MUMBO JUMBOHow To Sort Out The Bull From The Brake Pad


2. Reduced Stopping DistancesReduced stopping is one of the

misunderstood and misused claimsin the business. Stopping distanceclaims are almost never followed upby “compared to what?” Also, it is al-most never stated how the testswere performed or if it was on morethan one application.

3. Dynamometer Tested

If the box says, “Dynamometertested,” this is a good thing. A brakedynamometer can be more sophisti-cated and larger than an engine dy-namometer. Brake dynamometerscan simulate the conditions thebrake system will experience in amuch shorter time with more con-trolled results. This means that abrake dynamometer can simulatethe mass, inertia and performancecapabilities of a vehicle.

The typical brake dynamometerc an c o s t a n ywhe r e b e tw e en$350,000 (used) to more than $1 mil-lion. Some brake friction suppliersown dynamometers, while somelease dynamometers from testingcompanies.

In 2013, many new dynamometerSociety of Automotive Engineers(SAE) testing standards will be ap-proved that are designed to simulateon-vehicle FMVSS test for brakepads and rotors. This is great newsfor the technician when they areshopping for pads.

4. Quiet Performance

Just about every pad on the mar-ket makes this claim. Since the word“quiet” means different things to dif-ferent people, it is difficult to disputethis claim. This is another claim thatshould be followed up by the ques-tion, “compared to what?”

5. Low Copper Content A number of states are issuing

guidelines on the amount of copperthat can be present in a brake pad.Some pad manufacturers are mak-ing the claim their pads are “lowcopper.”

Unless they can say their padsmeet the standards of a specificstate’s law, the claim is misleading.

If the supplier makes the claimthey are “copper free,” they shouldnot have any copper.

6. Low Dusting

Some manufacturers claim theirpads are low dusting, dust does notshow on the wheel or the dust is notattracted to the wheel.

These are all viable claims if thepads are formulated with these at-tributes in mind. But, no brake padmanufacturer can claim that they donot produce brake dust ... this is im-possible. All pads make brake dust.

WWW.BRAKEANDFRONTEND.COM Circle #31 for Reader Service

“Dynamometer Tested”

7. Factory Cured/Scorched/Heat TreatedThis is a claim you should be

looking for when you are selectingpads. Scorching or curing can saveyou time and comebacks.

A brake pad is held together byresins. These resins need heat andpressure to cure. When the resinscure, the friction material becomesstronger. But, the curing processproduces gases and smells. Thesegases cause brake fade and oftenthe “new brake pad smell.”

Some manufacturers will try tominimize this from happening byheating or “scorching” the pads inovens to cure the resins. Thisprocess can reduce the chances ofbrake fade. For the technician, theprocess can reduce bedding andburnishing time during the testdrive. For the driver, it can elimi-nate the new brake pad smell thatthey might experience during thefirst few hard stops.

Bottom Line: If a brake pad iscured by scorching or heat treatingit can reduce comebacks and elim-inate the need for long break-inprocedures.

8. Mechanical Retention/ Mechanical BondingOn some demanding applica-

tions where noise and safety arecritical to the performance of theentire brake pad, some manufac-turers are turning to new attach-m e n t m e t h o d s . S om emanufac turers are c reat ingstronger bonds with the backingplate through special surfacetreatments that create more sur-



“Scorched”

“Cured”

“M

ec

ha

nic

all

y

Bo

nd

ed

”

face area for bonding. Another ap-proach has been new methods ofmechanical attachment.

One brake backing plate manu-facturer is able to put hundreds ofsmall hooks on the plate that grabthe friction material. According tothe manufacturer, the hooks in-crease the shear strength and canprevent edge lift of the friction ma-terial. Not only can it increase over-all safety, but it can decreaseincidents of unwanted noise.

9. Slots, Chamfers Friction Shapes

OEMs tune the shape of thebrake pad to the overall system.This includes elements like over-all length, width and design ele-ments like chamfers and slots.These physical dimensions anddesign elements can reduce exci-tation and shift natural vibra-tional frequencies.

Some aftermarket brake padmanufacturers will tune the shapeof their pads to suit older vehicles

and the characteristics of their fric-tion material blend.

10. Long Life

Making the claim of long life canbe difficult to prove. So many vari-ables determine the life and wearof the brake pad. Every vehicle anddriver is different.

Some manufacturers who makepad life claims will site AK Masteror SAE J2522 testing. This testcompares friction materials forwear and involves weighing the padbefore and after testing.

11. Ceramic

Ceramic material’s structuralproperties are very stable underhigh temperatures, much likeCorning cookware. But this iswhere the compar i son ends.Ceramic materials that go into abrake pad are very small strandsthat are engineered to be a certainlength and width.

There are three advantages ofceramic pads in certain applica-tions. First, since the ceramic mate-



Ceramic

!

NAO!

Semi-M

et!

rials offer stable performance undera wide range of temperatures, theycan offer quiet performance. Second,ceramic brake pads manage heat inthe caliper better on some vehiclesthan some non-ceramic applications.Third, ceramic brake dust does notshow up on or stick to wheels likesome other brake pad formulations.This could be an important factor ifyou have an expensive set of customwheels.

But, not all vehicles work wellwith ceramic formulations and theOE will tune the brakes to workwith a semi-formulation.

12. NAO

Non-Asbestos Organic (NAO)friction materials typically wearmore than harder semi-metalliccompounds. It’s hard to generalizeabout the wear characteristics ofNAO and ceramic-based compoundsbecause there are so many. Wearvaries depending on the formula thefriction supplier chooses for a par-ticular application. Technically a ce-ramic is a NAO material.

13. SEMI-MET

Semi-Metallic pads use metalfibers to give structure and providefriction. The metals used are typical-ly high quality steel, copper andother exotic metals.

So what is the other part of thesemi-metallic mix? It is a variety ofmaterials like glues, lubricants andstructural fibers. The manufacturerwill blend the components togetherto give the best performance for thatapplication.

14. Positive Molding

Positive molding technology is agood claim that has direct benefitsfor the technician. But, it is not re-

quired for every application and onlya few manufacturers can claim100% of a line is positive molded.

Positive molding uses a deep cav-ity mold that has the backing plateat the bottom.

The mold uses higher pressuresand temperatures than convention-al flash molding. Positive moldingallows the manufacturer to use less

resin. Less resin means less curingtime and more stable friction.

