tomorrow's technician

May 2013

� CHANGING MAINTENANCE INTERVALS � BRAKING SOFTWARE � TACKLING TPMS

TomorrowsTechnician.com

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CONTENTS

2 May 2013 | TomorrowsTechnician.com

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THE REAL WORLD//////////////// 12Life on the Road — WIX Filters’ Mobile Marketer The WIX H2 and its driver, who is known across the countryas Hummer Bob, tour the continental U.S. to meet withfuture and current WIX customers. Read about what it takesto operate a successful marketing program.

UNDER THE HOOD////////////////16Changing Maintenance IntervalsDiscover how auto manufacturers are reducing vehicle oilmaintenance requirements and what it means to you.

UNDERCOVER//////////////////// 25How Vehicle Software is Changing Braking HardwareSee how today’s electronics is driving most of the advance-ments in braking technology and learn more about servic-ing these systems. 16

Summer Break NoticeThis is the last issue until the Fall.Our next issue will come out in August.But don’t worry — you can keep up-to-dateon the latest automotive-related news fromour website: www.tomorrowstechnician.comand via social media through our Facebookand Twitter accounts. Have a safe and enjoy-able Summer!

— The Tomorrow’s Tech Staff

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Report Card: Buick’s Concept Vehicle Makes a Splash 6

Finish Line: Student Achievements 8

Service Advisor: Tackling Ford TPMS Issues 33

TT Crossword 40

Tomorrow’s Technician (ISSN 1539-9532)(May 2013, Volume 12, Issue 4): Published eight times a year by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Complimentary subscriptions areavailable to qualified students and educators located at NATEF-certified automotive training institutions. Paid subscriptions are available for all others. Contact us at(330) 670-1234 to speak to a subscription services representative or FAX us at (330) 670-5335.

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GM’s Buick Riviera conceptvehicle, which made its globaldebut at Auto Shanghai 2013 inApril, combines avant-garde aesthetics and advanced technology,including plug-in hybrid electric vehicle propulsion, in a single package."The new Riviera offers a preview

of Buick’s future design language,"said Shanghai GM President YeYongming. "By seamlessly integratingadvanced technologies, flexiblefunctions and contemporary aes-thetics, the new Riviera heralds thestart of a new chapter for the 110-year-old Buick brand.”

The new Riviera’s designers tookinspiration from the Chinese saying:“The greatest good is like water.”The vehicle’s sweeping design,which goes from thick to thin, hasthe vibrant nature of a moving river

embodied in its athletic shape, elegant ambience and deeplysculpted lines.The concept’s silhouette with

Buick's recognizable "sweep spear”has a three-dimensional effect thatresembles waves in the ocean com-ing to a standstill for a split second.Buick's unique gull-wing doors exudea dynamic yet elegant ambience. Thenew Riviera has an ice celadon finishinspired by jade.Up front, the concept vehicle’s

updated waterfall grille and wing-shaped daytimerunning lights willboth become keyelements of Buick'sfuture design DNA.The new Riviera

has a low dragcoefficient and aharmonious balancebetween style and

performance thanks to its rakedwindshield, 14-degree fastbackdesign and metallic fiber spoiler,which are complemented by activegrille shutters and diffusers, andactive pneumatic wheels.The new Riviera has adopted BIP

(Buick Intelligent Performance)technology. It is equipped

with GM's all-new, dual-mode W-PHEV (wirelessplug-in hybrid electricvehicle) propulsion system. The user can drive the

car on green power in electricmode and enjoy the exhilaratinghandling and performance of asports car while driving “green” inhybrid mode. In addition, the vehicle can be

charged with a traditional cable orwirelessly via a sensory rechargepanel on the car's chassis. Thecharging port is integrated intoBuick's iconic porthole design.The new Riviera is also equipped

with intelligent four-wheel steering,an electromagnetic-controlled suspension and an air spring package for sure handling and comfort in extreme conditions. �

Report Card


Tomorrow’s Technician delivers to you more technical and scholastic contentthan ever before. We’ve designed our website to make it easier to search contenton more than 300 technical and educational articles and more than 100 student-related columns and news briefs to help you stay informed on repairing today’s andtomorrow’s vehicles.

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Go to www.TomorrowsTechnician.com to download valuable content and technical papers, watch instructional videos and view updated industry news, blogs, commentary, scholarship information and promotions.

Power up with www.TomorrowsTechnician.comwww.TomorrowsTechnician.com

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Each month, Tomorrow’s Technician takes a look at some of the automotive-related student competitions taking place in this country, as well asthe world. Throughout the year in “Finish Line,” we will highlight not only the programs and information on how schools can enter, but we’ll alsoprofile some of the top competitors in those programs.Because there are good students and instructors in these events, we feel it’s time to give these competitors the recognition they deserve.

edited by Tomorrow’s Technician staff


Daumanic Fucile of Seabrook, NH, a seniorat Winnacunnet High School, finished in firstplace in the Automotive Service Technologycategory at the SkillsUSA competition forNew Hampshire held in March.Along with his gold medal, Fucile was

awarded a $10,000 scholarship to UniversalTechnical Institute (UTI). The presentationwas made at Seacoast School ofTechnology (SST) in Exeter by UTI FieldAdmissions Representative John Lewis.As the top competitor in Automotive

Service Technology, Fucile will be the state’s representative at the NationalSkillsUSA Championship in Kansas City on June 27.

