school work still just a drag? · scan tool information. b ack in 1963, bob dylan wrote ‘the...

April 2009––––––––Issue No 8

• A BMW with pitted contacts - enough to drain the battery

• A Mercedes with plenty of oil - but not in the right place

• A Volvo with a faulty fan speed control unit - and don’t overlook the pollen filter

Schoolwork stilljust a drag?

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$115 gives you:• 12 months subscription to TaT• Six magazines mailed to your postal address• Access to illustrated solutions on line• Problem solving service APPLY ON PAGE 28

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Back in 1963, Bob Dylan wrote ‘The times they are a-changin’, in which

he issued this clear warning:

If your time to youIs worth savin’Then you better start swimmin’Or you’ll sink like a stoneFor the times they are a-changin’

If TaT trainer Jeff Smit could sing, he would put his new training program to music because the times they are a-changin’ is his theme song.

Applying it to the auto technician, he encourages everyone who attends his training sessions to take just one of his suggestions into their workshop or workplace the very next morning and commit to change.

You need to adapt, he says – and quickly. Car technology is changing faster than most technicians can keep up with so it follows that they need to seriously change the way they have been doing things.

“It’s all a question of choice”, says Jeff. It’s another of his favourite themes. Technicians need to make choices, and they also need to involve their motoring customers more in the choice of repair techniques, parts and consumables.In this issue, there’s a story about brakes, in which we suggest that customers should be given a choice between standard brake pads, and a more efficient and cleaner kind of brake pad. OK, so it’s more expensive to install higher quality parts. But involve the customer in the decision, don’t feel obliged to go with the cheaper alternative just to save them money up front – let them know that the better quality option could end up saving them money down the track. Again, quoting Jeff, your own concept of ‘expensive’ may bear no relationship to the customer’s notion of ‘expensive’. So give them the choice.

Technicians are so used to adapting to change with car

makers bringing out advanced models every year. They even have to cope with new types of cars – like hybrids and electrics.

So how is it that so many technicians are so reluctant to change their own habits – the way to deal with customers being one of the classic areas where change is desperately needed.

With every problem there is a choice. And that includes the basics, like, where do you begin the diagnostic process on a vehicle with a pesky problem.

Jeff encourages his audiences to start giving their car-owning customers more options in the quality and cost of parts their cars need, and for technicians who own workshops to invoice for their brains and high tech tools, and not just their hours.

In fact, he rails against hourly rates. “You must charge what a job is worth and how much knowledge and technology you used to solve the problem –

that’s got nothing to do with the time you took to fix it.”

Despite the march of ever-more complex technology coming from the car makers, he suggests technicians should get back to the basics, like spending more time with the customer, test driving every vehicle regardless of the original problem and check every light bulb inside and outside the vehicle because a blown bulb can be evidence of a problem related to sensitive computer driven systems.

The TaT training program is bringing new ideas to technicians. In fact, many of these ideas are old and very basic approaches to vehicle problem diagnosis and solution – they’re just refined for the times. The training program is getting rave reviews. It is destined to become our premium product and we look forward to sharing it with as many technicians as possible. Training events will be listed in all future issues and on our website - www.tat.net.au.

TAFE course that travels at speed………4

TaT training hits the spot………………6

The Nissan Mixim………………………8

Even scan tools get confused…………8

The workshop makeover………………10

Give the customer a choice……………11

www gems for technicians……………12

Relays - the confusion continues………14

TaT’s a facts…………………………15

The good oil on oils …………………18

Street Cred with Hayley Windsor………20

Letter from America - Julian Hentze…20

Top Tools - Zapp………………………21

Putting Auto CPR to the test…………22

New software for diagnostic…………23equipment

Murphy’s Law - All aboard the CAN bus..24

TaT adds value to AutoPartners training..26

HELP! The ten commandments of TaT…29 assist

The Last Word - Derek Ogden…………30

The team Contents

The Automotive Technician 3

PublisherThe Automotive TechnicianPty LtdABN 27 121 589 802

1 Cleg StreetARTARMON NSW 2064

[email protected] Ph 1300 828 000Fax 1300 828 100 Editor in chiefKen [email protected] 569 517Fax 07 5591 8172

Technical editorJeff [email protected] 828 000

Technical researchDeyan [email protected] 9476 6277

Technical advisersJack Stepanian

Nick [email protected]

Wayne Broadywww.broadyauto.com.au

Gil [email protected]

Editorial contributorsAshley Teitzel Mark Mitchell

International correspondentsJulian Hentze - Georgia USA Hayley Windsor - London UK

ReaderBron Robinson

Advertising inquiriesJeff [email protected] 02 9966 8600

Graphic design Russell Jones Graphic [email protected]

Original TaT design standard Allan GreenCEO [email protected]

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•TaT Assist •TaT Chat•TaT Train •TaT’s a Fact

•Tips for TaT

are all registered trade names of The Automotive Technician Pty Ltd.

The Automotive Technician Pty Ltdpublishes technical advice and actual case studies for the purpose of educating technicians.

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

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

Newsworthy articles or comments are welcomed, and should be submitted to the Editor in chief.

All material appearing in The Automotive Technician is copyright. Reproduction in whole or in part is illegal without prior written consent from the Editor in chief.

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A low-slung dragster sits on the starting grid, with 40,000

people in the stands waiting for the engine roar, the smoke and the acrid smell of burning rubber as this ungainly looking torpedo of a car reaches 285 kilometres an hour. In 7.7 seconds, the race is over. The red parachute billows behind, bringing the dragster quickly back to street speed.

Is this a madman at the wheel of this speed machine which carries TAFE NSW colours? No. Just an Automotive Technology Head Teacher conducting what he calls ‘the final experiment’.

The dragster’s creator and driver is Northern Sydney Institute Head Teacher David McCowage, but it owes its existence and its awesome power, to an unusual student-teacher collaboration. And it was built from the chassis up on the smell of an oily rag. No wealthy sponsors, just an ongoing supply of enthusiastic TAFE students and creative teachers.

David McCowage is a speed freak no doubt, but his speed is a means

to an end.

The fact that this home-made dragster has won Australian and local championships, regularly sets track records and beats the pants off some of the fancy, high priced imported machines from the US is merely the adrenalin rush of a teaching career that has provided the motor industry with some of the brightest technicians any TAFE college produces.

More than that, it could be claimed that David McCowage’s extremely

unorthodox approach to teaching mechanical skills has probably saved a lot of young tearaways from wrapping themselves around a lamp-post in a late night surburban burnout.

In short, David McCowage, TAFE teacher of 25 years, uses his love of speed and precision mechanical engineering as his chalk and blackboard. It virtually ensures that no students snooze through one of David’s classes. They just don’t want to miss anything and besides, if they pay attention, they might be chosen as pit crew for the next meeting at Willowbank or Eastern Creek raceway.

To traditionalist teachers, preparing a dragster for the track and appointing students as pit crew may seem like an indulgent distraction from the real task of teaching people how to fix cars.

But David can prove that his dragster has more power than a pile of text books or a boring lecture.

David’s students turn up for classes in TAFE racing uniforms. It makes them proud to be involved in this exciting industry. That’s when the students choose to turn up to classes. His students are allowed to set their own pace. Classes can be taken at home, over the internet, in break-out groups, in the TAFE classroom or on the racetrack. David calls it ‘flexible learning’ and he is convinced it is the way of the future.

One of his diligent students is a woman

with two young children, who can manage one day a week at college, the rest of the study at home sandwiched between family chores. She can emerge in three years as a fully fledged auto technician – mechanic and auto electrician. Another student is taking David’s course by internet from the Solomon Islands.

And that’s also where David’s tuition differs from many others. “We design the course to suit the type of work the apprentice is expected to do in the workplace. Instead of expecting students to line up and pay twice to get through their mechanical and then their auto electrical certificates, we have melded the two, so that all of our students now emerge as both mechanic and auto electrician. Without electrical skills, a student won’t get far working on today’s cars,” asserts David.

Agencies like “Youth at Risk” are so impressed with David McCowage’s track record (not just the racetrack) that they send him teenagers who clearly face a short life expectancy as addicted street hoons. Many of them end up at the racetracks, supporting David and his racing program or developing a vehicle of their own, having learnt the same lesson that David picked up as a potential street hoon himself.

David created a program with students performing go-kart restoration with the eventual day at a kart track, thus learning mechanical skills and responsible driving at the same time. The “On The Right Track” program got the students on

the right track to enjoy

their vehicles and the right track of life.

A TAFE course that travels at speed

At the age of 15, his teacher detected a rebellious young driver in David and one day tossed this line over his shoulder, “If you think you are any good, take your car to the racetrack and race it. Let’s see how good you really are.”

Young David bristled. The challenge worked.

“There’s more precision and training required on any Australian racetrack than anyone would imagine,” said David. Not only does everypart have to work to perfection but you have time limits and you must work within a very stringent set of rules.

“Racing a highly tuned vehicle is more about science than racing or winning. The science of preparing a racing car is probably the best learning you can get on auto design and

technology. The race at the end is merely the final science experiment.”

He quickly adds, “But we go to the racetrack to win.”

And win he does, regularly, and the students are as proud as punch when their teacher crawls out of his harness after smashing another course record.

His students have a vested interest in this speed machine. In the process, they learn that street hooning is not cool. Racetracks are cool. And they are highly disciplined, and considerably safer and more satisfying than executing

donuts in a Western Suburbs neighbourhood, egged on by a motley group of drunken teenagers.

Nothing beats the thrill of the racing pits, with grandstands of cheering spectators admiring both the car and the crew that brought it glory.