But, the tooling for positive mold-ing is very expensive when com-pared to flash molding and is notprofitable for some slow moving partnumbers. Also, some formulationscan only be flash molded. �

WWW.BRAKEANDFRONTEND.COM Circle #35 for Reader Service

Staying power is what special-purpose brake lubricants aresupposed to have when the

going gets hot. Under extreme driv-ing conditions, some lubricants can’tstand the heat and melt off, evapo-rate, oxidize or burn. That’s why or-dinary, general-purpose chassisgrease should never be used for lu-bricating brake components. It won’thold up. What’s needed is a speciallyformulated, high-temperature brakegrease that can withstand the heat,and also not harm rubber seals orplastic bushings.

What needs to be lubricated?Mechanical components in the brakesystem that slide, move, rotate orbear pressure. Why do lubricantswork to reduce some brake noises? Itis a simple answer. When a caliperfinger is lubricated at the point ittouches the brake pad, the lubricantcreates a boundary layer that sepa-rates the vibration of the brake padfrom exciting the caliper finger andthe caliper. This is one approach tosolving NVH problems that can haveits limitations.

In disc brakes, lubrication pointsinclude the caliper slides and bush-ings, self-adjuster mechanisms onrear disc brakes with lockingcalipers, and the parking brake ca-bles and linkage.

Petroleum-based grease or oilshould never come into contact withthe rubber seals, pistons or other in-ternal parts in a master cylinder,brake caliper or wheel cylinder. Why?Because petroleum-based productscan cause incompatible soft materi-als to swell, rupture or leak.

Brake lubricants, by comparison,are specially formulated productsthat are designed exclusively forbrake applications and nothing else.The chemicals in these products arecompatible with all commonly usedseal materials, and will not harmthese parts.

There are several basic types ofbrake lubricants: those that are de-signed for lubricating hardware andmechanical components and typical-ly contain a high percentage of solids(dry film lubricants), and those thatare designed for lubricating seals,boots and other internal parts whenassembling calipers, wheel cylinders

and master cylinders.Moly and graphite are both dry-

film lubricants that can handle hightemperatures and pressures. Some ofthese products are rated to with-stand intermittent temperatures ashigh as 2,400 degrees F!

Moly and graphite have excellentstaying power and won’t evaporateor burn off over time, and they won’tattract or hold dirt like ordinary“wet” greases can.

Silicone-based brake grease isdesigned for caliper and wheel cylin-der assembly work because siliconeis an excellent lubricant for rubberand plastic. It is compatible with allrubber compounds including nitrile,teflon, nylon and other syntheticrubbers. Silcone’s normal workingrange is -40 degrees F to 400 de-grees F. But it does not have thehigh temperature staying power of ahigh solids synthetic lubricant, andit is a “wet” lubricant that can at-tract and hold dirt, making it lesssuited for lubricating externalmetal-to-metal contact points, suchas caliper mounts and shoe pads.This type of product is best suitedfor assembling calipers, wheel cylin-ders and master cylinders.

There are three criteria to re-member when selecting a brake lu-bricant. First, does it say that its abrake lubricant on the package? Ifnot, do not use. Some lubricates maysay they are a silicone or molybde-num disulfide based, but they maynot be formulated to work on brakes.Second, look at the effective temper-ature range or the lubricant. At min-imum, a lubricant should be able tohandle 400 degrees Fahrenheit.Third, check to see if it contains pe-troleum distillates or any substancethat can be detrimental to softparts.�


A LITTLE DAB WILL DO YAB y L a r r y C a r l e y

BRAKE LUBE



CHASSIS TECH

REAR SUSPENSION B y A n d r e w M a r k e l

Independent rear suspensions arestarting to become the norm onnot only cars, but SUVs of all

sizes. The first advantage of an inde-pendent rear suspension is ride. Thesecond advantage is handling.

When you are looking up at one ofthese from under a lift, keep in mindthat alignment angles and the condi-tion of suspension are all connectedin order to give the best possible ride,handling and tire wear.

The Basics

A vehicle’s weight, center of grav-ity, height and dimensions will influ-ence the amount of weight transfer.The amount of weight transferredequals the vehicle’s weight times thecenter of gravity height, times thelateral or fore-and-aft force coeffi-cient (expressed in g force), all divid-ed by the t rack or wheelbasedimension expressed in inches.

Weight transfer can be reduced bylowering the center of gravity height,by reducing the total car weight, orby increasing the car’s track orwheelbase width. Moving the wheelsfurther apart works because it is ex-panding the base that is supportingthe center of gravity. This design phi-losophy can be seen when comparingthe different designs of the FordExplorer over the past five years.Ford might have said that wideningthe track for 2003 gave more interi-or room for a third row seat, but it re-ally made it more stable.

Weight transfer happens duringall maneuvers and for all drivers,from aggressive teenage drivers tosenior citizens. Most crossover SUVsexperience and deal with weighttransfer a little bit differently thantheir car platforms.

When a driver hits the brakes andturns the steering wheel, a variety of

things happen. When the brakes areapplied, weight is transferred to thefront wheels, and the nose of the ve-hicle dives and the rear may rise up.When the driver turns the wheel,weight is transferred to the outsidefront wheel and the body tilts to thatside. As the driver returns the steer-ing wheel back to center and acceler-ates out of the turn, weight istransferred to the rear and it squatsdown.

To be a better technician, it is crit-ical to look at these events from analignment, steering and chassis per-spective. Also, you must look at itfrom a parts perspective.

Dynamic Angles

Alignment angles are not static.This is a critical concept that theundercar technician must under-stand. When a vehicle is on the

alignment rack and the angles aremeasured, it is only a small snapshot. Sometimes it is an incompletepicture that the technician needs tocomplete with a careful inspectionand taking other measurements.

The geometry and p i ck -uppoints of a suspension change in re-lationship to the road as the vehi-cle’s pitch and yaw changes. Also,angles like caster, camber and toeinfluence each other as the driverturns the steering wheel. Anotherfactor is flex, or compliance, in thesuspension and steering system. Ifa bushing is soft, it will compressand effectively change the suspen-sion pick-up point. If a steeringrack bushing is worn, the rackcould move and induce bumpsteerand maybe give the driver an un-certain feel. Wheel bearings andhub units that have too much play

As the vehicle leans and dives,the rear suspension changesthe toe angle.

can cause changes in toe and cam-ber. If more than one componenthas too much play, the tolerancescould stack up and lead to a wildride.

Some of these terms and con-cepts, like weight transfer andcontact patch, you may have onlyassociated with race cars. But, ontoday’s road vehicles with sophis-ticated suspensions, these termsare coming off the track and ontothe road.

To understand the dynamic sideof suspensions and steering, it iscritical to first understand theweight transfer and how it interactswith the tires. These concepts canthen be applied to the angles whenthe vehicle is in motion.

Suspension and WeightTransfer

Suspensions are designed to domore than simply keep the passen-gers more comfortable. The forces ofweight transfer have to be absorbedor taken up by the suspension sys-tem, otherwise they will be quicklyexpended at the tire contact patchand could result in a sudden loss ofadhesion.

