underhood service

®A MAGAZINE

� Tech Feature: CAN Bus Topology � Tech Tip: Delayed Shift � Gonzo's Toolbox: Lost in Translation

Reader Service: Go to www.uhsRAPIDRESPONSE.com

CONTENTS

EditorEdward Sunkin, ext. 258email: [email protected]

Managing Editor Jennifer Clements, ext. 265email: [email protected]

Technical Editor Larry Carley

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

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

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

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

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

Circulation AssistantKim Hedgepeth, ext. 260email: [email protected]

2 January 2013 | UnderhoodService.com

1.13Volume XVIII, No. 1

14Gonzo’s ToolboxLost in Translation

Scott “Gonzo” Weaver explains thatpeople will always interpret what any-one says into what they “thought” theyheard, making the job of a professionaltech communicating repair issues evenmore difficult.

®®

A Publication

22

1416

16Tech FeatureJumping on the CAN Bus

Before you go riding the CAN buslines to a vehicle repair, you’ll needto understand the configurations theOEs developed for wiring harnessesand sensor connections. In this article, we take a look at the topologyof serial data networks.

22Tech TalkFuel for Thought

Bad gas is not a myth. In this studyon the causes for foul fuel finding itsway into your customer’s vehicle tank,we find that there are normally threereasons — refinery mistakes, poor storage units and shady practicesfrom some distributors.

DEPARTMENTS

6 Directions

8 Aftermarket Update

30 Tech Tips

42 Products

43 Rapid Response

44 Classifieds

48 Test Drive

48 Guess the Car

A Publication

Brent Crago, ownerTop Tech AutomotiveCleveland, Tennessee

Albert Duebber, owner Duebber’s Auto ServiceCincinnati, Ohio

Audra Fordin, owner Great Bear Auto Repair Flushing, NYwww.womenautoknow.com

Marvin Greenlee, owner Meade & Greenlee Inc.Salem, Oregon

Anthony Hurst, ownerAuto DiagnosticsEphrata, Pennsylvania

Roger Kwapich, owner Smitty’s AutomotiveToledo, Ohio

Rick O’Brien, technicianCoachworksPortland, Maine

Tom Palermo, general managerPreferred Automotive SpecialistsJenkintown, Pennsylvania

Van Pedigo, ownerRichfield Automotive CenterRichfield, Ohio

Paul Stock, owner Stock’s Underhood SpecialistsBelleville, Illinois

Michael Warner, owner Suburban WrenchPennington, New Jersey

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Does an increase in newvehicles trickle down tomore business at your

shop? If you’re an optimist, you

probably answered “yes” andwill be happy to hear that autoanalysts predict an uptick inlight vehicle sales.

According to research firmPolk & Co., new light vehicleregistrations in the U.S. in 2013are expected to rise 6.6% over2012 levels to about 15.3 mil-lion vehicles.

While Polk credits animproving economyas a main reason forthe rise in new vehi-cles, the automakershave done a goodjob of marketing itsnew fleets withimproved looks and designs,higher fuel mileage capabilitiesand low interest financing.

While cruising past the 15 mil-lion mark for new vehicles in ayear does seem like a greataccomplishment, it’s still a fewmillion off from the pre-recession levels of more than 17million vehicles sold each year. The average age of a vehicle

on the road today is 11 years,the oldest ever. Which could beone of the reasons why newvehicle sales are on the rise.New vehicles may be a necessityfor some people whose currentvehicle just isn’t cutting it

anymore with continuousrepair bills.

Doing a brake job on oldervehicles might not only bereplacing pads, but rotors andcorroded brake lines as well.“Tune-ups” on high-mileagevehicles are usually more thanreplacing spark plugs, and mayinclude new plug wires or newfuel injectors. Expensive emis-sions sensors also begin failing

as the miles accumulate on thevehicle. And, vehicle ownersmay want to unload a vehiclebefore they start getting intotiming belt replacements. Some people would rather

pay a set monthly vehicle pay-ment over a handful of largerepair bills that can come at themost inopportune timesthroughout the year.

Vehicle manufacturers aremaking it tempting to buy anew model with more excitingdesigns. According to Polk’sanalysis, new vehicle introduc-

tions in 2013 will escalate dra-matically, with 43 new vehicleintroductions in the U.S.planned for the year, up nearly50% over last year. In addition,60 vehicle redesigns of currentvehicles are expected in thecoming year.The good news is that even

when new vehicles are pur-chased, it creates more pre-owned offerings. Remember

the outcry from some during 2009’s Cashfor Clunkers pro-gram that therewould be no usedvehicles availablefor low-income peo-ple because the

trade-in vehicles had to bescrapped? Well, that shouldn’tbe an issue these days as usedcar lots are stocked with manyavailable options for buyers ofpre-owned cars and lighttrucks.

We expect the independentrepair shops to also have a bet-ter year in 2013 over last year’snumbers. Not everyone canafford or wants a new vehicle,and there are plenty of routinemaintenance opportunitiesavailable for the vehiclesalready on the road.

Make it your shop’s resolutionin 2013 to capture more of thisbusiness and build upon yourcurrent customers. �

A Resolution to Grow in 2013

»Directions BY Edward Sunkin | EDITOR

2013 Ford Focus Sedan

For free e-mail updates with the latest aftermarket news, techtips and supplier promotions, log on to AutoCarePro.com.

»Aftermarket UpdateBrought to you by:

Ward’s 10 Best Engines, the industry honors for car and

light truck engines, have been announced for

2013. For the first time in seven years, the list is

comprised entirely of gasoline-powered engines,

with no hybrid, all-electric or diesel powertrains.

While this result might seem to go against the

grain of the industry’s push into alternative fuels

and propulsion systems, WardsAuto editors who

judged the awards see the list as proof there is signifi-

cant innovation still happening in the development of

traditional gasoline engines, making them more

fuel-efficient and refined than ever.