Wheelnote:

David McCowage started out as an apprentice with the NRMA in 1975, and working in a not-for-profit workshop meant that he learnt the correct way to become a mechanic. All work had to be done to a high standard, irrespective of the time it took. In 1980 David moved to BMW as a high level technician working on the most modern cars of that time. “I solved the problems that others could not”, he recalls with some pride. He enrolled in a mechanical engineering course at TAFE in 1981 and around the same time established a mechanical repair workshop called REVS (Racing Engines & Vehicle Services).

The TAFE teaching career began in 1985 in the Automotive Mechanics department at Sydney TAFE College. David had a passion for the car racetrack, but without masses of spare cash, he was reduced to building all the race cars he ever owned himself, from the bottomup, starting with the chassis

design and including the body construction and painting.

His pride and joy, the dragster, has enjoyed support from TAFE Colleges, teachers and students. It was more or less adopted by the college as a highly visible billboard for TAFE’s automotive training work. It lifted TAFE’s reputation from what might have been considered a conventional training school, to an organisation with spirit and a sense of fun and competition. The college also saw a strong relationship between disciplined track racing and giving young drivers an incentive to get their testosterone off the suburban streets.

David’s first race car was a Torana XU1 and this was followed by a few more of the same. Then came a 1970 Corolla with a nitrous Chev

V8 and finally the dragster, proudly flying its TAFE colours.

The dragster is a 348 cubic inch Chev that runs on alcohol and stops with a parachute. It covers the quarter mile in 7.7 seconds at 285 kilometres an hour and has held the national record and strip record at every track it has raced on. It won the Australian nationals in the first year after construction and is the current track champion at Sydney International Dragway. Is the dragster safe? According to David, “This car is so safe that if there is ever an earthquake I will go to the garage and sit in the dragster and put my race harness on. If you have a car designed for 300 km/hr potential accidents then this is the safest place that I know of.”

David can be contacted at Northern Beaches TAFE College. They have training available for apprentices with very flexible alternatives to conventional classes.

He welcomes you to come for a visit and tour the facilities. This team is doing great work with the next generation of automotive technicians well beyond basic trade training.



The new TaT training program has received rave reviews from technicians.

The brainchild of TaT trainer and technical director Jeff Smit, the three-hour night sessions are being rolled out with the support of Burson, Autodata and the Capricorn Society.

His method is what he calls ‘information sharing’. He doesn’t preach, he doesn’t blatantly push product, he doesn’t follow text books. He just tells his audience about the strange problems he has collected from the TaT workshops, and how they went about solving them.

His workshops are a mix of problem solving, diagnostic techniques and business development. He has received enthusiastic reviews, with technicians impressed that ‘he’s one of us’.

In a recent Toowoomba training evening, four technicians drove four hours each way from Moree in New South Wales to spend three hours with Jeff Smit. They vowed they would do it again for more of the same, as often as possible.

In three nights in southern Queensland, 150 technicians declared the TaT show a breath of fresh air and a welcome change from the traditional or corporate product-driven training event. They loved the case studies and the real life experiences to which all workshops could relate.

Almost without exception, every technician said they would sign up for at least two similar events in their region every year. A grateful Coffs Harbour technician declared Jeff’s show the “best technical information evening I have attended”.

traintraining division

traininghits the spot…

T R A I N I N G W O R K S H O P S

VICTORIAAlbury - Mon 18 May

Dandenong - Tues 19 MayLilydale - Wed 20 May

SOUTH AUSTRALIASalisbury - Mon 6 AprilRichmond - Tues 7 AprilReynella - Wed 8 April

All training workshops are supported by the

Capricorn Society

HOW TO REGISTERFax the form on next page, or phone

1300 828 000during business hours

or download the registration form at: http://www.tat.net.au/training.php

and fax to the number shown

SUBJECTS COVERED:Electrical and electronic systems in

the modern vehicle.Basic electrical and electronic theory•Power, charging and starting systems•Multiplexing and serial data communications•Diagnostic procedures and techniques•An introduction to hybrid vehicles•

COST:Per technician $65

Additional technicians from the same workshop - 2nd technician-$55

Additional technicians-$45 each

REGISTRATION FORM


Thanks to our advertisers…

Training registration formPlease book me in for _________ technicians from my workshop at the following training session:

Name…………............................................…………..Business Name……………………...........……………Contact Number……………........................….............Email……………....................................……………..CHEQUE: Payable to The Automotive Technician

CAPRICORN ACCOUNT No: _______________Signature___________________ Account name:________________________________CREDIT CARD: q Mastercard q Visa Name on Card:____________________________________________

Card Number

Expiry Date:______/______ Amount: $ Signature: _________________________Date: _________

FAX THIS FORM TO 1300 828 100

For more information phone 1300 828 000

VictoriaAlbury

Dandenong

Lilydale

South AustraliaSalisbury

Richmond

Reynalla

Training room locations and times will be

advised in the confirmation of your booking.

Did you know there are 16 BMW problem solutions at:www.tat.net.au, covering four different models.

(... not to mention 22 other vehicle makes and solutions to dozens of pesky problems)‘s a fact

problem solving

COST:Per technician $65

Additional technicians from the same workshop - 2nd technician-$55

Additional technicians-$45 each

CC12

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Create a cleaner future.For more information contact your local CenturyYuasa representative on 1300 362 287

or visit our website: www.recyclemybattery.com.au

CC123-822_Century_TAT_A4_ULAB.indd 1 12/03/2009 12:48:17

This electric vehicle concept car from Nissan is the vision of

a car for the generation of computer kids brought up on a diet of ‘transformers’.

As with most concept cars and hybrids, manufacturers seem to think that eco-friendly cars can’t look anything like regular models.

The Mixim certainly falls into this category. With a centrally located driver’s seat and controls, this three-seater really steps outside the square to deliver what can be described as a dynamic, even aggressive looking vehicle that will be attractive to those looking to making a statement.

This is likely to be the first step toward Nissan’s aim to offer an electric car in Japan by 2011 and is part of Nissan’s stated goal to focus more on greener, more sustainable vehicles.

The Mixim is a tiny electric car that uses lithium-ion batteries to power two motors. One of the engines drives the front wheels, while the other drives the rear wheels, giving the car all-wheel drive. Regenerative braking will help keep the batteries charged while driving.

Like plenty of other European concepts, the Mixim is small. It

weighs in at a low 952 kg and is only 3.68 metres end to end. That’s pretty short.

This makes the Mixim, with its low height of 1.4 metres and its low weight close to being a flawless, emission-free all wheel drive.

Concept…The Nissan Mixim - for the young at heart

concept an abstract idea; a general notion; an idea or invention; (of a car or other vehicle) produced as an

experimental model to test the viability of new design features.

This magazine is possibly one of the BEST EVER

learning/hands on tools I have come across! Thank you to all those involved [for devoting] the time, the effort and the labour of love. I will keep you informed of our findings as well.

I need help! The car is a 2005 Nissan Navara D/cab ute, D40 Series 4 lt petrol. It’s a manual which has done under 100,000 kilometres.It cuts out at traffic lights or while driving, at any time, any temperature. Starts again straight away every time.

I have done a basic ‘wiggle test’ of wiring and used the Launch X-431 scan tool (code P1706 P-N POS SW CIRCUIT). That’s to do with power relay circuitry. It feels like power drops out momentarily.

I was going to check the relays and do a swap if they were suitable. Maybe someone has had a similar challenge and can shed some light. Can you help with a wiring diagram if you have one? Chris Bowles MIAMI, VASAChris Bowles Prestige Qldwww.thecarnut.com.au

Nick Murphy’s quick response at the time to Chris’s email was: If the car cuts out and then restarts again it sounds like it could be a main relay fault.

You should hook up a couple of LED test lights. You can buy LEDs from any electronic store then set them up on a board using different colours. That way you can tell what circuit is missing when it fails.

Back probe components like the main relay, fuel pump relay and the power supply to the injectors, then drive the car until it plays up. You can tell what circuit is playing up by taking note of what LED goes out.

Unfortunately we don’t supply wiring diagrams but if you follow this simple test it may lead you in a direction where we can help you further.

You could try looking at the engine through OBD2 in your scanner as the code P1706 doesn’t make sense being a manual car. Deyan Barrie added further: The code P1706 relates to (PNP) Park Neutral switch - signal error/malfunction/wiring or instrument.

Possibly your scan tool is

mixed up As Nick suggested, try going through OBD2 or perhaps a different scan tool. (Thanks for the kind words Chris. We look forward to receiving some tips from you to share with fellow technicians. Ed)

Even scantools can

get confused

YOUSAID IT!


Wheelnote: Automobile Manufacturing Co Ltd was established in Japan in 1933, taking over all the operations for manufacturing Datsuns from the automobile division of Tobata Casting Co Ltd and its company name was changed to Nissan Motor Co Ltd in 1934. The first Datsun passenger car rolled off the assembly line at the Yokohama plant in April 1935.

CC12

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Create a cleaner future.For more information contact your local CenturyYuasa representative on 1300 362 287

or visit our website: www.recyclemybattery.com.au

CC123-822_Century_TAT_A4_ULAB.indd 1 12/03/2009 12:48:17


Regular columnist and technical trainer Nick Murphy is re-building

a workshop business. He is literally dragging it from one century into the next. There are lessons to be learnt from his progress for those planning on buying into an old workshop business, or those who believe the time has come to throw out some memories and become more productive.