Transferred weight is absorbedand dampened by the springs,

shocks and sway bars. These com-ponents are tuned to give the bestpossible tire contact patch, whilestill giving the occupants a comfort-able ride.

Geometry

While the suspension is absorb-ing the forces of weight transfer andtransferring it as a controlled verti-cal load to the tire, the control arms,links and related components areworking to maximize the geometryto give the best possible contactpatch as the ride height and bodyattitude changes.

Now that we have a solid under-standing of weight transfer and tireperformance, it can now be appliedto a vehicle’s suspension and steer-ing system.

When a vehicle is engineered,even before the first production pro-totypes are built, the suspension,steering systems and chassis aretested on a computer. The testingwill “virtually” measure the suspen-sion angles under the full range ofmotion. Also, it will take into ac-count dynamics, like weight transferand body roll.

From this information, the engi-neers will tune alignment settings.These computer models determine



As the vehicle leans and dives, therear suspension changes the camberangle for the best handling.

the specifications and tolerancesyou see on an alignment console.This is a snap shot of the static set-tings for that moment in time whenno outside forces are acting on thevehicle.

Dynamic changes in camber canbe difficult for some technicians tovisualize. At speed, in a corner, thecar’s body rolls (leans) to the outsideof the corner. This lean and changein ride height is used by the suspen-sion to change the camber to maxi-mize the contact patch at thatmoment.

Wheels do not move straight upand down without any changes incamber. Trailing arms and suspen-sion links move in different radius-es and arcs that affect camber. Tomake this easier, stick your arm outand move it up and down. Notice, itdoes not move in a straight line.Instead, it travels in a circle or arc.Now, just move your arm at theelbow. Notice that it travels in atighter arc with a shorter radius.The same is true for control arms,tie rods and other suspensionlinks. Engineers use this effect toinduce dynamic camber.

On some of the BMW SUVs likethe X5, the rear camber is -1.8º. Thisangle can change dramatically(along with the toe) under braking,acceleration and loads. Thesechanges in the angles give the vehi-cle better stability. But, the anglesalso optimize tire wear.

The dynamic camber changeworks well if the vehicle is in prop-er working order. If the ride heightis wrong, static alignment anglesare out of spec, or suspension com-

ponents have too much play inthem, the whole geometry canmake the car uncontrollable. Thisis why worn shocks, struts andsprings could lead to longer brak-ing distances and diminished han-dling. Also, if a vehicle has toomuch camber, it could diminish thebraking ability by altering the con-tact patch.

Combining Camber andCaster

Camber is influenced by casterwhen th e s t e e r i ng whee l i sturned. This relationship is calledcamber roll. Caster in a spindlewill cause the hub and wheel tomove up and down as the steeringwheel is turned. This is why it isimportant to keep the steeringwheel straight when making acamber adjustment.

If the spindle moves down-ward due to caster, camber movesin the positive direction. If thewheel moves upward due to cast-er, camber will move in a nega-tive direction. This effect canhelp to improve handling, whileallowing a very neutral camberspecification.

Having a grasp on what hap-pens to alignment angles and chas-sis dynamics when a car is brakingand turning is critical in complet-ing the total alignment and steer-i n g s y s t em p i c t u r e . T h i sunderstanding of what happenswhen the vehicle leaves the align-ment bay can help you to diagnoseproblems faster and make morealignment-related sales. �



Worn bushings in links that dynamically control the camber and toe canresult in large camber and toe changes.

Iclaim expertise in manyareas, including high-per-formance driving, tire safe-

ty, vehicle dynamics, diaperchanging and calling in wildturkeys. Mounting t ires onwheels is not on that list. My only wisdom about tire

mounting will be...

Miscue No. 1: Failureto get proper training.If you’re going to operate a

tire machine, demand to be fullytrained. If you manage thosewho operate tire machines, re-quire they get the needed ex-pertise. Oth erwise, the operatorcan just go to the emergencyroom and break his arm there;

it’ll save the ambulance ride. I once tried to teach myself

how to work a tire-mountingmachine. I got a couple of tiresdemounted and mounted beforeI bent my first wheel. This was asimple-to-use machine from thelate 1970s, so chuckle away atmy youthful optimism and com-plete incompetence. The nextmounted easily. My reaction,“Hey, this isn’t THAT hard,” ismuch like, “Hey, y’all watchthis,” but without the alcohol orthe lengthy hospitalization.On the next wheel, I got my

arm stuck lengthwise betweentwo moving things. I heard somevery scary creaking and crack-ing before the machine stopped.

Fractures of the ulna, radiusand metacarpals would havebeen lovely because I didn’thave health insurance. It wasgreat to be young and stupid,and minus insurance. “I’m glad I started mounting

tires on a simple Coats 10-10,”said Tire Rack’s John Rastetter.“Today’s machines have toomany levers and enough torqueto do a lot of damage with onlya few ounces of operator input.” M y p e r s o n a l t i r e -

mechanophobia (fear of tire ma-chines) created a humoroussituation when I was helpingmount and demount heavytruck tires: I was like a long-tailed cat on a rocking chair-


TIRE MOUNTING MISCUESCautionary Tales From a Self-Proclaimed Non-Expert

By Mac Demere , Con t r ibu t i ng Ed i to r

TIRE TECH

filled Cracker Barrel porch on aSunday morning. Since I’m not even an amateur

with tire changers, I enlisted PeteLiebetreu, tire changer productmanager at Hunter EngineeringCo., as the expert for the rest ofthis column.

Miscue No. 2:Not using the wheel’sdrop center. “All modern passenger vehicle

wheels have an area called a dropcenter,” said Lie betreu. “It’s de-signed to accept the tire bead dur-ing mounting. This ancient andimportant fact is often overlooked,misunderstood or just ignored.We’ve found the main cause of tiredamage during mounting/dis-mounting comes from operatorsfailing to feed the tire into the dropcenter. All is not quite that easy:Drop centers in Extended Height 2(EH2) wheels (for run-flats) or re-verse wheels are harder than everto work with.”

M i s c u e N o . 3 :Spacing the head toof a r a w a y f r o m t h ewheel rim. “Technicians mistakenly think

they are go ing to reduce the

chance of scratching the wheel ifthey put the head far away,” saidLiebetreu. “In stead, this just increases the

stress on the tire, lever, them-selves and the machine. And it in-creases the likelihood of damaginga wheel. Make sure your wheelprotect ion pieces are in goodshape and put the head off thewheel rim by about 1/16-inch.” Miscue No. 4:

Using bars instead ofpushers.“Using bars to press a tire into

the drop center is a good way toend up with a goose egg on yourforehead,” said Liebetreu. “Tirechan gers can be purchased withvarious levels of pushers. Usethem to do the pressing for safetyof the operator and the equip-ment.”