DON’T MISS OUT! — Nominate Your School in the Tomorrow’sTechnician School of the Year contest. Deadline for nominationsis Monday, August 26. Nominate your school online at:http://ttschooloftheyear.com

NH STUDENT PREPARES FOR NATIONAL CONTESTSeacoast Schoolof Technologystudent HeathRichards ofStratham, left,and DaumanicFucile ofSeabrook performservice on a Volvoat the school.

Photo by Ioanna Raptis www.seacoastonline.com

MAINE STUDENTS PLANS TO TRAIN IN GM ASEP PROGRAM

Dominick Billings of Deer Isle, ME, an automotive student atHancock County Technical Center (HCTC) in Ellsworth, took thesilver medal in the state’s SkillsUSA automotive competition.Billings is the first student to place a medal from HCTC in auto-motive in five years.

Billings, a member of the school’s National Technical HonorSociety, has secured an Automotive Youth Education System(AYES) internship at Darlings Chevrolet, a dealership in Ellsworth.

Billings, who has been working there for more than 10 months,said he really enjoys the work. “I have learned so much from theother technicians I work with.”

Billings will pursue his automotive training in the GM ASEPprogram at Lakes Region Community College in Laconia, NH, thisfall.


CHEER ON YOUR FAVORITE STATE!

Do you have an outstanding student or a group of students that needs to be recognized for an automotive-related academic achievement? E-mail us at [email protected].

NORTHEASTERN JUNIOR COLLEGE STUDENT HONORED FOR ACADEMIC PERFORMANCE

Kody Pickering of Sterling, CO, was selected the“NAPA Student of the Month” by the NortheasternJunior College’s automotive technology department.

Pickering, an auto tech freshman, was selected forthe award based on his academic performance in boththe classroom and the lab where the hands-on work isbeing done as part of his training.

The student award at the auto college has beensponsored by NAPA Auto and Truck Parts in Sterling forthe past two decades.

Students are presented a plaque and a gift certificateto the store. The award is given monthly Augustthrough May, and is alternated among the students inthe college's auto tech program, the diesel technologyprogram and the secondary auto tech program.

Kody Pickering of Sterling is named “NAPAStudent of the Month” at NortheasternJunior College automotive technologydepartment. Pickering (left) is shown herereceiving his award from Aaron Hettinger,outside sales manager for NAPA.

Photo courtesy of journal-advocate.com.

This year’s Ford / AAA Student Auto Skills Competition National Finalswill be held June 9-12, at Ford Motor Company Headquarters,Dearborn, MI. For more information on the teams/schools participating, visit

http://autoskills.aaa.com.

ENGINE BUILDERS HEATING UP Follow all of the action and events for the Hot

Rodders of Tomorrow as the students gear up and fine tune their engine building skills for the final showdownDecember 12-14 at the Performance Racing Industry in Indianapolis. Check out the summer events and the lat-est news from the Hot Rodders website www.hotroddersoftomorrow.com or their Facebook pagehttp://www.facebook.com/pages/Hot-Rodders-of-Tomorrow/241286693245


Extreme driving conditionsare part of the job at thehelm of the WIX Filtersdually pulling the famedWIX H2. The WIX H2 and

its driver, who is known across thecountry as Hummer Bob, tour thecontinental United States andCanada meeting WIX customers’ customers from the peaks of EstesPark in Colorado to the UpperPeninsula of Seney, MI.The WIX H2 is hauled from town

to town by a 2006 Dodge Ram tokeep miles and maintenance costslow to ensure it operates at full efficiency. The Ram traveled approxi-mately 50,000 miles in 2012 and ison track to surpass this mileage in2013 with 185 events across theUnited States and Canada. The WIXH2 mobile marketing program istracking to eclipse the half-million mark since itsinception in 2004.The WIX dually is serviced every 8,000 miles to

10,000 miles with Schaeffer’s Supreme 7000Synthetic Plus Engine Oil and a WIX Filters XP filter,part of the XP line of high premium oil filters engi-neered to withstand the toughest of driving condi-tions and scientifically designed to maximize theperformance of synthetic motor oils.

“A big part of maintenance is focusing on yourdriving conditions,” said Bob Kreps, or HummerBob. “One day I could be driving in high humidityto cold conditions to a dry environment within aweek – there are many extreme driving conditionsthat determine the maintenance of the dually andthe Hummer. It is important that I track the drivingconditions as well as fuel quality between eachservice so the technician can adjust the mainte-nance plan accordingly.”The 2005 Hummer has logged about 43,000

miles and is serviced every six months at theRichard Petty Driving Experience MobileMarketing’s corporate office in Concord, NC, dur-ing breaks on the road. The Ram’s miles clock inwith 318,000 miles towing 19,720 pounds to eachevent and runs through approximately eight filtersand ninety-six quarts of oil annually. The WIX H2 and Ram are fully equipped with

WIX oil, air, fuel and cabin air filters. In addition,the WIX H2 features interactive displays wherecustomers can see and feel the quality differencein a WIX filter.“Hummer Bob hauled the WIX H2 to almost

1,500 events over the past nine years at auto partstores, distributors, trade shows and races,” said

Real World

Life on the Road WIX Filters’ Mobile Marketing Program

The 2005 Hummer has logged about 43,000 miles and is serv-iced every six months at the Richard Petty Driving ExperienceMobile Marketing’s corporate office, Concord, NC.