When TaT broke the story of Nick’s new role in the last issue, we didn’t quite expect the reaction from a number of people who would like to know how Nick is going about this task.TaT decided to track Nick’s progress over a few episodes. Here’s the first…

24 December 2008…

In Sydney’s northern suburbs, Denis Barr decides to retire and walks out the door of the business he has run for a quarter of a century, leaving the keys with TaT director Deyan Barrie, whose large auto electrical business is across the street. Deyan buys the business and installs Nick Murphy to rebuild it.

5 January, 2009…

Nick Murphy walks in to Denis Barr Automotive. Despite the fact that Denis did run a very good business all those years and had built a substantial client base, specialising in Rovers, his workshop operations were, how do we put it, a little old fashioned. Denis certainly didn’t like to throw away a spare part that one day might come in handy.

Through January Nick looks around, finding it hard to find a clear pathway through the workshop’s four hoists because of stored clutter. There’s bits of Rover of various vintages everywhere. There’s ‘stuff’ hiding under covers that he dare not lift just yet.

There’s no computer. The extensive customer files are in well-thumbed loose leaf folders. There’s no shortage of information, but it’s all on scraps of paper.

The workshop reminded Nick of old farm sheds he’d once seen out back of Dubbo. Fascinating places, full of

museum pieces, but not the sort of thing you’d expect to find here, almost in the heart of Sydney. Nick had just come from a senior job in a very clean and efficient workshop. This workshop could not be efficient.

The workshop was not without some interesting equipment. Under a sheet was a reasonably good quality injector testing bench. In another corner was one of those gadgets you see in Bob Jane’s for quickly changing tyres. There was a wheel alignment machine. Other tools were good and plentiful. After all, among the jobs still in the workshop when Nick walked in were two engine rebuilds.

Hiding behind cupboard doors were gadgets and tools which Nick could only label as ‘prehistoric’. They might bring big bucks on eBay.

He made a mental note – no more engine rebuilds. Takes too much time (a couple of weeks maybe), too much space in a compact workshop, not a good and profitable use of the space.

Modern testing equipment, like scan tool, probes, gas analysers? – none. An oscilloscope? – nope.

1 February…

A brand new computer is installed, with fast internet connection. The invoicing and other systems which keep Deyan Barrie’s workshop humming across the street, are installed. Client records will gradually be entered into the system.

An oscilloscope arrives, along with a scan tool and a gas analyser.

Nick measures the workspace and does a few calculations. He divides the workshop into cost centres. He measured the workable car spaces around hoists and elsewhere. He then divided the space into working hours and by adding up the fixed costs like rent, power and the like, arrived at ‘working bay per hour’ cost.

So if the working bay couldn’t return that cost and something extra every working hour of every working day, the bottom line would be shrinking.

To make this work, he had to introduce a lot of time and

Episode 1 – what’s all this stuff?

Theworkshop makeover


Nick Murphy (left) and Deyan Barrie fill the skip bin.


space efficiencies. There’s himself, a mechanic and an apprentice in the workshop full time. They have to move fast and efficiently among four hoists.

Considering that he has the support of a big workshop specialising in advanced diagnostics and electrics across the street, Nick plots his path for the future. It will take time, but his plan is to have a tight, efficient workshop which specialises in log book and general servicing, the simpler diagnostics and repairs, fast and efficient turnaround of customer’s cars.

He figures that in the working space they have, two-week engine rebuilds are not productive for the business. Such jobs are a luxury which can be considered only if everything else is running flat out, and highly profitable. In Sydney, as in other CBDs and big provincial cities, the amount of space available dictates the

type of work which is profitable.Every working space must be filled every working day – it’s that simple.

1 March…The first skip arrives and the cleanup begins. Hard decisions must be made. The space needed to store that Rover 1960 model mudguard is too precious. It may not sell for another ten years, maybe never. It is already costing money to keep it.

The pathways are cleared.It’s actually quite an efficient workshop now they can move around freely from bay to bay.

The oil tank was taking too much space inside the building. A spot was found for it out the back. The tyre equipment and alignment machines are sold. Better to outsource these specialty services and reserve all available space for the core business of servicing and fixing cars.

How are the old customers reacting to the changes? They are not really aware of what’s going on in the workshop.

Most have remained loyal to the new owners and Nick is going out of his way to ensure that they are looked after.

Maybe a coat of paint and new signage is next. Nick opts to start making good money first by introducing himself to the old customers and encouraging new ones. How does he do this?

Read the next episode…

In tough times, motorists usually look for better value when their car needs repairs.

Contrary to popular belief, your customers aren’t necessarily looking for the cheapest job or the cheapest parts, but what they do want is value for their money.

You might be surprised at how readily a customer can be convinced that a more reliable quality part will last a lot longer than the cheaper alternative and deliver better performance – and that means better value for money.

This argument can be easily applied to Bendix Heavy Duty brake pads.

Colin Wood, owner of Apex Auto Service Centre near Fremantle in Western Australia reports great success fitting the Bendix Heavy Duty pads to taxis and commercial vehicles.

“I had one taxi customer who was going through a set of brake pads every 15,000 kilometres. Once I fitted

Bendix Heavy Duty, he only needed to replace his pads every 45,000 kilometres. That’s three times the performance of a cheaper, inferior pad, which is real value for money as far as I’m concerned.

The customer was thrilled, and so am I, because he previously went elsewhere for his servicing.

“These heavy duty pads are also good for younger, more heavy-footed drivers who want a high performing brake pad without the high price tag,” says Colin.

“I give customers the heavy duty option when I am fitting their vehicle with new brake pads. I explain that the extra dollars spent are well worth it due to the dramatic increase in the lifespan of the pads.”

Give the customer a choice you might be surprised…

Colin Wood


The cyber world is indeed very wide with an infinite number of webs that interconnect with each

other in an almost three dimensional effect. Everything, ultimately, leads to the central master control of the web, called www – world wide web.

The downside of this wonderful service is that technicians can suffer from information over-load. Nobody has the time to cross check information, to find the ultimate truth. The challenge is to make sense of the resources and streamline your access to the most relevant information.

Because there is so much information out there in cyberspace, I can review only a small selection of websites which I believe may be of some benefit to automotive technicians.

There are in fact many useful web sites for vehicle repair. However, the detail you are looking for will depend pretty heavily on the customer’s complaint.

For example, if a customer is worried about excess fuel consumption, a web site that calculates fuel usage in kilometres/litre or litres/100 kilometres would be of great value. To be able to enter the distance travelled in kilometres and litres used and then retrieve relevant data would be of great use. Web address #1 on my list is one such website.

Now that you are able to, say, determine that the vehicle is a little high on fuel consumption, with the aid of a scan tool you would be able to decode a DTC.

Then, there are myriad web sites that will not only expand on the definition of the DTC, but also provide a full description of conditions that set the DTC.

For example, diagnostic link connector (DLC) configuration, definition of DTC codes such as prefixes of P, B, C and even U codes are all explained. My pick is web address #2.

If you are a novice to web search engines there are web sites where you simply enter the code and it will display the code’s description.

Check out my web address #3.

Other web sites provide detailed explanations of the code along with diagnostic procedure. For example, a DTC of P0171 is well expanded in the websites #4 and #9.

However, should the code be specific to the car maker, or the original equipment manufacturer (OEM) you may need to try websites such as my #5 and #6 selections.

Should there be no DTC logged yet and you wish to diagnose the symptom by following a chart, the sites which may be of some use are #7 and #12.

Let’s assume that you are a little closer to the cause of the symptom but require more information on the system operation such as the CAN bus system. You need to visit my chosen websites #8 and #9.

Specific circuit diagrams, particularly for European vehicles, can be found under EOM listings. However, there may be a nominal joining fee to be paid before information can be accessed. One such site is #11.

Should you be a novice electronic black box builder, website #10 should quench some of your thirst.

These websites are simply a guide to get you started on your quest, or perhaps your first flight into cyberspace.

Having got you this far, I must stress that the accuracy and validity of the information available on the world wide web must be questioned and if in doubt, sometimes you will need to cross check the information with other sites.

Technicians must make their own evaluation of the suitability of the site to the task at hand!

Jack’s www starter dozenBut first some tips. All web addresses must be typed into your browser with absolute accuracy. Note that what looks like a space between words in some addresses is always an ‘underscore’ – one of these _.

To make it easier for you, all of these addresses are listed in the members area of www.tat.net.au

They are clearly marked on the first page you will visit once you have logged in.

There’s a lot of rubbish on the World Wide Web– but some gems for technicians By Jack Stepanian

1 www.hicloneqld.com/fuelcalculator.html

2 www.troublecodes.net/OBD2//

3 www.alldatadiy.com/about_alldata/DIY/diagnose.html

4 www.obd-codes.com/p0171

5 www.obd-codes.com/trouble_codes/index.php

6 www.troublecodes.net/technical/

7 http://www.obdii.com/obdii_library.asp

8 http://www.bba-reman.com/content.aspx?content=can bus_controller_area_network_for_automotive_industry

9 www.autotap.com/articles/Diagnosing_Misfires.html

10 www.electro-tech-online.com/sitemap/f-10-p-22.html

11 https://erwin.volkswagen.de/erwin/showHome.do;jsessionid=50DA9B42D8A6E595B0B007BA5FA0813F.ASTPVWE1

12 www.autotap.com/articles/Diagnosing_Misfires.html

Technical Data Diagnostic Trouble Codes Air Bags Component Testing Wiring Diagrams ABS

For further information please visit www.autoequipment.com.au or telephone Mount Auto Equipment on

02 9905 8055.

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The more mature technicians have always referred to what they call the

little blue Bosch Book which identifies all relay numbers and gives them a specific job description.

We will look only at the changeover and standard relay configurations by their terminal numbers and definition.