Miscue No. 5:N o t t a k i n g c a r ewhen clamping alu-minum wheels.“It is not good to leave bite

marks on your customers’ wheels,”said Liebe treu. “Additionally,open-spoke and black-paintedwheels really show the damage atire changer can do.” �

WWW.BRAKEANDFRONTEND.COM BRAKE & FRONT END • september 2012 47

By Mac Demere , Con t r ibu t i ng Ed i to r

“It is not goodt o l e a v e b i t emarks on yourc u s t o m e r s ’wheels”

There is no way to quickly telli f a Wheel Speed Sensor(WSS) is passive or active.

Both sensors have two wires and arelocated in the same position on thevehicle. Often, the service informa-tion will not indicate what types ofsensors are on the vehicle. Troublecodes will not indicate if the sensorsare passive or active.

PASSIVE WHEEL SPEED SENSORSPassive wheel speed sensors are

often referred to as “old school” or asconventional wheel speed sensors.These are the older version of wheelspeed sensors that must be under-stood before moving onto newer ac-tive sensors. Passive WSS are two wire per-

manent magnet sensors. The sen-sors output an Alternative Current(AC) voltage that is generated whena toothed tone ring or reluctor pass-es by the sensor. The ABS modulemonitors the change in frequencyand amplitude as the wheel rotates.A sensor might not display 0 mph,but 3-5 mph; this is normal. But, ifthere is an unwanted activation atlow speeds, using a scan tool maynot be the best method. Do not gethung up on these low speeds; fur-ther tests are needed.Graphing the WSSs can be done

with a scan tool. You should look fora clean signal from each sensor. Allsignals should track the same. When

the vehicle is stopped, they shouldall evenly drop.When testing a passive WSS, the

positive lead of the meter should beconnected to the signal wire. Thenegative should go to the ground ora chassis ground depending on thetest you are doing.The sensor and/or harness

should be disconnected from thecircuit so you are not measuringresistance in the ABS unit. Thetypical reading for a passive wheelspeed sensor is between 1,000 and2,500 ohms. This is� a normalrange for all passive sensors. Thespecification for active sensors isbetween 1,000 and 2,500 ohms.


ABS WSS TOOLS

Wheel Speed Sensor Diagnostic Meter andScope Methods

AC VOLTAGE

With the meter set to AC volt-age, spin the wheel by hand. Thesensor should produce between .5to 1 volt of AC current. The fasterthe wheel is spun, the more volt-age is produced.

BIAS VOLTAGE PASSIVE SENSORS

Some vehicles will send a DCvoltage to the sensor through theground wire. The signal will ride upon the DC signal. This is done sothat the sensor can be tested by theABS system without the vehiclemoving. These types of vehicles willset WSS codes the moment the keyis turned on. You can clear a WSScode and the moment the key isturned on, the code will immediate-ly be back.

The ABS computer is looking atthe voltage coming back from thesensor. High resistance or an opencircuit can be immediately detected.Often, with these systems the trou-ble is not the sensor, but the biasvoltage as it goes through the har-ness and connectors.If the signal is viewed on a scope,

the voltage will raise above theground or zero line. On this vehicle,there is a 2.5-volt bias. To measurethis, have the ground lead on thebattery ground, and the positivelead connected to the signal wire.Without the wheel spinning, you canobserve the DC voltage being sup-plied to the circuit.With the sensor disconnected,

connect the positive lead to the sig-nal wire and the negative lead to theother side that is the ground for the


ABS module. This voltage comes directly from theABS module and will be between 1.5 and 5 volts.This is the bias voltage from the ABS module. Anyvoltage outside of the manufacturer’s specificationmay indicate a problem with the harness.

UNWANTED ABS ACTIVATIONIN PASSIVE WSS

You never want to under-estimate a little bit of rustunder a WSS. A little bit ofrust between the WSS andthe knuckle or hub can dis-turb the air gap betweenthe WSS and the tone ring.You want to clear the

rust and polish the surface.Never grind the surface.This could cause furtherproblems. If removing the cor-rosion does not resolve theproblem, you should look at thetone wheel. Tone rings or wheelsare mounted on axles, CV joints andhubs. The majority of tone wheels arepressed on to these components.

Corrosion can get in between the compo-nents and damage the tone ring. The teethof the tone ring pulse the sensor and gen-erate AC voltage in the sensor. If a tooth ismissing or out of alignment, it can causeunwanted ABS activation.Other electrical outputs can cause in-terference in the WSS wires. Wires for theignition system, charging and serial

data buses cancause interferencethat can lead to

false activation. Some OEMs haveeven issued TSBs directing techni-cians to reroute or even shield affect-ed wires.

ACTIVE WHEEL SPEED SENSORSActive WSS use two wires and look

like passive wheel speed sensors. ActiveWSS are used on most newer vehicles be-

cause they are more accurate at lowerspeeds and can detect 0 mph. Also, active sen-

sors can even detect if the vehicle is moving inreverse.

Active WSSs output a digital signal. The signal is aDirect Current (DC) square wave signal. The signals aredifferent than a camshaft or crankshaft position sensor.The tone wheel on most active sensors is mounted in

the grease seal for the bearing or inside the unitized hubunit. The tone wheel for an active sensor has magneticteeth that have alternating north and south poles. Youcannot see the teeth on these rings. The only way to de-tect on some bearings is to pass a small ferrous (magnet-ically attracted) metal component by the rings. Somebearing manufacturers offer a special tool, but a paperclipshould work in a pinch.The end of an active WSS is typically a flat blade tip

that is mounted next to a tone ring. The sensor’s tip is typ-ically buried inside a hub or knuckle.

TESTINGLike passive WSSs, it is possible to look at the data

from the WSS using a scan tool. A scan tool can be usedri graph the WSSs. You should look for a clean signal fromeach sensor. All signals should track the same. When thevehicle is stopped, they should all evenly drop.Active wheel speed sensors have two wires. One wire

provides 12 volts to power the sensor. The other wire is thesignal wire. The signal wire changes the frequency of thewaves as the magnets of the tone ring pass by. This makesfor a very accurate sensor at low speeds.