Bob Kreps (a.k.a Hummer Bob) explains the impor-tance of vehicle maintenance and fluid filtration tothe next generation of technicians.


“Hummer Bob hauled the WIX H2 to almost 1,500events over the past nine years at auto part stores, distributors, trade shows and races.”

Mike Harvey, brand manager forWIX Filters. “It is really exciting to seeour mobile marketing program besuch a hit and the attachment peoplefrom across the United States andCanada have with the WIX H2.” Traveling to unique destinations

and meeting customers aren’t theonly perks of job. Hummer Bob hasmet a handful of celebrities whiletraveling, including Kid Rock, BlakeShelton and Jennifer Nettles ofSugarland.“I’m honored to be part of the

WIX mobile marketing program sinceit was launched nine years ago,” hesaid. “I couldn’t think of a job that ismore perfect for me. I love meeting new people and exploring every city I

visit. Watching the program grow is atrue testament to the WIX brand andthe customers that share in the pro-gram’s success.”

Richard Petty DrivingExperience Richard Petty Driving Experience

(RPDE) currently services more than100 stock cars for student/passengerprograms and 80 production vehiclesutilized for client/student activity,ranging from modern muscles cars,including a Ford Shelby Mustangand Dodge Challenger SRT, to nichevehicles, including Fiat, Ferrari andLamborghini. The Mobile Marketing Division,

created in 1999, has a staff of 17employees who manage transporta-tion and on-site events for clientswhose specialty vehicles and stockcar programs travel around thecountry. The team managesapproximately 1,000 events eachyear logging about 400,000 miles. “WIX mobile marketing is by far

the most heavily traveled mobilemarketing program we service,”said Glenn Tingen, director of

Richard Petty Driving ExperienceMobile Marketing. “We are proud tobe a part of the program’s successand are look forward to many yearsto come working as partners.”This past year, WIX expanded its

mobile marketing program by addingthe Richard Petty Dodge Challengerwith 100 events in 2013. Themobile marketing programincreased its event presence by54% with a total 285 events in 2013.The WIX H2 and Petty Challenger’s

adventures are chronicled with pho-tos and videos through Facebook(www.facebook.com/wixfilters),Twitter (@wixfilters) and YouTube(www.youtube.com/thewixfilters).The WIX H2 and Challenger’s eventschedule can also be found atwww.facebook.com/wixfilters. �

Over the years, Hummer Bob has met a handful of celebrities whiletraveling, including Kid Rock, Blake Shelton and Jennifer Nettles ofSugarland.


Auto manufacturers, in general, arecontinuing to reduce vehicle main-tenance requirements by extendingoil change intervals. But extendedoil change intervals are a mixed

blessing. On the upside, extended oil changeintervals are conserving precious oil and reduc-ing carbon emissions. On the downside, manyvehicle owners are forgetting to check theirengine’s oil level between oil changes.The most common result is an engine ruined

by excess accumulations of varnish and sludgedue to using motor oils that are not approvedby the engine manufacturer. In less commoninstances, the engine fails due to low engineoil levels and a subsequent lack of lubrication.Whatever the case, extended oil change inter-vals are changing how we should recommendand perform scheduled vehicle maintenances.

Sensing LevelsThe oil level sensor obviously warns the driver

when the engine oil level is critically low.

Under the Hood

Changing MaintenanCeAddressing Extended Oil and Filter Replacement Intervals

Adapted from Gary Gom’s article in

Photo 1: While the slightly varnished interior ofthis engine is normal, the varnish might not haveaccumulated if the oil change intervals had beenshortened.

Although many auto manufacturers install oil level warn-ing systems as standard equipment, many vehicles in thecurrent fleet aren’t so equipped. In other instances, theoil level sensor might not function correctly.Consequently, it’s always important for the techni-

cian to check the engine’s oil level whenever the vehi-cle is being serviced. If the oil appears very dirty orthe oil change interval has nearly expired, an oilchange and scheduled service recommendationshould be made. If the oil appears clean, but the level is low, it’s

important to know the vehicle owner’s brand prefer-ence for engine oil before adding oil. Most won’tknow or care, but some owners might prefer using aspecific brand of oil. In any case, if the engine oillevel is low, always inspect the engine and oil filter forleakage or other signs of oil consumption and makethe appropriate service recommendations.

Monitoring Oil LifeModern oil life monitors use data from the

Powertrain Control Module (PCM), such as calculatedengine load, trip length, average operating tempera-ture, etc., to measure oil life. It’s not unusual for oillife monitors to extend oil change intervals to 10,000or more miles.The primary issue in dealing with oil life monitors is

to ensure that the replacement engine oil meets themanufacturer’s extended mileage requirements. The“generic” 5w-30 oil might, for example, expire at6,000 miles because neither the base oil nor the addi-

tive package meets original equipment (OE) require-ments, which results in disastrous consequences. In a few situations, the oil life monitor might not

accurately indicate expected oil life. The evidencemight be a varnish or sludge accumulation on internalengine parts. Valve train sludge, for example, canoften be observed when the engine oil cap is removed for service. Similarly, rust, varnish and sludgecan form on the upper portions of the oil dipstick. Ifvarnishing or sludging is apparent, a shorter oilchange interval should be recommended.