No 30 = input or source No 85 = output, actuator (end of winding to ground or negative) input, actuatorNo 86 = start of windingRelay contact for break and changeover contact as defined as: No 87 = input No 87a = 1st output (break side)

Now to the serious facts and how easily an electronic control unit can fry instantly if you don’t make sure that you are installing the correct relay.It’s a matter of understanding how the circuit operates and which way the fans are switched. In a lot of cases it is the earth side of the thermo fan that is switched.

In the case of the VT Commodore, pin 30 of the low speed thermo fan relay has voltage to it. In actual fact this is the circuit that comes from the thermo fan motor looking for an earth to make it run. The other 14 volt supply is at pin 85 and this is a positive

supply from the EFI relay. On the VT the body control module gives a negative output to pin 86, thereby energising the relay.

Pin 87 is an earth supply. Pin 87a is normally closed when at rest and is connected to pin 87 of the high speed fan.

So what can go wrong?

If an incorrect relay is fitted where the terminal configuration is different a number of things can happen.The best result would be a fuse blowing due to pin 85 being incorrectly grounded. Worst case would be instant damage to either body control or engine control units due to power being supplied to the negative trigger circuit from either a body control unit or an engine control unit.

Depending on the exact configuration of the vehicle’s wiring and the configuration of the replacement relay either of the above, or possibly both, could occur.

We are hearing a lot of stories specifically about the Holden Commodores VT to VZ and in particular their thermo fan systems where incorrect or different relays have been fitted and are causing damage.

I would recommend that technicians take particular care when replacing relays on any vehicle to ensure that the correct one is used. A thorough understanding of the article Relays are not all the same, in the February 2009 issue, will help you to minimise the possibility of damage.

We would recommend that if there is any doubt about the validity of a relay, get yourself a good wiring diagram of the offending circuit from somewhere like Autodata.

The easiest way to understand the power and earth circuits is to get three or four colour highlighters and trace the circuits. Mark the power going to all the relays in red, the earths in green and the triggers in yellow. Use blue to highlight the circuits waiting to be switched on.

Once you have a thorough understanding of the wiring, you will be better equipped to figure out which is the correct one.

The story ‘Relays are not all the same’ (Issue 7) hit a hip-pocket nerve among our readership. In fact, TaT received more feedback from this story than any other. A couple of technicians told us the article saved them some expensive component replacements.

We are also getting plenty of horror stories from our training sessions about damaged electronic control units because incorrect relays were fitted. Never assume that the relay in the vehicle is the correct one.

Relay configurations and designs have changed dramatically over the past five years and these changes are now presenting themselves on the workshop floor more often.

In future editions, we will concentrate on particular makes and models, but in the meantime, this story is about the general issues technicians are having with Commodore thermo fan systems and relays.

In the next edition we will fully analyse the VT Commodore’s thermo fan system, to be followed by the VY through to the VZ Commodore in later episodes. Looking at the VE Commodore, Holden has changed the configuration to greatly minimise the possibility of electronic control unit damage.


RelaysBy Deyan Barrie

…the confusion contINUES

I meant to reply to the tyre inflation challenge (Issue 6, December 2008 Tyred of

high-pressure salesmen…) but time got away on me. So here goes.

In my experience, the art of tyre pressure checking has been lost to most customers. They wouldn’t have a clue how to do it.

Most cars come in to our workshop with under-inflated tyres. So my theory is that if you put more air in them than officially required, then the average tyre pressure over the six month service period is about right.

By the way, I have run the tyres on all of my cars at 40 lbs for the last 20 years without a problem.

I have had emergency stop situations in that time without traction problems. I also get very good tyre wear.

That’s my 10 cents worth.

Trev SmithHarpers Auto Brisbane

(I reckon that’s a good 50 cents worth Trev. I recently switched to nitrogen in my tyres and the specialists

told me to get them checked every six months. Thanks for contributing to the debate. Ed)

YOUSAID IT!

Tyre pressure …a lost art?

BMW3697410BMW E36

19974 Cylinders

Battery problems. A new battery fitted by road service went flat within one day.

Checked the charging system and tested for current drain.

Battery put on charge and monitored the vehicle.

After checking the charging system, charging the battery and testing it, we carried out repetitive checks for an intermittent current drain that we suspected was the cause.

After starting and stopping the vehicle a number of times the fault presented itself.

Checked a number of circuits and isolated to the a/c system.

We found the a/c compressor was still energising even though the ignition was off.

Traced and isolated the problem to the a/c clutch relay. Tapped the relay and the current drain disappeared (aprox 2 amps).

The relay was located in the main box under the bonnet on left hand side.

Removed the relay and found the contact area had pitted in such a way that they latched and had hooked together creating a contact and to draw current.

This relay is a special relay that has a resistor across and a diode internally in the energise line to stop feedback and surges. We redressed the contacts with a points file, reassembled and refitted.

Labour time was 1.5 hours, taking into account research time, location of parts and actual time spent fixing the problem.

Customer complaint

Problem summary

Diagnostic sequence

Fault description

Fault solution

Recommended time


‘s a factproblem solving

MER2100215MERCEDES 210

20006 Cylinders

Started off as an a/c repair due to a leaking hose. No complaint of problems from owner.

While we were moving components out of the way to remove and replace the high side hose we noticed oil coming out of a control box when it was tipped sideways.

The housing area in question is on the passenger side under the bonnet between the screen and the strut tower.

The ECU was removed and inspected - identified as an auto transmission ECU.

The oil was tipped into a container and identified as auto transmission oil.

Now the question was how did it get there and why?

On the side of the transmission there is a wiring harness coupler for the ECU wiring harness.

Within the transmission is an internal seal to prevent oil leaking into the wiring harness.

Under pressure, with nowhere else to go, the thin oil is pushed up the wires between the copper strands and the insulation and slowly goes all the way up to the main connector plug of the ECU.

Because the ECU sits upright and the plug comes in from the top, it slowly fills the ECU box up with oil.

The leaking seal must be fixed by a specialist. Also we would recommend that the wiring harness be replaced.

The ECU was not damaged because it is solid state and the oil was non conductive and non corrosive. The wiring insulation had also not been affected. The ECU was cleaned with a non-agressive solvent and reassembled.

Vehicle test drove ok after the original a/c problem was solved.



Customer complaint

Problem summary

Diagnostic sequence

Fault description

Fault solution

Recommended time


In our workshop recently we had a 2007 Golf GTi 2.0 litre turbo which suddenly started overheating.

The problem was not caused by coolant loss. After much deliberation we decided to remove the water pump for inspection.

Correct diagnosis - the impeller had come adrift from the shaft and was not turning.

A phone call to a technician at VW revealed that this was not an isolated case. I don’t know if you have heard of this fault but I thought it might make an interesting and helpful subject for fellow

technicians.

Norman CampbellPro Tune Automotive Services

(Thanks Norman. Tips like this are what TaT is all about. A common fault like this deserves to be shared. Ed)

YOUSAID IT!

A hot VeeDub…

VOLS400425VOLVO S40

20004 Cylinders

Air conditioning not working.

Check air conditioning operation.

Interior fan not working at all.

Check all fuses and battery connections.

Check power supply at fan motor and fan speed control unit.

Test the fan control switching at the three pin plug of the module.

The amplifier is located under the glove box towards the centre.

The glove box front must be removed

The fan speed control unit was getting its signals but no output to the fan motor.

The fan speed control unit was faulty.

New fan speed control unit supplied and fitted.

Testing the operation, we noticed the air volume was low and found the pollen filter totally blocked, restricting the air flow.

Replaced it and the fault was rectified.


We recommend that whenever working on climate control systems, the pollen filter, if fitted, should be inspected and cleaned.



Customer complaint

Problem summary

Diagnostic sequence

Fault description

Fault solution

Recommended time

tips for ideas division

Make your password

something you

will remember


So what’s the difference between synthetic and mineral?

Mineral oils are constituted by molecules that are already present in the crude and which have been separated from other molecules in the refinery. They are refined by processes that remove impurities and material like distillates, tars, waxes and resins.

Synthetic oils are constituted by molecules that do not exist in nature but are obtained by modifying the molecular structure of molecules found in crude or other chemical materials.

The properties of mineral base oils vary considerably while synthetic base oil is very consistent and predictable with purposely designed physical and chemical properties.

The advantage of using synthetic oil over mineral oilFully synthetic motor oils outperform conventional mineral base oils in nearly all aspects of engine protection.

Better resistance to heat or oxidation stability Oxidation is the process of breakdown of oil, which is accelerated by heat and acidic by-products, exactly the type of conditions you find in an internal combustion engine.

Oxidation leads to sludge formation, general thickening of the oil, and a reduction in the life of the oil. Semi-synthetic and full-synthetic oils resist oxidation better than mineral oils, and have a greater performance reserve.

Higher viscosity indexOils get thicker when colder and thinner when hotter. The rate this occurs is called the viscosity index or VI. Semi and full synthetic oils have a higher VI, which means they don’t get as thick or thin as quickly, which means they perform better over a wider temperature range. So they give better cold start performance, flowing more quickly at cold start, while still providing suitable protection at operating temperature as well.

Resistance to shearTo meet the required VI performance measures of

a multi-grade engine oil, manufacturers use VI improver additives. These additives are susceptible to shearing by high-speed engine parts and shear down through the service life of the oil. As the additives become depleted the oil loses viscosity.

Synthetic based oils need considerably less VI improvers, the result being that synthetics have a higher resistance to shear under heavy loads, helping to maintain the oil’s viscosity and helping your engine run at its best.