TELLING THE DIFFERENCEIf you disconnect the sensor and probe the harness

with the ground lead connected to the battery ground andthe positive lead into the harness, you will see a voltage


of 11.30 with the engine off.If you probe the signal wire,�you

will see a voltage of .03�volts. Youmight confuse this reading with abias voltage passive sensor, but thevalues are significantly different.When the vehicle is started, the

power supply changes from 11.30volts to 13.69 volts, which is thecharging system voltage. But, thesignal wire remains at .03 volts.When the sensor is plugged into theharness, the voltage drops to 12.07volts with current running throughthe sensor. This voltage does notchange if the vehicle is moving; it isjust a power supply.With the black lead on the bat-

tery ground and the red lead backprobed into the signal line, the wavepattern generated by the sensor canbe observed.What is unusual is the voltage

levels of the square wave pattern.The wave goes from between .6 to1.2 volts. The square wave is only .6volts high and never connects toground or zero. Also, it never showsthe battery voltage. This is a verysmall square wave out of an activesensor.If you were to back probe the

connected sensor with the positivelead connected to the signal wireand the negative lead to the otherwire connected to the sensor’spower supply, you would still see asquare waveform. This waveformwould toggle between 12 and 12.7volts. This is still a .6-volt squarewave like is seen above.

RESISTANCE TESTINGACTIVE WSS CANNOT BE

TESTED BY USING THE RESIST-ANCE ACROSS THE SENSOR. Ifyou do measure an active sensorwith a meter, it will produce a read-ing around 3.5 millions ohms. If theleads are reversed, you will get aninfinite reading indicating an opencircuit. The second reading wouldindicate a dead passive WSS or anormal active WSS. This makes theresults dubious.On the harness side, it is possi-

ble to determine if the sensor is pas-sive, passive with a bias voltage oractive. Passive systems have novoltage. Bias voltage systems havebetween 1.5 to 5 volts. Active sys-tems have between 12 and 12.7volts.

AMP METER TESTING

An amp meter can be used tocheck active wheel speed circuits.The amp meter must be installed inseries in the signal line. Setting thisup in reality can be tricky withjumper wires. And the voltage testabove might be quicker. The ampmeter should read between 7 and14 milliamps.

CURVEBALL: HONDA, ACURAAND BMW

On some newer vehicles, whenthe sensor is unplugged, the poweror bias is turned off. If the sensorwas plugged in and the key was cy-cled, it would appear again. In thesecases, back probing the sensor wouldbe the best way to test the sensor. �

Circle #55 for Reader Service �


It’s not difficult to torquewheel fasteners properly,but it’s not difficult to foul

up the job, either. We’re notusing double talk here; we’reshootin’ straight from the hip.The easy part of proper wheelfastener torquing is knowingthe v eh i c l e manu f a c tu r e rtorque specifications for a par-ticular passenger car, l ighttruck or medium truck, and fol-lowing those instructions to theletter.Fastener torque specifica-

t i o n s c an b e f o und i n t h eowner’s manual of the vehiclein question. By simply followingthose specifications, you canavoid unwanted comebacks.Today’s wheel fasteners are

primarily a straight-taperedseat type, which is torqued intoan alloy wheel that has a hard-ened seat. In this case, thewheel fastener matches thetaper of the bolt hole in thewheel. As this type of wheel fas-tener is tightened, it is driveninto the hole, thus acting as awedge. This force is responsiblefor keeping the wheel attachedto the vehicle.

Mushrooming ProblemsAlso making life a lot easier

is the move away from steelwheels to much stronger alloywheels. Although some steelwheels remain, the issue of“mushrooming” a wheel fasten-er into a wheel until the lug-nutmaterial and the threads of the

wheel are practically married isjust about ancient history.Still, an overzealous tire tech

and an impact wrench runningoff shop line pressure of 150 psican easily generate 120- to 130-foot-pounds of torque, far morethan necessary for today ’swheels. Any tech still torquingfasteners in that manner runsthe risk of causing uneven pres-sure on the brake rotor.

How? In the interest of sav-ing time, the tech may over-t o r que one o r mo r e whee lfasteners to the point that theydistort the brake rotor. Thepower o f over- t ightening awheel fastener should not beunderestimated. Those using animpact wrench exclusively maycause a pulsating brake pedaland premature brake wear.Customers don’t like that.Further, using an impact

wrench with a machine-gun ap-proach can put the kind ofstress on a wheel or wheel studthat can cause it to crack orweaken, preparing the way forfuture failure.Metal changes its character-

istics when placed under ex-treme stress or heat. Wheelfasteners are made to meet acertain strength level, alongwith the ability to withstand“ X ” a m o u n t o f t o r q u e .Exceeding the torque load limitwill cause wheel fasteners tostretch and ultimately fail .That’s the bad news.Here’s the good news. Gear

back the impact wrenches inyour outlet to 30- to 40-foot-pounds to seat the wheel fas-teners, and then adjust to thefinal torque specifications witha torque wrench, or torquestick, as it’s called. Your job,and the job of your techs, is tobe 100 percent correct in tight-ening down wheel fasteners tomanufacturer specifications.

Monster TorqueWe all remember the days of

torquing a wheel fastener to110-foot-pounds. Not only did wehave to use an impact wrench toundo our work, the poor con-sumer had no chance of loosen-ing those wheel fasteners whena tire went down. Even with astar wrench and the brutestrength of a Mike Tyson, it waspossible to rotate the entiretire/wheel assembly without


TIRE TECH

TORQUE TROUBLESSkipping The Torque Wrench Or Sticks Creates Comebacks

Circle #56 for Reader Service BRAKE & FRONT END • september 2012 55�

ever loosening the wheel fastener.Although it hardly seems possi-

ble given those vivid memories,the truth is that the average foot-pounds of torque needed to keeptoday’s wheel fasteners safely inplace is between 65- and 80-foot-pounds. Again, that’s on average.To many of us, this doesn’t seemlike enough torque to keep thetire/wheel assembly from leavingthe vehicle on which it is mounted.

Looking a bit deeper, we allknow torque must be applied even-ly when working with wheel fasten-ers. Yet, how many of us still use anair wrench and a socket until wefeel – as in “gut feel” – that the jobis done? That’s a bad idea. Failing touse a torque stick on every wheelfastener means a tech is going tofall short of being 100 percent cor-rect. In fact, failure to completeproper wheel torquing is right upthere with improper tire inflationas one of the most overlooked tiremaintenance issues.

Trouble SpotsNot only should your shop

torque to specs, you should also in-spect the threads and mating sur-faces to ensure everything will fitclean and snug onto clean, uniformsurfaces.Another trouble spot can occur

if wheel fasteners are not OE.When remounting a tire/wheel as-sembly, make sure the wheel fas-tener is absolutely compatiblewith the type of seat into which itwill be torqued. Check the fasten-er thread engagement. Every studmust be long enough to accommo-date a wheel fastener’s length anddiameter. Sounds simple, but somepeople miss this point.It’s a must to check and re-

torque all fasteners on a new in-stallation after the first 50-100miles of use. Failure to retorque is

unsafe for the motorist and couldcause damage or injury. Also, re-torquing must be done any timewheel fasteners are removed forany reason.This strong suggestion is of-

fered just in case the wheel fasten-e r s a r e n o t f a s t e n e d i n a neven-load distribution pattern. Aconcentrated torquing load oftenoccurs on the first wheel fastenerthe tech touches. When this areais drawn tight against the hub, awarped center section of the wheelis a possibility.Once the wheel heats up, that

set can become a permanent char-acteristic of the wheel. Hence, therule of thumb to retorque all wheelfasteners after the first 50 milesof use.