TomorrowsTechnician.com 17

Photo 2: A loss of lubrication quickly scores pis-tons and other vital engine components.

Controlling DepositsWhile lead-free, high-detergent gasoline has dramat-

ically reduced intake port and combustion chamberdeposits, modern engine oils are also specially formu-lated to prevent carbon from forming in the combus-tion chamber, piston rings from sticking and oil addi-tives from contaminating the catalytic converter. In particular, modern engines generally use narrow,

low-tension piston rings that are fitted very tightly intothe piston to increase piston ring sealing and reduce oilconsumption. On the upside, low piston ring tensionreduces rotating friction and cylinder wear. On thedownside, low-tension rings with tight side-gap clear-ances tend to stick when the incorrect engine oil is used.Therefore, the ability of an engine oil to clean and lubricate the piston ring package is critical.

Anti-Scuffing IssuesOil suppliers have also eliminated zinc and phos-

phorous-based anti-scuff additives that reduce catalyt-ic converter efficiency. While the elimination of theseparticular anti-scuff additives has increased camshaftwear on some high-performance pushrod-styleengines, it hasn’t affected overhead camshaft enginesdue to the lower valve spring pressures used on over-head camshaft designs.On the other hand, some engines equipped with

direct fuel injection require a high degree of anti-scuffprotection to prevent the camshaft-driven high-pres-sure fuel pump and camshaft lobe from wearing out.In most cases, oil refiners have gone to much higherquality base oils to prevent wear on the high-pressurefuel pump and cam lobe. Again, it’s vitally importantto make sure that the replacement oil is either OE oilor is approved by the OE manufacturer.

As for older, performance pushrod, flat-tappet engines that are not equipped with catalytic convert-ers, specially branded performance oils are availablewith anti-scuff additives to prevent camshaft and valvelifter wear. In addition, zinc-based “ZDDP” additivesare also available to enhance the anti-scuff qualities ofover-the-counter motor oils. Again, these oils andadditives are not intended for vehicles equipped withcatalytic converters.

Causes of SludgingNeglected oil change intervals can ruin the best

engine oils. As engine oil accumulates miles, it


Photo 3: Oil filter cutters are handy for detect-ing metallic debris trapped in the oil filteringmedia. The duct tape helps the filter wrenchgrip the filter canister.

becomes contaminated with car-bon, water and various acids, allof which are a by-product ofinternal combustion and whichwill form a film of black, gooeysludge on the interior parts of theengine.Cold-engine operation acceler-

ates the formation of sludgebecause the oil temperaturesaren’t sufficient to evaporateaccumulated moisture. Oil sludg-ing is also aggravated by short-trip, cold-weather driving and bythermostats that are stuck open.See Photo 1.When the engine is operated

at high speeds and temperatures,sludge often dislodges and clogsthe oil filter. Since most oil filtersincorporate bypass valves thatallow the lubricating oil to flowaround a clogged filter media,the dirty oil can pass directly intothe engine and clog small-diame-ter oil galleries.

Getting DirtyIn any case, heavily sludged oil

will eventually clog the engine’soil pump pickup screen, oil filterand oil galleries. The initial symp-toms of oil starvation are enginesthat become noisy during coldstart-up and oil pressure gaugesthat rise very slowly. Broken tim-ing belts are also symptomatic ofoil starvation on overheadcamshafts. Because the damageusually includes the crankshaftand piston assemblies, don’t betoo eager to quote a cylinderhead replacement as the cure fora seized camshaft. See Photo 2.All too often, the detergents

contained in fresh oil will acceler-ate the clogging of oil pumpscreens and oil filters by loosen-ing accumulated sludge. Volumesof engine sludge and dirty engineoil also easily clog today’s com-pact oil filters. If the oil filterbypass valve opens during coldstarts, more sludge and dirt willpass into the engine bearings andreciprocating parts. In addition,

engine life is drastically shortenedwhen operated at extreme loadsand temperatures with badlydegraded engine oil. See Photo3. The problem with any heavily

sludged engine is that internalrepairs tend to dislodge evenmore sludge into the oil stream.Because attempting to clean anengine in-chassis is both expen-sive and risky, you can best address the situation by replacingor rebuilding the engine.

Interference with VVTMost modern engines are very

susceptible to lubrication prob-lems because they are equippedwith variable valve timing (VVT).A pulse-modulated control valvethat meters oil pressure to ahydraulic piston or vane-typecamshaft timing phaser controlsthe amount of advance or retard.A separate valve-timing sensor isused to monitor VVT position.Quite clearly, the phaser must

react to small changes in oil pres-sure. Since sludge can interferewith the smooth modulation ofthe oil pressure contained insidethe cam phaser, the result can bepoor engine performance at spe-cific engine speeds and loads. Inmany cases, a DTC will be storedthat indicates a problem in theVVT system.