Lower co-efficient of friction Semi and full synthetic oils offer higher lubricity, that is, they are more slippery, which leads to lower heat, less drag and, ultimately, lower fuel consumption and emissions with more engine power.

Compared to conventional mineral oils, synthetic oils provide better protection against friction, helping to preserve engine performance and extend its life.

Higher film strengthSynthetic oils typically have much higher film strength.

This is the ability to keep an oil film between moving engine parts under pressure preventing metal to metal contact and resulting wear.

Do you notice the difference if you use synthetic oil?Because of the higher performance attributes, synthetic oils perform much better than conventional mineral based oils. This results in the engine running and performing as the designers intended and so extends engine life.

The noticeable differences are decreased engine noise and vibration and increased responsiveness. Due to the better thermal stability, the engine will stay cleaner with less likelihood of sludge and deposits building up on engine internal components.

This allows the oil to flow correctly, helping to maintain the fine engine balance and produce minimal vibration.

Less engine noise and vibration can also be attributed to synthetic oils having better flow properties and staying within correct viscosity limits.

The good oil on oils

Synthetic versus mineral

Valvoline photo

A car was using excessive fuel and running rough (too

rich). It was a 1997 model with 2TZ-FE engine.

Checked all basics – air filter,

ignition, fuel being used, no fault codes or ECM light coming on.

Checked the main air measuring system (map sensor) and could not fault the sensor but found oil in

the vacuum line supplying the map sensor. The vehicle has travelled over 200,000 kilometres.

The PCV system was not coping with oil fumes returning to the inlet manifold.

We cleaned the vacuum line and it road tested like new.

Regards,Dutchy Auto

(Nice result. Keep those ideas coming. Ed)

Tarago excessive fuel consumption…

YOUSAID IT!


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A pioneer Gold Coast automotive air conditioning expert and businessman, Mark Mitchell,

has taken a stake in the Unicla compressor manufacturing company which recently located from Japan to China.

Mark Mitchell is best known for establishing Australia’s first custom-designed auto air conditioning repair and installation centre equipped to recycle ozone destroying refrigerants.

He serves on several industry boards and associations, representing the aftermarket vehicle repair industry which specialise in air conditioning and refrigeration.

His recent purchase of a stake in the newly established Unicla compressor company in China, brings Mark the full circle with Unicla and its late founder, Mr Tetsuo Nobata.

Mark has provided technical input into development of Unicla’s large capacity vehicle compressors for many years.

His Southport based importing company, SCA Australia Pty Ltd is Unicla’s Australian agent.

The Unicla compressor company is now totally controlled by a private

consortium headed by Mr Peter Yee, an automotive industrialist who engineered the purchase of Unicla from the Nobata family, Ms Joan Yee, an economics graduate of Berkeley University USA and Mark Mitchell, who will supervise global marketing and contribute to technical innovation and field testing.

The three have set Unicla on a determined course of product advancement in the existing range of compressors and have already begun research and development on new alternative drive models such as electric and hydraulic power.

Unicla is known for its high performance large compressors which are used in military, bus and coach and mining applications in various parts of the world.

Aussie buys into Chinesecompressor business…

When detailing life in a new city, we tend to focus on the

contrasting features that distinguish a new place from home – the differences in people, culture, cuisine and climate. My favourite is the quirky customs I encounter.

Typically, these are laws enforced by government or tradition (religious or otherwise) that are followed without rational explanation, even to the locals who adhere to them. They are the kind of enforcements that frustrate the locals and amuse the outsiders.

I have written home about Singapore’s irrational penalty for chewing gum, the power of a packet of Marlboro Reds when faced with Sri Lankan port security, the fact that only the driver of a motorcycle must wear a helmet in Thailand (while the three-child family perched behind, unprotected),

the provocative lingerie sold alongside burkas in Oman and, so I’m told, in Victoria, Australia only licensed electricians can change a burned-out light bulb, even in private dwellings.

I have a new one to share with you. In Mexico City and greater Mexico City there is a restriction called “Hoy No Circula” (Today you can’t drive), introduced in 1989. The regulations are enforced according to number plate digits. It makes sense – the restriction of driving days in a city that is overpopulated and contributes a significant amount to the world’s air pollution problems.

But while watching an SUV trying to reverse park into a tiny space in a circular stretch of road that once served as a horse track, reality struck. Hoy No Circula bans most drivers from using their vehicles one weekday per week and one Saturday per month on the basis of the last digit of the vehicle’s licence plate, but new vehicles eight years old, or less, are exempt.

Therefore, although the law is supposed to be for the well-being of the city, it doesn’t quite work in the country’s favour, or for those who have to live by these rules. According to most recent US studies, there is little evidence to suggest that these restrictions have improved air quality, but instead have led to an increase in the total number of vehicles in circulation as well as a change in composition toward high-emissions vehicles.

Families are buying additional vehicles which are dirt cheap believing that this will help them cope with the driving day limitations. The result of this is that many vehicles have lower safety standards than those enforced in the west.

This laxity in Mexico explains why cheap Chinese cars have entered the Mexican market. They obviously see this as a toe-hold on the American continent, since the US market is just up the road, and in a new economy, they may be easy targets for cheap cars, regardless of their quality.

As I mentioned, we Australian’s are not immune from such idiocy in regulations, nor are the authorities able to convince car owners to throw away their fuel guzzling SUVs in favour of a small hybrid or, maybe next year, a smart new plug-in electric.

Anyone would think these people make laws and decisions while standing on their hands. But I make decisions sometimes in this position too. Literally...

Adios from Mexico, Hayley.

Let me start by voicing my shock over the Victorian bushfires.

It has received a fair bit of coverage in the US and my friends and colleagues are amazed at the speed of the fire, its destruction and tragic loss of life.

I know I’ve been a year here, because I found myself at MACS training and tradeshow in February. The first time I wrote for TaT my first assignment was MACS, but this time around it was a completely different experience.

Last year I was able to walk the aisles, talk to friends, sit in on all the training and generally swan around. This year I was working and got to see the show from the other side.

MACS, the biggest convention and trade show in the US devoted to mobile air conditioning, was held this year in Dallas, Texas. As usual, the show was massive. For exhibitors like me it was hard work setting up our trade booth - that was after we found it because it was delivered to the wrong hotel.

For the punters, the focus of MACS was more than just training on new vehicles. It was about helping them to adapt and survive the current economic situation, how to handle customer complaints and also explaining America’s position on the new refrigerants coming through from Europe.

The start of 2009 also sees the release of new models in the US and there is one that is turning a few heads.

It’s a hybrid, but that’s not new. It’s a Ford Hybrid, again not new. But this one is a hybrid

that has better fuel economy than a Toyota - now that’s new!

Ford has released its new hybrid version of the Fusion. The Fusion is a mid-sized passenger car, the same size as a Mondeo. The word on the street is that the Fusion is a real winner. In fuel economy, the Fusion gets 6.91 litres per 100 kilometres on the highway, where the Toyota Camry gets 7.58 litres per 100 kilometres. These are US Environmental Protection Agency test results.It was the little things Ford focused on to help with the fuel economy, like making the

air conditioning compressor entirely electric. It is no longer belt driven.

They looked at weight which is a problem with hybrids. The main petrol engine (options are 2.5 litre 4 cylinder or 3.0 litre V6) is started with the hybrid’s battery pack, rather than the conventional acid/lead battery, saving on weight. The battery pack also is lighter - 22 kilos lighter due to battery advances.

The Fusion also has electric assist power steering and ‘drive by wire’ braking system.

The Fusion has a very interesting dashboard feature that also doubles as feedback. Rather than having a complicated visual display on fuel economy, it has a little vine that grows leaves when its getting great economy and the leaves die off when you are driving it badly.

That’s quick, easy and instant feedback on how economically you are driving. A far cry from the old vacuum gauge on the dash of the Holden Camira.

Letter from America

from Julian Hentze

Julian gets his first taste of snow in Georgia USA

…withHayley Windsor

in Mexico


This is not a fake picture. Hayley is indeed capable of handstands. She has represented Australia succesfully in gymnastics in international competition and is a highly competent acrobatic gymnast. She easily made it into the front line of the new Gold Coast football league cheer squad before she left these shores.

How often have you spent hours diagnosing a car only to find the exhaust is blocked?

I have being using the Zapp Fuel System Diagnostic Unit, a fuel pressure gauge combination to diagnose some recent faults in running conditions on the road. A quick hook-up of the Zapp fuel, vacuum, exhaust and fuel flow gauges reduced my diagnostic time quite substantially.

Exhaust pressure plays a very big part in the smooth running of today’s vehicles. It can affect vacuum and consequently fuel pressure through the pressure regulator.

Having a combination of all four major fuel functions is an important factor in how efficiently you diagnose a problem. Take for example a Mitsubishi Lancer we had in our workshop which was running rough at idle and had no power after 2,500 rpm.

I connected the Zapp Unit, took the car for a run and found the fault

within minutes. The problem was that the exhaust system had become blocked and was only affecting running when the exhaust pressure built up. By hooking up the Zapp, I could see straight away that the fuel pressure and the flow vacuum looked OK but the exhaust pressure had risen.

The Zapp is a tough, all metal unit and feels like you are holding something well built. Fittings are comprehensive and easy to use.

It seems to have most of the familiar connectors with one universal female banjo adaptor which is a good fit to any common size banjo eyelet.

Zapp has an easy vacuum and exhaust pressure connection. The exhaust adaptor is a simple removal of the O2 sensor and it screws in. The adaptor has multi-fit threaded areas which takes care of just about any O2 sensor fitment.