All of this plays into somethingyou may hear far too often: “I havea vibration in my car.” That is oftenfollowed by premature tire wearand brake pedal pulsation. In fact,some say the number-one cause ofbrake pedal pulsation is unevenwheel fastener torque.A difference of 20 percent be-

tween any two wheel fasteners istoo much. Try solving this problemby loosening all the wheel fasten-ers, cleaning the stud threads,lightly coating them and the nutchamfer with clean engine oil andreinstalling the wheel fastenersfinger-tight or with a geared-backimpact wrench.Then, using a crisscross pat-

tern, retorque every wheel fasten-e r t o a b ou t one - t h i r d o f t h especified torque setting, then totwo-thirds and finally to the spec-ified torque.Is there more to this subject?

There’s always more. But, we don’t

expect you to be advanced-degreemechanical engineers or metallur-gists. Instead, make proper tire in-flation and wheel torquing part ofyour tire service policy. Put it onpaper, and make sure techs adhereto it every time they tighten wheelfasteners. It’s just good businesssense.

I ran across a “penny pincher”consumer website for misers, cheap-skates and skinflints. Aside fromthe tip about keeping a phone bookin your car so you can check pricesfor the best tow truck rate, the web-site had a tip about anti-seize andlug nuts. The tip was written by anon-credited source and it adviseddrivers to “spend an afternoon” ap-plying anti-seize to all the studs tomake it easier to remove the lugnuts.If you encounter one of these ve-

hicles with anti-seize on the wheelstuds, be very careful. Take time toexplain to the driver why anti-seizeis bad and how it can cause prob-lems. Also, advise them that thereis a potential for failure during nor-mal service. You should also put iton the repair order.Is there a right way to use lubri-

cants around the wheel? Yes, but ithas to be a high-temperature lubri-cant used only in a very light coat-ing. First, a high-temperaturelubricant can be used where thehub goes through the center of thewheel. Many vehicles use the hubto center the wheel. These “hub-cen-tric” designs can benefit from a verylight coating. On some conical lug nuts, you

can put a light coating on the seat-ing surfaces of the cone, whileavoiding any contamination withthe threads. This coating can pre-vent corrosion. �

For additional tire service andTPMS s e rv i c e po in t e rs, v i s i twww.brakeandfrontend.com.


“penny pincher”

“I have avibration in

my car”

“gut feel”

Moog: Corroded U-Joints

PROBLEM: To improve gas mileage and horsepower,vehicle manufacturers have designed driveshafts madeof aluminum or other lightweight materials. These drive-shafts utilize aluminum yokes. Aluminum universal jointyokes are susceptible to corrosion caused by a galvanic re-action that occurs when the aluminum yoke contacts thesteel U-joint.

S O L U -T I O N :C h em i c a l l yCoated MOOGU n i v e r s a lJoints.These uni-

versal jo intsf e a t u r i n gc h e m i c a l l ycoated bearingcups and lockrings are de-signed to pro-tect aluminum yokes from corrosion caused by contactwith steel U-joints.These premium U-joints feature:1. Cold-formed, case-hardened coated bearing cups that

are precision-ground to meet or exceed OE standards forbetter wear and strength.2. Superior quality seals, designed to keep out contam-

inants and to allow for proper lubrication.3. Precision-ground needle bearings for maximum load-

carrying capabilities.4. Radial design bearing cups that allow 360º lubricant

distribution to all bearing surfaces.5. Greaseable design that allows for easy maintenance.6. High-strength steel crosses that meet or exceed OE

specification and are carburized heat-treated for long life.These coated anti-galvanic U-joints are available for a

wide range of vehicles.

Courtesy of MOOG Problem Solver

CARDONE: Preventing ABS ProblemsAfter Caliper or Pad Change

PROBLEM:ABS failure or malfunction soon after re-placing caliper or pads.CAUSE: Debris and other contamination collects in

the caliper. When removing the caliper, if the caliper pis-ton is forced back into the bore without opening the bleed-er, contaminates in the fluid will be forced back into theABS hydraulic unit and/or master cylinder causingvalves/pistons to stick.SOLUTION: Never force brake fluid backwards in the

system. Before pushing the piston back, always clamp offthe caliper hose using a suitable hose pincher tool, andopen the bleeder. Attach a hose to the bleeder and placethe other end in a container. Now slowly force the pistonback. Contaminated fluid will be discharged through thebleeder. When replacing any brake component, the entirebrake system must be flushed. Follow OE bleeding proce-dures and use the recommended brake fluid. Always usefresh fluid from a sealed container. Caution: Never opena bleeder valve or loosen a hydraulic line while ABS ispressurized.

Courtesy of Cardone

SKF: Active vs. Passive ABS HubBearingsWhen changing hub bearings or testing ABS systems,

it’s important to know what type of ABS system the vehi-cle has so that the hub bearing can be properly tested andreplaced if required. As hub bearing technology contin-ues to advance, certain tests that were once performedfor Passive ABS systems are no longer performed in thesame manner for the newer Active ABS systems. Here aresome of the key factors of each of these two systems:

Passive ABS • Produces an alternating current;• The signal increases with frequency and amplitude withwheel speed;• Generates its own voltage signal when vehicle is in mo-tion; and • Sine wave pattern.


This month’s Tech Tipsare sponsored by:

TECH TIPS

Active ABS• Receives a reference voltage; • Has an integrated circuit withinthe sensor that converts and ampli-fies the signal;• Can be a two-wire or three-wiresystem; and• Square wave pattern.

To identify which system youhave, conduct a back probe test.With the ignition key in the on posi-tion and the ABS sensor connectorstill plugged in, look for a referencevoltage with a volt meter. You may also note that in some

cases, the ABS cord wire for theActive ABS systems is slightly thin-ner than the Passive ABS cord.Testing It is recommended to follow man-

ufacturer’s guidelines for all ABStesting. One of the most commonmistakes that can occur is to conductan Ohms reading test on an Activetwo-wire ABS system. This test will

show an open reading and may leadyou to believe that you have a badABS sensor or hub. The two systemsdiffer in the way signals are generat-ed and conducting the wrong test foreither system may provide false re-sults.