Adding it All Up Since oil prices have climbed

dramatically the past few years,customers are becoming moreprice-sensitive. But it’s alsoimportant to understand that, toremain profitable, a shop’s pricingstructure for modern vehicle oilchange and inspection intervalsmust be realistic.In addition, you’re doing a dis-

service to your customers ifyou’re exclusively selling low-costgeneric engine oils and budget-priced oil filters to meet price-sensitive competition.OE-specification oils and filters

often become the cheaper (and wiser) choice whenweighed against a costly engine replacement. If youdo the math, it will become clear to you and your cus-tomer that using the correct engine oil and filter isthe less expensive and far more prudent choice.

Focus on Filters Filters, too, have long been a common maintenance

item. But with longer factory service intervals and “life-time” filters becoming more common, how often do filters really need to be replaced?There’s no simple answer. The safest advice used to be

to follow the filter service interval recommendations in thevehicle owner’s manual (assuming the owner’s manual hasn’t been lost and that somebody will actually read it!).The problem with this recommendation is that some filtersno longer have a service interval (such as most fuel andtransmission filters), and the factory recommended serviceintervals for some filters and fluids (motor oil and filter forexample) may be overly optimistic and don’t take intoaccount the kind of driving many motorists actually do.The purpose of a filter is to trap abrasive particles

before they can do any harm. That’s true of air filters, oilfilters, fuel filters and transmission filters. As for cabin airfilters, their purpose canbe two-fold: to keep dirtand grit out of theHVAC system and pas-senger compartment,and to absorb and trapunpleasant odors beforethey enter the vehicle (inthe case of dual-pur-pose cabin air filters). Allfilters, even “lifetime”ones, have a limitedservice life and eventual-ly become clogged withdirt, wear particles, rustor whatever. So, theidea behind preventivemaintenance is tochange the filter beforeit reaches that point.�The most often

replaced filter is the oilfilter. It usually getschanged every 3,000 to7,500 miles on mostvehicles (except inEurope where they usedifferent motor oils and typically go for a once-a-year oilchange). On many late-model vehicles, oil change inter-vals have been extended from the traditional 3,000 milesor 6 months, to 5,000 to 7,500 miles or more. On vehicles that employ a maintenance reminder light

to signal when an oil changeis needed, the reminder lightmay not come on for up to15,000 miles or moredepending on all the operat-ing variables the software

considers when making its estimate. On some vehicles,additional input from an electrical sensor in the oil panmay help detect oil that is breaking down or is heavilycontaminated with moisture.�An important point to keep

in mind with respect toextended oil change intervalsis that many of these intervalsare based on using high-qual-ity synthetic motor oil ratherthan conventional motor oil,and a premium-quality oil fil-ter which typically use a syn-thetic media that outperformsmost conventional cellulosefilter media.��Air filters also have much

longer replacement intervalsthese days — assuming themotorist is not driving in anextremely dusty environmentor on rural gravel roads. Thetypical factory recommendedservice interval for many air fil-ters these days is typically30,000 to 50,000 miles. On2004 to 2011 Ford FocusPZEV models, the factory airfilter is supposed to have aservice life of up to 150,000miles. And then you have toreplace the entire housing

with the filter sealed inside of it when a change is needed. A more realistic recommendation for air filter service is

to inspect it at least once a year or at every oil change,and to replace as needed even if the factory service interval has not yet been reached. �


There was a time when advancements inbrake technology were entirely hard-ware based. The change from drumbrakes to disc brakes, the introductionof semi-metallic and ceramic brake

pads, and the addition of power brakes as stan-dard equipment were all changes that were allachieved by redesigned and improved brake sys-tem components. Today, electronics is drivingmost of the advancements in braking technology.It started with anti-lock brakes (ABS). When

ABS became part of the brake system, the abili-ty to control individual brake circuits electroni-cally opened up a whole new world of possibili-ties. One was to get rid of the mechanical brakeproportioning valve so the rear brakes couldhandle a greater percentage of the braking loadto reduce stopping distances. Electronic BrakeDistribution is now common on many vehicles.Traction control and stability control came

next. With the help of the ABS pump and highpressure accumulator, traction control can applythe brakes as needed to prevent or controlwheel spin. On some applications, it functionslike a limited slip differential to improve tractionon slippery surfaces. Stability control employsindividual wheel braking to counter oversteerand understeer. This improves handling stabilityand reduces the risk of rollovers in SUVs andother vehicles.