The Zapp comes in a very handy case with cutaways for all the fittings and hoses. It also comes with plastic fuel line clamps for testing things like stall pressure

and diagnosing blocked injectors by means of reducing return

flow.

I would recommend this tool as I think it is well made and will stand the test of time.

Tool supplied by Mount Auto Equip.

sales@autoequipment.

com.au

By Nick Murphy

op oolsOne

& it’s done!

Zapp in use with flow gauge, fuel pressure, and vacuum and exhaust pressure at idle.

Zapp in its kit form.

Exhaust pressure gaugeshowing blocked exhaust.



I was contracted by a repairer to investigate why a BMW E39 1998 sedan

would not start after a simple flat battery. This is a fine example of CPR.

We have all had a battery fail for many reasons while the vehicle is in our custody. Normally we would jumper start the vehicle, analyse the charging system, test for electrical leaks, slowly coax the battery back to 1.260 SG then test it.

Let’s apply some CPR

C = collect info about this vehicle.

Q. Why do you think the battery went flat overnight? A. The ignition was left on! Q. Can you supply any history on this vehicle? A. No, except it was starting well yesterday after a minor repair.

Now let’s collect info from the vehicle. Whipped out the trusty scan tool. Battery voltage good 12v. Digital motor electronics (DME) or engine management (ECU) revealed two DTCs (diagnostic trouble codes) - low battery voltage and engine not authorised to start.

The vehicle security system (EWS - which is an acronym for BMW vehicles only) had but one DTC - key not authorised, transponder ID not recognised. Eight other computers had DTCs mainly relating to low battery voltage.

P = printed the DTC results from the scanner.

At this point I thought I could leave the CPR and jump straight into a realignment like I had on many occasions. Darn! It didn’t work - the alignment was not successful. Serves me right for departing from the Auto CPR guidelines.

R = I had removed all phantom info and it was time to review the evidence as a prognosis. In reviewing the recorded evidence it struck me if the key was not authorised how could I expect to perform an alignment?

Have you spotted the problem yet? Here is a hint. Normally, a loss or lowering of battery voltage over a short time would only require a handshake between ECUs. For example, in BMWs, an EWS to DME alignment, a perimeter reset in a Falcon or a body control module (BCM) to powertrain control module (PCM) link in a Commodore.

As the battery voltage fell overnight with the ignition on, any ignition-fed ECU would have cycled on and off as the minimum voltage threshold was breached (approximately 7.5 volts). This is the voltage that a computer can no longer remain active at and shuts down because the load is off, the battery voltage rises and the ECUs boot up - hence causing a loop effect. On-off, on-off and so on.

Who knows how many hundreds of cycles would have occurred causing the EWS to lose its security information hence the EWS to DME alignment failure. A new key could have been ordered through the dealer but this would take up to five days and

the client needed the vehicle urgently. On the strength of the collected evidence I sought permission from the repairer to proceed deeper into the problem.

I removed the EWS and transponder from the vehicle. I then took the units to a

recoding specialist and to generate a new transponder coded to the next available location in the EWS. Locations 0-9 are available from new. Alas, nine keys had already been allocated to this unit. So to assist the client in the future, location #1 was programmed for the new transponder.

This means the client could order a new key from the dealer provided it was programmed to location #9 or the 10th key. After the 10th key, you would have to throw the EWS and transponder away and buy new units. I then reinstalled and aligned EWS to DME.

Presto! The vehicle started and ran fine.

Scanned the complete vehicle only to reveal a ‘system test not performed’ code in the ABS. Could not clear DTC.

Note: After a battery is recharged or changed in this style of vehicle, it should be driven for around 300 metres at above 25 km/h to allow the ABS and other systems to perform their system checks. That needed to happen in this case. The system was now ok.

Note: These batteries are concealed either in the off side of the trunk or under the off-side back seat. They are hardy ever checked. It’s good practice to check the batteries annually after say five to seven years and if replacement is required, upgrade them from 15 plates to 17 or 19 plates per cell. The manufacturer has allowed ample room for the beefier battery.

I hope this story gives you an insight into the strange world of programs in vehicles.

Because of magazine space limitations, I have chopped about 80% of my initial content from this article, but the comprehensive story needs to be told. We are planning to do this, plus add some short movies to illustrate the main points, on the TaT website around July/August 2009.

In the meantime, be careful with low battery cranking voltages in vehicles after, say, 1998 models, as you may experience unusual post events.

In the next issue of TaT, I will cover how to use auto CPR to your advantage with an R34 Skyline unscripted shutdown.

Happy diagnosing!Gaza

Putting Auto CPR to the test… a simple battery failure By Gary Reid


During training workshops, TaT Technical Editor Jeff Smit surveys equipment usage and

is regularly astounded that a large number of workshops either do not own a scan tool or, if they do, they have only one and some technicians owned up to not using them as often as they should.

He tells technicians that those who do not have one scan tool would soon have to buy one to survive, and those with two scan tools would be looking for a third.

“No single scan tool does everything for every vehicle. These tools should be in constant use in every workshop. I even implore technicians to plug them in and drive around with them connected, so that they can learn the difference between the readings of a car operating efficiently and one that isn’t,” said Jeff.

His sentiments are echoed by Brett Engeman, National Sales Manager of Autodata Australia, who says that scan tools have become a vital tool in every workshop.

“Without one, it could be argued that a workshop does not have all the information available to resolve a customer’s diagnostic issues.

“If the workshop can’t solve these issues, the customer will soon find someone who can solve them,” said Brett.

While scan tools are vital in that they provide the technician with codes which can reveal the state of health of various vehicle sub-systems, they do not provide everything needed to diagnose or fix the fault.

Sydney instrument supplier Mount Auto Equip commissioned Autodata to tailor a software package which they could distribute with a select range of their diagnostic equipment. The result is the release of a new diagnostic friend, Essential Scan Tool Information or ESTI for short. Its six modules of information were chosen in response to the most common questions fielded by Mount Auto Equip’s technical help line.• Technical data• Diagnostic trouble codes• Air bags• Wiring diagrams for engine management• ABS• Component testing These modules are supported by Autodata‘s Technical Help line and they

also allow upgrades to their premium products CD2 and CD3 for an upgrade fee. ESTI is a 12 month subscription service exclusive to Mount Auto Equip and is sold only with the diagnostic products in the range. More information at:Mount Auto Equip Ph 02 9905 [email protected]

New software developed for diagnostic equipment

Autodata Australia National Sales Manager, Brett Engeman (right) checks out the new software package

with Autodata’s Technical Manager Wayne Mander.

Let there be light…

Equipment supplier Kincrome Australia has released two attractive

ranges of trade quality workshop lights in 240 volt ‘Flouro’ and cordless LED.

The ‘Flouro’ range includes four different fluorescent lamps, three of which have five metre leads and one with a 15 metre lead. The wattage ranges from 13 watt up to a twin fluorescent tube lamp of 26 watt.

Each has a high impact shatterproof body with drop resistant high impact lens, protective bumpers and ergonomic grip handle.

Convenient hooks will hold the lamps in place and two models have the added advantage of detachable magnetic stands.

The ‘Saberlight’ LED range uses the latest premium white LEDs and includes three cordless lamps with 18, 60 and 90 LED globes respectively each providing the ultimate light output for a range of applications around the workshop.

Each cordless lamp has overcharge protection, removable base hooks and a triple hex designed body to prevent rolling.

Aussie-made quality jump starters and battery chargers

Eliminate down time and save money on batteries with our jump starters, battery chargers and genuine Carbon Pile battery load testers. No matter what you are looking for, our entire product range features the strength, quality and reliability that Durst offers as proud Australian manufacturers since 1918.

Market leading jump starters• From small carry to massive trolley units• Available in 12V or 24V or combined• Fuse protected for OH&S compliance• Anti spike protected to protect electronics• Reverse polarity warning buzzer• Powder coated steel case for long Life• Long leads for easy access• Used by the Australian Defence Forces, TAFE, Government, mines Durst SmartWasher• Solvent free and no fumes to breath in• Don’t change solution• Minimum maintenance• OH&S compliant• Fully recycles• Environmentally friendly• Won’t harm skin or lungs• Used by the Australian Defence Forces, TAFE, Government, mines etc

Battery chargers that stand the test of time• Available from 6V to 36V and 3A to 100A• Larger models with boost start function• Powder coated steel case for long life• Carry or trolley versions• All components are heavy duty for years of trouble free operation• Easy to use, instructions on front panel• Used by the Australian Defence Forces, Government, mines, TAFE

Genuine Carbon Pile battery load testers• Available in various models to cover 6, 12 & 24V• High capacity models for all batteries including N200 size• Powder coated steel case for long life• Carry or trolley versions

DURST INDUSTRIES

Sales, Service and Repairs189 St Johns Rd

Glebe NSW 2037Ph 02 9660 1755

[email protected] about purchase

options including leasing.

www.durst.com.au


Murphy’s Law All aboard the CAN bus

Most people think of Controller Area Network (CAN) as

something to be feared. We can look at it but we can’t read it without a degree in computer science.

We don’t need to read the data. We only need to know if it is getting through to the necessary components. But more of that later. First let me explain how it works and why it was introduced.

Since the early 1940s, car makers have continually improved vehicle technology by integrating an increasing number of electronic components into the operating systems.

Electronic components replaced mechanical systems and provided additional comforts, convenience, and safety features. Until the release of CAN bus, vehicles contained enormous amounts of wiring necessary to interconnect the various electronic components. CAN was initially created by Robert Bosch in the mid 1980s as a method of enabling a robust serial communication.