Courtesy of SKF

Raybestos: ABS LightOn, DTCs C0265,C0201, U1041 setand/or Loss ofCommunication withBrake Module

Vehicles Involved: 2004-2007 Buick Rainier2002-2006 Cadillac Escalade1999-2007 Chevrolet Silverado2000-2006 Chevrolet Suburban, Tahoe2002-2006 Chevrolet Avalanche2002-2007 Chevrolet Trailblazer2003- 2006 Chevrolet SSR1999-2007 GMC Sierra Classic2000-2006 GMC Yukon2002-2007 GMC Envoy, Sierra Denali Classic2002-2004 Oldsmobile Bravada

Condition: ABS light is on.DTCs C0265 and C0201 may be setin the brake module. DTC U1041may be set in other modules. Theremay be a loss of communication with

the brake module. A poor connectionat the EBCM ground may cause un-necessary replacement of brakemodules.Repair: Do not replace the brake

module to correct this condition.Perform the following repair beforefurther diagnosis of the EBCM.Reground EBCM Ground.The EBCM ground is different for

each application.Midsize Utilities = Ground 304.SSR = Ground 400.Full size Trucks and Utilities =

Ground 110.

Perform the following steps to im-prove the connection of the EBCMGround:1. Remove the EBCM Ground.

The EBCM Ground is located on theframe beneath the driver’s side door.If multiple grounds are found in thislocation, the EBCM ground can beidentified as the heavy (12-gauge)wire.2. If the original fastener has a

welded-on nut, remove the nut fromthe frame, and if required, enlargethe bolt hole to accommodate thenew bolt and nut.3. Clean the area, front and back.4. Install the ground, then the

washer and then the bolt to theframe.

Important: It is important to usethe bolts, washers and nuts specifiedin this bulletin. These parts havebeen identified due to their conduc-tive finish. 5. Install a washer and nut to the

back side of the frame. Tighten thenut to 9 Nm (79 lb in).

Courtesy of Raybestos

BMW: Rotor Removal

Due to exposure to various envi-ronmental conditions, corrosion canform at the wheel’s center hub, mak-ing it difficult to remove the brakedisc during service work. In order toavoid damage to other system com-ponents, the instructions in the re-pair manual must be adhered to


when removing the brake discs.Do not remove the brake disc by striking the friction

area with a hammer or other tool. Excess force applied tothe brake disc can result in damage to the drive flange,wheel bearing, carrier and/or CV joint.To aid in the removal of the brake disc, a suitable

puller (2) can be used. When using a puller (2) to removethe disc, two wheel lugs (1) should be used to support thedisc when it is separated from the drive flange.

HONDA: Hard Brake Pedal WhenColdMODELS: 2006-07 Civic with automatic transmission. SYMPTOM: The brake pedal can feel hard during the

first couple of brake applications, usually in the morningwhen the ambient temperature is cold.PROBABLE CAUSE: At cold start, in high altitude,

combined with the fast idle retard operation, the intakemanifold vacuum supply is at its lowest, resulting in lowbooster assist.CORRECTIVE ACTION: Replace the brake booster

and the master cylinder rod seal, and update the PGM-FIsoftware using the HDS.PARTS INFORMATIONBrake Booster: P/N 01469-SNB-G00, H/C 8745390Rod Seal: P/N 46185-SE0-003, H/C 2120970

REPAIR PROCEDURE1. Position the wiper blades in an upright position to

keep from interfering with the cowl cover.2. Remove the center cowl cover. Remove the three

clips. Release the three front hooks from the edge of theunder-cowl panel.3. Remove the under-cowl panel.


4. Remove the tophalf of the air cleanerhous ing and the a ircleaner element to gainaccess to the clamp.5. Loosen all of the

clamps attached to theair cleaner housing andremove the bottom halfof the housing.6 . Disconnect the

brake fluid level switchconnector.7. Remove the master

c y l i n d e r r e s e r v o i rmounting bolt.8. Remove the brake

fluid from the mastercylinder reservoir with asyringe.9. Remove the two en-

gine wire harness clipsfrom their brackets.10. Remove the smaller en-

gine harness bracket locatedunderneath the master cylin-der reservoir bracket (one 6mm bolt).11. Disconnect the brake

lines from the master cylinder.12. Remove the master

cylinder mounting nuts andwashers.13. Remove the master

cylinder and reservoir togetherfrom the brake booster.

NOTE: Be careful to notbend or damage the brakelines when removing the master cylinder.14. Remove the brake boost-

er.15. Install the new brake

booster in the reverse order ofremoval.16. Install a new rod seal on

the master cylinder.17. Install the master cylin-

der and reservoir on the brakebooster in the reverse order ofremoval.18. Check the brake pedal height and free play after installing the mas-

ter cylinder, and adjust it if needed.19. Fill the reservoir with brake fluid and bleed the brake system.20. Install all removed parts.21. Update the PGM-FI software with the HDS. Refer to Service Bulletin

01-023, Updating Control Units/ Modules. �



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Brake lathes from Ranger Products are the very definition of stability,according to the company. To prove the point, BendPak/Ranger recentlyreleased an in-depth brake lathe demo video showing off the many fea-tures. Viewers will want to stick around until the end of the video to seejust how rock solid these lathes are.�Visit bendpak.com.

Ranger ProductsCircle #103 for information

PlatinumNAPA Filters are recommended for use when full synthetic motor oilis used and/or when a vehicle faces harsh driving conditions such as towingheavy loads, harsh and unusual weather conditions that may put stress on theengine, higher oil temperatures or long idling periods. The PlatinumNAPAFilter offers technology for the latest advancements in synthetic oil and per-formance oil filters. Featuring a host of premium oil filter innovations, includingwire re-enforced fully synthetic media, the ultra-durable HydrogeneratedNitrile compound anti-drain back valve (where applicable) and a stronger,upgraded canister design, this oil filter provides the ultimate protection in theNAPA Family of oil filters. Visit napafilters.com.

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Tenneco Inc.’s Rancho brand has recently released Rancho RS7000MT struts for a seriesof popular Chevy and GMC trucks and SUVs. Specifically engineered for 2007-2012Chevrolet Silverado/Suburban/Tahoe and GMC Avalanche/Sierra/Yukon applications,Rancho RS7000MT struts quickly and effectively dissipate heat, providing exceptionalresistance to overheating during extreme use, like hauling or off-road use on rough roadsor trails. Each Chevrolet/GMC strut was engineered using advanced valving, preciselytuned to these vehicles. Visit www.gorancho.com.