Smart StopsAs braking technology evolved, the next step

was to make the brake system smarter. On somevehicles, the brakes can now anticipate stopseven before the driver can react. By monitoringthrottle position and vehicle speed, softwarechanges allow the brake system to pre-chargethe brakes the instant the driver's foot lets upon the accelerator pedal. Light pressure isapplied to the brakes in anticipation that thebrakes will soon be applied.According to research performed by Audi,

priming the brakes reduces the time it takes toapply the brakes by 100 to 200 milliseconds. At80 mph, this can reduce the overall stopping distance by 23 feet or about one car length —which may be enough to avoid or mitigate a collision."Brake Assist" is a variation of this approach

that senses when the driver is braking hard asopposed to braking normally. By monitoring the

Under Cover

HowVEHICLESOFTWARE


Adapted from Larry Carley’s article in

is ChangingBRAKINGHARDWARE

rate at which the brake pedal is being depressed, thesystem can increase the amount of brake force tohelp the vehicle stop more quickly. Additional inputsfrom the ABS wheel speed sensors, vehicle speedsensor, yaw and acceleration sensors and acceleratorpedal may also be used to determine ifthe vehicle is braking normally orif the driver is slamming on thebrakes.One caution you have to

keep in mind when work-ing on vehicles that havesome type of brake pre-charging system is thatthe brakes have to be dis-abled beforeyou beginany work onthem. If thevehicles doesnot have a manualdeactivation switch,this may require using afactory scan tool or aftermarketbi-directional scan tool to access thevehicle's brake controller so it can beturned off. Another option would be to locate thebrake controller fuse and remove it.

On applications where the ABS pump and highpressure accumulator are used for power-assistedbraking, the high pressure accumulator should becompletely discharged before you open any hydraulic

lines. Pumping the brake pedal 30 to 40 timeswith the ignition key OFF can do this.

One some Mercedes applications,things get a bit tricky. To deactivatethe brake system, remove thekeyless entry fob from the vehi-cle, then lock the doors. Movethe key out of range from thevehicle so the system cannot

be accidentally activat-ed. After 30 seconds,the Sensotronic brakingsystem should time outand go into sleep mode.Do not unlock the vehiclewhile any brake work isbeing performed and donot touch the brake pedal.Once the work has beencompleted, the system needsto be reactivated using a multi-

step procedure that involvescycling the ignition on and off once,

then quickly cycling the steering wheel side to side.


This will wake up the systemand cause it to pre-charge thebrakes.

Fade AwayOn some vehicles, the brake

controller monitors brake usewhen the ABS, traction controlor stability control systems areintervening. The controllerkeeps track of vehicle speedand to what extent the brakesare being used so the brakesdon't get too hot. If the con-troller estimates the brakesare overheating (which occursaround 900 degrees F.), it maytemporarily discontinue ABS,traction control and/or stabili-ty control to give the brakes achance to cool down.

A similar approach is usedby BMW with their "Brake Fade Compensation" sys-tem. In 2006, BMW made software changes to its ABSsystems on its 3-series models that allows the brakecontroller to compensate for brake fade under harduse by increasing the amount of power-assist provid-ed by the ABS pump. The software algorithm canestimate fairly accurately the temperature of the

brake pads without using an actual brake pad temper-ature sensor to predict how much the brakes arestarting to fade. As the calculated pad temperaturegoes up, the system applies more power assist tocompensate for any loss of friction. This provides amore consistent pedal feel without decreasing brak-ing effectiveness or increasing stopping distances.

On most vehicles, the driver has to press harderand harder on the brake pedal when the brakes aregetting really hot to maintain the same braking effec-tiveness. On some cars and SUVs, the brakes start tofade rather quickly when they are subjected torepeated hard braking. But, it does provide a feed-back signal to the driver to back off a bit so thebrakes can cool. If the driver fails to realize what ishappening, and continues to ride the brakes, thebrakes may get so hot that they fail completely —and that's something nobody wants!Because brake fade compensation is programmed

for the hot friction characteristics of the originalequipment brake pads, it should be obvious that anyreplacement brake pads for these vehicles shouldhave friction characteristics that closely match theoriginal pads. If somebody installs pads that vary toomuch from the original pads, the amount of brakefade compensation applied may not match the fadecharacteristics of the new pads, resulting in too muchcompensation or not enough. This is something thatboth friction suppliers and technicians will have tokeep in mind as these more sophisticated braking systems come into greater use.


Hold that Hill

Software tweaks to the brakecontroller can also provide a"Hill Holding" feature on somevehicles. Monitoring the move-ment of the wheels via the wheelspeed sensors and the positionof the gear shift lever and clutchpedal position allows the brakecontroller to detect any rollingforwards or backwards when thevehicle stops on an incline. Thesystem applies the brakes toprevent the vehicle from rollingwhile it is stopped, then releasesthe brakes when the clutch startsto engage. This makes it easierfor drivers who are not veryadept at driving a stick shift to

stop on hilly terrain.On some SUVs, such as Jeeps,

software changes allow thebrakes and stability control sys-tem to provide a "Hill Descent"feature. This allows the driver toconcentrate on steering andtake his foot completely off thebrake pedal when descending asteep offroad trail. The hilldescent system monitors therate of decent and uses individualwheel braking to keep the vehiclestraight as it descends the hill ata safe pace.

Adaptive BrakingSoftware has also allowed the

brakes to be integrated with

"Adaptive Cruise Control" sys-tems that allow a vehicle to main-tain a consistent following distanceas the pace of traffic changes. Mostuse radar to measure the distanceto the vehicle in front, but someuse optical systems. When the leadvehicle slows, the adaptive cruisecontrol system automatically

applies gradual braking to maintaina safe following distance. If thevehicle ahead suddenly brakes,some systems will give a hard pulseto the brake to alert the driverwhile others will take over andapply the brakes if the driver failsto react in time.