The idea was to make vehicles more reliable, safe and fuel efficient while decreasing wiring harness complexity and weight. The CAN protocol has gained widespread recognition in the industrial side of automation and automotive/truck applications.

The CAN protocol can be seen in other areas such as medical equipment, test equipment, aircraft and mobile machines.

CAN was to be a protocol that would suit most communication applications. Most network applications follow a layered approach to system implementation. This system enables interoperability between products from different manufacturers.

A standard was developed by the International Standards Organisation (ISO) as a template for the layered approach.

This system is called Open System Organisation (OSO).

What does this mean for technicians? Not much.

All it means is that the manufacturer can buy components through a supplier happy in the knowledge that if the component complies with the ISO standard, it will operate correctly.

The CAN bus in the automotive application has two layers known as Hi and Lo CAN. They operate at a speed usually around 100 kHz and at different voltages.

Hi CAN carries information for things like safety equipment such as airbag, ABS, engine info and so on. Lo CAN carries information for doors, windows, central locking, mirrors, instruments, seats and anything that doesn’t require a high speed signal.

The signal can change from one layer to the next depending on the demand and the amount of information required.

This Pico scope capture shows the two signals - the blue

indicates Hi and red indicates Lo. They are a mirror image of

each other.

How does it work? The message is passed along the signal wire, mainly on the Hi CAN wire if the demand becomes high. The less important information is dropped onto the Lo CAN wire to clear the Hi CAN, allowing the more important info to pass along quickly.

Generally, this information is related to safety equipment or high speed running of the engine/transmission. Information will be swapped

from Hi to Lo depending on the demand.

As you can imagine, from the time you press the button on your remote to putting the key in the ignition CAN is running at high speed, gathering and dropping vital information.

CAN bus takes information from one component to another via the CAN gateway, the central ‘brain’ that produces the CAN signal and directs it.

Using a postal analogy, the postman delivers your mail but he has to collect it first from the central postal distribution centre (CAN gateway). The letter has been sent by another person to you via the distribution centre and you then send another letter to either the same person or to someone else via the centre. The letter can only be received if it has the correct address.

It’s the same for CAN. The control units need to have an address so they can receive the information. Each individual control unit recognises certain commands sent by the gateway. It then responds to that signal. For example, if you push the driver’s window switch the signal from the switch goes to the CAN gateway, the gateway then sends a command to the door control unit along with many other commands to other control modules. The door control unit only recognises the commands it has been programmed for and will only respond to those signals. Commands for other modules will pass through.

If you scan a car and it produces a code for no CAN communication to a certain component, it may be that the signal has been blocked while passing through another module.

One way to overcome this is to clear the codes, disconnect the battery and retest the system. Don’t be fooled. If both front windows aren’t operating, the fault could be in the rear door module. The way to test it is by looking at the data through the gateway.

CAN bus network

Most Euro cars will give you this info. If not, it’s back to removing door trims and back probing for Hi and Lo signals looking for the module that’s jamming the signal.

Conventional multi-wire looms

Bus signals have been around since the 1980s. One very common protocol was the J1850 found in most Fords, Holdens, European and some Japanese cars. J1850 was still a bus system but not as fast as CAN and used only one wire for all communication. Unlike CAN, it had no Hi and Lo signal for commands which meant that once a component failed it could stop communication to everything after that point.

One common fault was in the VT/VX Commodore. When the ABS module failed it would cause failure with the instrument cluster and many other components and sometimes no communication with the scan tool. The way to overcome this is to disconnect the ABS module and see if that brings everything back to life.

I hope this helps with finding solutions to faults in our increasingly complicated vehicles. There is always an explanation and always someone who has struck the problem before you.

Happy diagnosingNick Murphy


Do’s and Don’ts for Troubled TimesAdvertisement

The following has been prepared by IFFP:

DON’TContinue salary sacrificing into super and/or making additional contributions.

Super is still one of the most tax effective investments. Focus on the benefits and strong historical performance rather than short term setbacks.

Be wary of people or products promising unrealistic investment returns.

During periods of market uncertainty, some people will be keen to help you swap investment/super accounts, promising bigger and better results. This is often referred to as ‘churning’ and is very profitable for them – they often earn commissions on new accounts.

Make sure you get what you really need from your super.

Some products justify high fees and charges because of their many ‘bells and whistles’ features that the average investor doesn’t understand and will never use. Most of us are usually fairly happy with a fund offering good returns over the long term, low fees, well priced insurance options and online access.

Take the opportunity to consolidate your super accounts into one account.

You will reduce your fees and make your super easier to monitor. For most of us, any more than one superaccount is one too many. Contact your Industry Super Fund if you need help.

Think carefully before making any sudden investment decisions or changes.

During periods of market uncertainty, the best option for most people is to ‘hold their nerve’.

Prepare yourself for more volatility in the market.

It is likely that there will be more ups and downs before markets stabilise.

Forget that super is a long term investment.

Ignore the 3, 6 or 12 months returns. Focus on the 3, 5, 7 & 10 year returns – these give you a much more accurate indication on the true performance of your fund.

Be pressured into making any major investment decisions.

Don’t be afraid to ask questions and to say NO. It is your money, your future, so you don’t need to do anything that you are not comfortable with. The old adage usually remains true – if it sounds too good to be true, then it probably is!

Dash for Cash.

Seek professional advice before making any sudden investment moves. If you are very worried about market volatility at the moment you should talk to your planner or your fund. One option may be to direct future contributions into a cash portfolio until the market recovers.

Ignore the fees you are being charged.

If you are paying high management fees and trailing commissions to an adviser you haven’t seen or heard from for years, now may be a good time to ask... what exactly am I paying for? Remember – performance is not guaranteed... fees are!

Think DIY Super is easy!

Self managed funds (SMSFs) are fine for some, but unless you have at least $300,000 in super and the time, knowledge and interest to actively monitor your own investments you may find yourself paying significantly more in Fees for much lower returns.

Put off retirement without seeking professional advice.

Remember, if you transfer your money from your super into the same asset classes in your pension account, you won’t have crystallised your losses and will still be in the position to benefit from recovery in the market.

For more information or to be put in contact with a financial planner, please contact MTAA Super on 1300 362 415 or visit the website on www.mtaasuper.com.au

DO

The information in this article is provided by Motor Trades Association of Australia Superannuation Fund Pty Ltd (ABN 145 008 650 628 AFSL 238718), Trustee of the MTAA Superannuation Fund (MTAA Super) (ABN 74 559 365 913). Any advice contained in this article is of a general nature and does not take into account your objectives, financial situation or needs. All care has been taken to ensure that the information contained in this article is correct at the time of this publication; however, neither the Trustee of MTAA Super nor its advisors accept responsibility for any error or misprint, nor for anyone acting on this information.




to add value toAutoPartners training… ®

The partnership of AutoPartners and TaT is bringing a new style of

training to technicians.

Some of Australia’s leading product makers are introducing their latest equipment to the market. TaT trainers add to the

experience with real life repair dramas which occur daily at the workshops.

TaT’s quality information is based on the very successful TaT’s a Fact case studies which is a growing list of real life solutions, available to TaT subscribers.

traintraining division

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SUBJECTS COVERED:

Professional presentations by a range of automotive product experts.

The dynamic new problem solving and training service, pioneered by TaT,

will provide quality information and training based on case studies.

AutoPartners brands include:

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More and more fitters are recommending

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So for hard working vehicles, always

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Go to www.bendix.com.au/heavyduty.aspx for more details on Bendix Heavy Duty brake pads and where to buy them or freecall the Bendix Brake advice centre on 1800 819 666 (8am-5pm Monday to friday eST) or e-mail us at: [email protected] Bendix is a trademark of Honeywell International Inc.

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YES... Please sign me up for my $115 magazine subscription and access to your technical solutionsTitle: Mr Ms Mrs Miss (circle) First name_____________________Surname__________________________________

Postal address__________________________________________________________________________________

Suburb ______________________________________State__________Postcode_________________

Work phone number____________________________________Mobile _________________________________

email address _______________________________________________________

Method of payment

CHEQUE: Payable to The Automotive Technician

CAPRICORN ACCOUNT No: _______________Signature___________________ Account name:________________________________

CREDIT CARD: q Mastercard q Visa Name on Card:____________________________________________

Card Number

Expiry Date:______/______ Amount: $115 Signature: __________________________ Date: _________ PLEASE FAX OR COPY AND SEND WITH WITH YOUR REMITTANCE TO:

The Automotive Technician 1 Cleg St Artarmon NSW 2064 or FAX TO 1300 828 100From New Zealand, please fax your form to +61 2 9438 3213

Want more information?In Australia, call 1300 828 000In New Zealand, call +61 2 9966 8600

$115 covers 12 months access to technical solutions and six

issues of this magazine

This magazine is just the tip of the iceberg!

www.tat.net.auThis is where you find the database of repair solutions, stories from all TaT issues, training programs and

much more.This is where you reap the real

benefits of your subscription to TaT.

Introducing the new Classifieds service for

TaT subscribersThe rules:Ads may be submitted by TaT subscribers only and placement is FREE.

TaT reserves the right to refuse or ask for amendments to ads.Ads must be genuine and relate only to acquisition or sale of workshop equipment or parts. No commercial ads will be accepted.

The Automotive Technician

www.tat.net.au


The ten commandments of TaT Assist...

One of the big drawcards of a TaT subscription is access to TaT Assist .

The TaT technicians have helped literally hundreds of our subscribers since the service was established a little more than 12 months ago, and we have some glowing testimonials to how well it worked.

With the help of TaT Assist, countless hours of frustration have been saved through the guidance of our team.