Tenneco/RanchoCircle #105 for information

Veyance Technologies, manufacturer of Goodyear Engineered Products, hasannounced the release of 104 new part numbers to its automotive aftermarketand heavy-duty product lines for the second quarter of 2012. According toVeyance, the additions provide even more extensive vehicle coverage for someof the brand’s most popular products, including: 49 molded heater hoses; 30Gatorback belts; 18 molded radiator hoses; 3 timing belt kits; 2 tensioners; 1pulley; and 1 fuel fill hose. Visit www.goodyearep.com.

Veyance TechnologiesCircle #106 for information


autocarepro:news

Track Talk

Now a strength coach in a sportthat piles up checkered flagsinstead of touchdown catches,Les Ebert leans on his back-ground of training pro footballathletes to strengthen today’saward-winning NASCAR pitcrews.

“These guys are the unsungheroes,” Ebert said of NASCARpit crewmen. “They’re likeoffensive linemen in the NFL –they do all the dirty work.”

Ebert, a 39-year-old nativeof Circle Pines, MN, is in hisfourth season as the strengthand conditioning coach forRoush Fenway Racing, includ-

ing the No. 17 team, whichrecently won the second-quar-ter Mechanix Wear MostValuable Pit Crew Award. It’s anhonor voted on quarterly byeach NASCAR Sprint CupSeries crew chief with an overallyear-end award going to theseason’s top-performing pitcrew.

“Pit crews work really hardto do the things they do,” saidEbert. “Yes, they have a lot ofathletic ability, but to be able todo that repetitively in practice,race-after-race, month-after-month, they have to be in greatphysical condition.”

Ebert knows positions canbe gained –or lost – in a matterof seconds in the pits. His roleat Roush Fenway is crucial instrengthening some 70-plus pitcrew members so they canthrive physically on pit road.

“We run through workoutsfour days a week,” explainedEbert. “We do two total bodystrengthening workouts andtwo conditioning workoutsMonday thru Thursday. We’rereal fortunate – we have the

tools we need toget these guys inthe best shape

possible.”Known to insiders as “Les’

House of Pain,” the RoushFenway Racing gym that Ebertoversees is a real “pumpatori-um” packed full of free weights,exercise machines and equip-ment to keep pit crewmen con-ditioned and durable over the36-week grind.

“Les keeps us in shape,which is really important withthe long season and hot weath-er,” said Cameron Cobb, jack-man on Matt Kenseth’s No. 17Best Buy Ford. “Ever since Lescame on board, I have lessaches and pains from doing myjob. Now, Les has given me afew aches, but it’s what youneed to win.”

“Les pushes us pretty hardwith our training,” echoed SeanWard, gas man on the No. 17.“Les expects a lot, but it’s worthit. The workouts help keep us inshape and prevent us from get-ting injured.”

Not long after graduatingfrom the University ofMinnesota-Duluth with adegree in Physical Education,

Ebert landed an internship inthe NFL under coach TonyDungy. He spent three years asan assistant strength coach withthe Tampa Bay Buccaneers,then six years with theJacksonville Jaguars.

When the job at RoushFenway became available whileEbert was still working in theNFL, he thought, ‘well, I’ll giveit try.’ Four seasons later, Ebert’stop-notch program is helpingproduce award-winning pitcrews like the No. 17.

“The 17 group is a talentedbunch of guys who have beendoing this for a while,” saidEbert. “They have good cama-raderie and they work reallyhard and that allows them toperform at a very high levelunder pressure.”

In addition to Cobb andWard, crew chief JimmyFennig’s over-the-wall pit crewconsists of Justin Nottestad(front tire changer), Collin Pasi(front tire carrier), Jon Moore(rear tire changer), and RyanMcCray (rear tire carrier). AndyWard is the team’s pit crewcoach.

“We’re very fortunate tohave guys at Roush Fenwaywho can perform at a high-levelwhether it’s in practice or in arace,” Ebert said. “It’s an honorand a blessing to be here.”

By Kimberly Hyde, NASCAR

Les is More: Roush Fenway’s EbertConditions Crews to Better Performance

NASCAR Nationwide Series

Dollar General 300Miles of Courage Oct. 12

Kansas Lottery 300 Oct. 20

NASCAR SprintCup Series

Good Sam RoadsideAssistance 500 Oct. 7

Bank of America 500 Oct. 13Hollywood

Casino 500 Oct. 21Tums Fast Relief 500 Oct. 28

NASCAR Camping World

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2012 NASCAR Race Schedules

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From the gridiron to pit road: Les

Ebert spent nine years as a NFL

strength coach before joining

Roush Fenway Racing in 2008.

Les Ebert's program has helped put Matt Kenseth's pit crew at the

top of the sport.



Rare Parts Inc. is now manufacturing Diamond Series tie rod assem-blies for 1975 Maserati Khamsin (part #RP29180). This assembly isnow greaseable, and is made from larger forgings for increasedstrength. Made in the USA. Rare Parts manufactures steering andsuspension parts for any make/ model/ year vehicle. If we don’t have it,we will build it. (800) 621-2005 – www.rareparts.com.

Rare Parts Inc.Circle #107 for information

Schaeffler Group USA Inc. has initiated the distribution of more than 180,000LuK-branded technical assistance posters promoting proper diagnosis andinstallation of clutch kits, clutch hydraulics and flywheels. The poster isdesigned to help technicians identify common installation errors that lead tounwarranted product returns and reduction in productivity at the shop level.Visit www.Schaeffler-Aftermarket.us.

Schaeffler Group USA Inc.Circle #108 for information

With an estimated 60% of vehicles on the road in need of an alignment,Hunter developed the new Quick Check system to help shops quicklyidentify these vehicles and drive more traffic to the alignment bay. QuickCheck captures toe and camber measurements and produces printedresults in under a minute. Service writers can then use the easy-to-understand, color-coded printouts to alert customers of misalignmentissues and generate more repair orders for alignment service. Visitwww.hunter.com.

Hunter Engineering CompanyCircle #109 for information

With a larger video screen, more memory and a dual imager, the newSnap-on BK8000 is the ultimate wireless digital inspection scope and a“must have” addition to every service technician’s tool box, says the com-pany. Features of the new Snap-on BK8000 Wireless Digital InspectionScope include: a 4.3-inch diameter screen that is 40 percent larger thancompetitive units for better viewing; and digital video and image capturewith internal memory as well as SD card storage. Visit www.snapon.com.

Snap-onCircle #110 for information

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WWW.BRAKEANDFRONTEND.COM BRAKE & FRONT END • September 2012 75

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BRAKE L IGHTS

This month’s Brake Lights comes from Scott’s Automotive in Azle,TX. It is off a 2002 Oldsmobile Alero. Do you have your own bad brakes story and pictures? If you do, it could beworth $75 and, if selected, your story could appear in BRAKE & FRONT END.Send digital pictures and your contact information to: [email protected]. �


brake & front end, september 2012

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