Better Braking for BackingBy adding hardware that can see

the road ahead (radar or opticalcameras, or both), automatic brak-ing has even become a reality onsome high-end luxury vehicles.Volvo, Mercedes and others nowoffer some type of automatic brak-ing system that will apply thebrakes if the driver fails to react.

These systems detect cars andother objects ahead of the vehiclewith their radar or optical systems.The relative rate of closure is con-stantly being calculated to deter-mine if the driver needs to bewarned. If the driver fails to slowdown or brake, a warning light mayflash or a chime sound. If the driverstill fails to react, the automaticbraking system takes over andeither begins to slow down thevehicle (collision mitigation brak-ing) or bring it to a complete stop.Some of these systems only slowthe vehicle above a certain speedwhile others may apply full brakingas needed. It's essential that thedrivers of these vehicles fullyunderstand how their automaticbraking system works, what it willdo and won't do, and when it willand won't intervene. On Volvo's XC60 City Safe system,

for example, full automatic brakingis only used at low speeds anddoes not intervene at speedsabove 18 mph. Volvo says up to75% of all accidents occur atspeeds of less than 30 km/h. So anautomatic braking system that canprevent or lessen the severity ofaccidents within this speed rangehas the potential of significantlyreducing insurance claims andrepair costs.Some SUVs are also combining

automatic braking with objectdetection when backing up.Visibility behind many SUVs is verylimited from the driver's seat, soautomatic braking kicks in if theultrasonic backup sensors detectanything behind the vehicle whileit is backing up. �



Service Advisor

Ford embraced Tire Pressure Monitoring Systems(TPMS) as early as the 2002 model year on theExplorer and Windstar. These systems can bedirect or indirect. All 2007 models have TPMS asstandard. From 2006-’09, Ford used banded

sensors that are mounted in the center of the rim. In2010, Ford reverted to the valve stem-mounted sensors.All the systems are straightforward and use commonprocedures for most models.

2001-’03 Windstar (Indirect System)This TPMS system detects differences in

inflation pressures in one or more tires. Thesystem uses the ABS wheel speed sensors tomonitor the rolling radius of the wheel andtire assemblies. If a difference in rollingradius is detected, the ABS module illuminates the LTW lamp located in theinstrument cluster.

1. Press the “Tire Reset” switch for aminimum of three seconds.

2. The LTW warning lamp will flash threetimes indicating a reset has been initiated.3. If the lamp illuminates, always reset

the tire pressure to specification beforeresetting the system.

2004-2005 Freestar (Indirect System) Vehicles Without Message Center1. Hold the odometer reset button and wait for the “TIRE

PRESSURE SET” light to illuminate. 2. Continue to press the button for three seconds, then

Tackling Ford TPMS

release. 3. After three seconds, the low tire pressure warn-

ing lamp will flash three times, indicating that the lowtire warning system reset procedure is complete.

Vehicles WithMessage Center

1. Press and hold theSETUP button and waitfor the message center todisplay “RESET FOR SYS-TEM CHECK.”

2. Then press theRESET button and waitfor the message center todisplay “HOLD RESET TORELEARN.”

3. Press and hold theRESET button for threeseconds. The message“HOLD RESET TO RELEARN” and the low tire warn-ing lamp will flash three times, indicating the resetprocedure is complete.• If the lamp illuminates, reset the tire pressure to

specification before resetting the system.

2002-’05 Direct Systems (2006 Expedition) Ford systems use the unique ID numbers of the

sensors that have to be registered along with theirposition on the carwith the tire pressuremonitor ECU. This isalso the case if any ofthe system compo-nents are subsequentlychanged, like in theevent of rotating thetires, changing sensors,replacing the ECU andthe like. This process requires

the activation of theTPMS sensor using alow-frequency radiosignal tool or magnet

to excite the sensor so UHF data is transmitted. Thetransmitted data includes the TPMS ID, the pressureand temperature. If a TPMS sensor or its position on the car is

changed without re-registering the IDs, the TPMSwarning light will turn on and stay on until the IDs arere-registered.

Sensor TrainingNote: The tire pressure sensor training procedure


must be done in an area withoutradio frequency (RF) noise.RF noise is generated by electrical

motor and appliance operation, cellular telephones and remote transmitters.

1. Turn the ignition switch tothe OFF position.

2. Turn the ignition switch tothe RUN position three times, end-ing in the RUN position. Don’t waitmore than two minutes betweeneach key cycle.

3. Press and hold the brakepedal.


5. Turn the ignition switch tothe RUN position three times, end-ing in the RUN position. Don’t waitmore than two minutes betweeneach key cycle.

6. When the message centerdisplays “TRAIN LEFT FRONTTIRE,” place the magnet on thevalve stem of the LF tire pressuresensor. The horn will sound brieflyto indicate that the tire pressuresensor has been recognized by theTPMS module.

7. Within two minutes after thehorn sounds, place the magnet onthe valve stem of the RF tire pres-sure sensor.

Note: If the TPMS module doesnot recognize any one of the five tirepressure sensors during the tire train-ing procedure, the horn will soundtwice and the message center willdisplay “TIRE TRAINING MODE

INCOMPLETE” and the proceduremust be repeated.