Note that the name of the service is TaT Assist. It is not TaT Solve.

You would know that every problem is different, so it follows that it is an impossible ask to expect one person, no matter how talented, to be able to provide a ready solution to every vehicle problem, even moreso if the person is operating blind over the internet or phone.

Sometimes, all it takes is a brief discussion. “Have you tried this? Did you check this? Try this?” It might not sound a lot, but it actually works.

When you talk to one of the TaT Assist team, you are talking to auto technicians just like yourself. Sure, they are very experienced and they have expertise above the average, but they are on the tools, every day.

And if they can’t help you work out a tricky problem, they have other experts they can call – just like a GP calls in a specialist.

The TaT philosophy is that you learn by talking things through with another technician. We guide you through a logical diagnostic process. More often than not, the subscriber with the problem vehicle sorts out the problem all by himself after a phone or email chat to a TaT technician. So think of TaT as a senior technician looking over your shoulder, giving advice, keeping you focused, suggesting things you may have simply overlooked or forgotten.

The TaT process means that you learn something every time, and that’s the best possible outcome. If all we ever did was give you the solution to every problem (if that were ever possible), you wouldn’t learn anything new. And finally, remember that this is a network of technicians. Regardless of how your vehicle problem was solved, please call us or tap out a quick email to let us know how you did it. The more information we distribute among our subscribers, the smarter we will all become.

1 As a trained technician, you are expected to follow a logical

diagnostic sequence before you throw in the towel and email or call TaT. Everything TaT does is designed to help you develop sound diagnostic principles.

2 OK, so you’ve reached the end of your patience and the solution is

nowhere in sight. Time to make contact with TaT.

3 The first thing you should do is go on line, log in to the subscribers

pages, and go to the TaT’s a Facts. Select the car make you are working on and see if the problem you are facing has already been covered, and solutions already published. There are hundreds of TaT’s a Facts on line, and this list is growing.

4 Our preferred method of receiving your problem is by email. This is

for your benefit as well as ours. You will get a far better and quicker response if you just take a few minutes to spell out some details of the vehicle and the work you have done so far in an email. The TaT Assist form on the website will help you do this. Cold calls are time wasting and if the TaT technician is busy on another issue, you are not getting the full attention your problem deserves. If it’s a relatively simple answer, you will get a return email, usually pretty quickly, depending on the number of requests for help being handled that day.

5 If your request requires discussion, you will get a call from a TaT

technician, again usually pretty quickly depending on the help traffic that day. Note that on the TaT Assist form, we ask you to respond to the question “Is this really urgent?” That helps our people prioritise the calls for help.

6 Try to use the TaT Assist phone line only for those really stressful

emergencies (1300 828 000). If the technicians are busy, one will call you back as soon as possible. But please have your details and diagnostic findings at the ready.

7 Please remember that TaT does not provide data, such as wiring

diagrams. All workshops are expected to have access to a data provider, such as Autodata. Wiring diagrams are part of your tools of trade.

8 Please remember that TaT Assist is available only to subscribers

to the service. We will talk only to the person whose name is listed as the TaT subscriber, and they are expected to be the technician who is on the tools and working on the problem vehicle.

9 And finally, be patient. Problem vehicles can be frustrating and

time consuming. If you must use the help phone, make a list of your test results and other basic findings before you pick up the phone.

10 When your problem is resolved, spend a couple of minutes to share your success with us so that we can pass it on to your fellow technicians.

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…help!assist

The ten commandments of TaT Assist…

There was a travel writer and a motoring writer sitting comparing

notes on their respective occupations when the travel man piped up, “We both travel the world staying at the best hotels, eating at the best restaurants and generally being looked after in style but, you know what, they even give you a bloody car.”

I’m the first to admit I’m blessed doing my job as a motoring writer, but there is the odd rough patch.

Take, for example, changing a wheel in the Simpson Desert. Now, we desk jockeys are normally isolated from this sort of thing (there’s usually a Japanese or European technician on hand to keep our hands clean).

However, it’s hard to keep up with 20 or so four-wheel drives at warp speed through the Red Centre, so on this particular occasion we were out on our own.

My co-driver and I had picked up a flat tyre on a desert track in a one tonne ute. The spare wheel was bolted to the back of the cabin and thoughtful techs from the vehicle’s maker had piled a stack of old wheels in the tray for ballast.

The result was I had to toss the wheels out of the back one by one to get to the spare while my co-driver went to work loosening the nuts on the offending wheel.

The spare retrieved, I got down to helping with replacing the wheel and found, not surprisingly, that wheel nuts get pretty hot to the touch in desert temperatures. Where were those TaT guys when you needed them most?

Then there was a similar situation on a muddy slope in the Sunshine Coast Hinterland when a group of us had to clamber under the tray to lower the spare wheel down on its chain.

I have been known to ruin a good business shirt just changing a wheel in the car park at work.

Surely with all the technology and know-how at your disposal you TaT guys could come up with an easier way to get to the spare?

Having said all this, I am very fond of automobile industry people. They are so optimistic, having to come up with vehicles they hope will sell four or five years down the track.

And when that product comes out, even the CEO fronts the media spruiking his company’s wares, and taking any amount of flak the motoring scribes throw at him (or her).

I don’t need to tell TaT readers how much automobiles have gone ahead in the past decade. Take diesel engines, for example. Those soot-spitting horrors from the past are well gone, with common-rail and particulate filters cleaning up the oil burners’ act. And I don’t have to tell you how well they perform.

The new Jaguar 3 litre diesel, for example, is its most advanced, powerful and efficient ever, delivering a massive 600Nm of torque. Zero to 100km/h is reached in just 5.9 seconds, yet it boasts 12 per cent better fuel economy than the 2.7 litre V6 diesel it replaces.

And then there is safety. Many vehicles take advantage of electronic stability control, anti-skid brakes, emergency brake assist and the like, plus any number of airbags.

Volvo, which has a history of innovative safety solutions, has just brought onto the market, in its XC60 SUV, the City Safe system which can prevent low-speed crashes by applying the brakes independently of the driver and another which detects when a vehicle wanders out of a lane.

In fact, the Swedish car company has a vision they call Mobility 2020, which states that no person should be seriously injured or killed in a Volvo by the year 2020.

While on the subject of safety, I have to say that everything is done by automobile makers to protect us scribes.However, our safety is not always within their immediate control. Take, for example, the time a group of us were to be flown to country Victoria in light planes from Melbourne’s Tullamarine to try out a new off-roader.

The rain was sheeting down, the cloud base a couple of hundred feet off the ground.

As we waited for a decision to join the planes, the door burst open and through it strode Biggles. No kidding, this guy was wearing a leather bomber jacket and silk scarf. The only thing missing was the leather skull cap.

He informed us that things did not look good weather-wise but they were ‘going to give it a go’ and would we follow him out to the planes.

I ended up sitting face-to-face with a colleague from Toowoomba, who gave the impression he would have been happier on the back of a Darling Downs bull than at the mercy of this magnificent man in his flying machine.

We took off and headed in the general direction of where we were supposed to land. The plane was enveloped by thick mist ... and then Australia’s answer to the Red Baron spotted a break in the cloud.

He dropped the plane on its back and speared through the gap. I swear the guy sitting opposite me, travelling backwards, had his eyes sticking out like organ stops.

We did land, we did drive the 4WD wagons and we did avoid the copse of trees at the end of the paddock as we took off for home. All in a day’s work for a motoring writer.

We in the media may be a little divorced from the aftermarket action, but I reckon the people who really keep our world turning are automobile and lawnmower mechanics. Try to live life without them.

The Gold Coast Bulletin is a major regional daily newspaper, with a substantial motoring section.

The Bulletin’s motoring editor Derek Ogden first got the taste for journalism while at university in London where he wrote for the university newspaper and was sports editor for a year.

Coming to Australia in 1975, Derek worked for The Courier-Mail and Sunday Mail before moving to The Gold Coast Bulletin full time in 1980.

He took up the Motoring Editor’s job in the late 1980s and has taken the section from a few pages at the back of the book once a week to anything up to a 36-page full colour lift-out in Wednesday’s paper. Apart from a corps of contributors, he puts all this together single-handedly whether it’s the front page to a classified section in Saturday’s paper, feature articles in Paradise, the Weekend Bulletin colour magazine, or the quarterly Sports and Prestige Vehicles advertising supplement.

He travels widely to test vehicles for his reviews, and is given new cars regularly to test drive.

Unlike most journalists, Derek insists he has no novel in him.

He also insists that cars, to him, are not just a job. “I do love cars and if I had a choice would drive a Bentley Continental GT Speed - $420,000 plus.

The Automotive Technician 30The Automotive Technician 30

Motoring writers should just stick to the steering wheel… THE LAST WORD

By Derek Ogden - Motoring Editor Gold Coast Bulletin Queensland

The Equipment SpecialistsThe Equipment SpecialistsAll enquiries: VICTORIA / TASMANIA

SCAN TOOLS, GAS ANALYSERS, EFI CLEANING AND AIR CONDITIONING

ROB CAMERON 0412 959 348 IAN BATEMAN 0412 517 673

HOISTSJOHN WILKINS 0412 925 587

WHEEL SERVICE(Incl. ALIGNERS, BALANCERS, TYRE CHANGERS, BRAKE LATHES)

BRIAN BUCK 0447 391 819

NEW SOUTH WALESALL EQUIPMENT

BEN CROCKETT 0409 540 808

QUEENSLANDALL EQUIPMENT

ERNIE LINNING 0429 020 781

7742 Burson Adv A4 21/11/08 3:12 PM Page 1

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