8. Repeat Step 7 for the RR, LRand spare tire.When the tire training procedure

is complete, the horn will soundtwice and the message center willdisplay “TIRE TRAINING MODECOMPLETE.”


2006-’11 (2005 Escape, Edge and Mariner)

TPMS was standard for the 2007 model year. 2007-’09 models have banded sensors, while most 2010-’11models have sensors mounted behind the valve stem.If the vehicle has been stationary for more than 30

minutes, the sensors will go into a “sleep mode” toconserve battery power. It will be necessary to wakethem up so they will transmit the latest tire pressureinformation to the Smart Junction Box (SJB).

Activation1. Turn the ignition switch to the ON position.2. Position the TPMS tool against the LF tire side-

wall, 180 degrees from the tire valve stem. The TPMStool must remain in place 180 degrees from the valvestem for 2007-’09 models with banded sensors anddirectly below the valve stem on the sidewall for2010-2011 models with the valve stem mountedTPMS sensors.

Note: The TPMS tool will provide feedback in theform of a flashing green light and a beep sound for eachsuccessful response from a tire pressure sensor.

3. Press the test button on the TPMS tool to activatethe sensor. Activate the sensor at least two times.

4. Repeat Steps 2 and 3 for the remaining tires.


Relearn1. Turn the ignition switch to

the OFF position. Then press andrelease the brake pedal.

2. Cycle the ignition switchfrom the OFF position to the RUNposition three times, ending in theRUN position.

3. Press and release the brakepedal.


5. Turn the ignition switch fromthe OFF position to the RUN posi-

tion three times, ending in theRUN position.The horn will sound once and

the indicator will flash if the train-ing mode has been entered suc-cessfully. If equipped, the messagecenter will display “TRAIN LFTIRE.”

6. It may take up to six secondsto activate a tire pressure sensor. Press and release the test but-

ton on the TPMS tool. The hornwill sound briefly to indicate thatthe tire pressure sensor has been


TPMS PROBLEMS CAN INCLUDE ANY OF THE FOLLOWING:

• A tire pressure sensor that has stopped functioningbecause the battery has died.• A tire pressure sensor that is working intermittentlydue to a weak or failing battery.• The TPMS module is not receiving a signal from oneor more sensors because of an antenna or wiring fault.• The TPMS module itself is not functioning properly orhas failed because of a voltage supply, wiring or inter-nal electronics fault.• The tires were serviced or rotated recently and therelearn procedure or was not done correctly.• The vehicle owner does not understand how theirTPMS system works.

recognized by the vehicle.7. Within two minutes of the

horn sounding, place the TPMStool on the correct position for thesensor and release the test buttonto train the right front tire pressuresensor.

8. Do not wait more than twominutes between training eachsensor or the SJB will time out and

the entire procedure must berepeated. Repeat Step 7 for theright rear and then left rear.The procedure is completed

after the last tire has been trained.When the training procedure iscomplete, the message center (ifequipped) will display “TIRETRAINING COMPLETE.”For vehicles not equipped with a

message center, successful comple-tion of the training procedure will beverified by turning the ignition switchto the OFF position without the hornsounding. If the horn sounds twicewhen the switch is turned to the OFFposition, the training procedure wasnot successful. �


TPMS TIPSFor more articles and productspertaining to Tire PressureMonitoring Systems, visitwww.underhoodservice.comand type TPMS in the SearchFunction on the homepage.

WATCH FOR BAD VALVESTEMS AND AGINGSENSORS

Something to watch out forwhen diagnosing TPMS arecorroded or damaged TPMSvalve stems. The valve stemon each wheel should be visu-ally inspected for corrosion orother damage that mightaffect the integrity of thevalve stem.

Consider the age andmileage of the vehicle whendoing your diagnosis. Theaverage life of the batteryinside a brand new factoryTPMS sensor is around 7 to 10years depending on use. Themore the vehicle is driven, themore often the TPMS sensorsgenerate their signals and thefaster they use up theirremaining battery life.


Solution at www.tomorrowstechnician.com

ACROSS1. Piston chamber5. Alternator output, briefly9. Rejuvenate a failed component10. Exhaust manifold heat ____ valve11. NASA's Spirit rover terrain12. Certain car-plant workers (3,5)14. Driver of meter-equipped car16. Engine configuration, e.g. Chrysler Hemi (1,5)19. Ran on, with ignition off20. Three-on-the-____ column shifter23. Electronic diagnostic system, briefly (1,1,1,2)24. Truckers' chat device (1,1,5)25. T-15 or T-40 fastener type26. Engine-hood supports (4,4)

DOWN1. Spark-plug insulator material2. Repair-invoice component3. Common tire-puncture cause4. Piston-ring specification (3,3)6. Body-shop tape7. MacPherson's suspension invention8. Starter's carbon components13. Brakes' ____-to-thermal energy conversion15. Caliper component, ____ valve17. Steering-linkage components (3,4)18. Showroom vehicle, often (3,3)19. Rearmost station-wagon roof pillar (1,4)21. Dash feature since the '30s22. Resettable ____ odometer

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CrossWord PuZZle

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