“We’re always excited to see the advancements

being made in hybrids and all-electric vehicles,” says Drew Winter,

editor-in-chief of WardsAuto World magazine. “But there are still

significant barriers for the average consumer to look past when

considering these vehicles. The cost for most of them remains high,

and the driving ranges of the battery electric vehicles will have to be

extended to meet the needs of most people.”

Instead, the WardsAuto judges found significant innovations in fuel

efficiency and overall refinement in the traditional gasoline engines

that power the majority of vehicles that will be on the road for the

foreseeable future.

Now in its 19th year, the Ward’s 10 Best Engines competition

recognizes the latest powertrain technologies that are affordable to

most consumers, boost horsepower and torque, are highly efficient,

sound appealing and pair up well with their respective vehicles.

This year’s winners (and the vehicles tested) are:

• 3.0L TFSI Supercharged DOHC V6 (Audi S5)• 2.0L N20 Turbocharged DOHC I4 (BMW 328i)• 3.0L N55 Turbocharged DOHC I6 (BMW 135is coupe)• 3.6L Pentastar DOHC V6 (Ram 1500)• 2.0L EcoBoost DOHC I4 (Ford Focus ST/Taurus)• 5.8L Supercharged DOHC V8 (Ford Shelby GT500)• 2.0L Turbocharged DOHC I4 (Cadillac ATS)• 2.4L DOHC I4 (Honda Accord Sport)• 3.5L SOHC V6 (Honda Accord)• 2.0L FA DOHC H4 Boxer (Subaru BRZ)

For more information on how WardsAuto editors chose the winners,

go to WardsAuto.com.

Ward’s 10 Best Engines of2013 Announced

3.6L Pentastar DOHCV6 (Ram 1500)


Mahle Clevite Awards �2012 Mahle Engine Builders of the YearMAHLE Clevite Inc. recently an-nounced the 2012 MAHLE EngineBuilders of the Year for the NASCARSprint Cup Series, Nationwide Seriesand Camping World Truck Series. TheEngine Builder of the Year award ispresented to the top engine builderin each of the NASCAR series whohas accumulated the most MAHLEClevite points based on qualifying,laps led and finishing position.Shane Parsnow of HendrickMotorsports was awarded the 2012MAHLE Engine Builder of the Yeartitle for the Sprint Cup Seriesbased on the performance of theNo. 48 Chevy Impala driven byJimmie Johnson. This year’s awardbrings the coveted prize back toHendrick Motorsports since fellowengine builder, Earl Wheeler wasawarded the prize in 2010.Parsnow accumulated a total of

378 MAHLE Clevite points.“It is a great honor to receive theMAHLE Engine Builder of the Yearaward and bring it back to Hendrickthis year,” said Parsnow. “I’d like totake this opportunity to thank

MAHLE Clevite for supplying ourrace team with the quality parts thathave helped bring this award home— our 16th Engine Builder of theYear title.”Mark Cronquist, engine builderfor Joe Gibbs Racing (JGR), wasalso back on top, earning his sixthMAHLE Engine Builder of the Yeartitle in the Nationwide Series — thistime for his work on the No. 18Toyota Camry — earning a total of429 MAHLE Clevite Points.“The MAHLE Clevite Engine Builderof the Year is a great accomplish-ment, and I’m proud to bring it backto JGR this year,” said Cronquist. Not only did Hendrick Motorsportsreceive the prize for NASCAR SprintCup Series, Bruce Stauffer wasawarded the MAHLE Engine Builderof the Year title for the NASCARCamping World Truck Series.

» Aftermarket Update

Pictured left to right: Shane Parsnow(2012 MAHLE Engine Builder of theYear), Derek Martel (2012 MAHLEClevite Champion Technician) and JeffAndrews (director of engine operations,Hendrick Motorsports)


» Aftermarket Update

With gasoline prices stayingaround $3.50 a gallon, the needfor accurate air/fuel mixturemonitoring is more importantthan ever for your customers. Theengine computer needs to knowwhat the fuel mixture is with ahigh degree of precision so it canoptimize fuel economy as well asemissions. If the information re-ceived by the powertrain controlmodule (PCM) from its sensors isnot accurate, it may commandtoo much fuel or not enough. A rich mixture wastes fuel,

while a lean mixture maymisfire and wastepower (while alsocausing a big increasein hydrocarbonemissions).

Oxygen sensorsare one of the mostoften replaced sensors.Inputs from the O2 sensors areused by the engine managementsystem to adjust the fuel mix-ture. This is critical for maintain-ing low emissions and good fueleconomy. If an O2 sensor gets“lazy” because of old age or con-tamination, the computer maynot be able to adjust the fuelmixture quickly enough as theengine’s operating conditionschange. O2 sensors that are fail-ing tend to read lean, whichcauses the fuel system to runoverly rich to compensate. Theresult is increased emissions andfuel consumption.

Lifetime ExpectancyNormally, the lifetime of an un-heated sensor is about 30,000 to50,000 miles (50,000 to 80,000km). Heated sensor lifetime is

typically 100,000 miles (160,000km). Failure of an unheated sen-sor is usually caused by thebuildup of soot on the ceramic element, which lengthens its re-sponse time and may cause totalloss of ability to sense oxygen. Onheated sensors, normal depositsare burned off during operationand failure occurs mostly due tocatalyst depletion. When this hap-pens, the probe tends to report alean mixture, the engine con-

trol unit enriches the mixture, theexhaust gets rich with carbonmonoxide and hydrocarbons, andthe fuel economy drops.

The responsiveness of the O2sensors can be tested using vari-ous procedures (making the fuelmixture rich or lean and watch-ing the sensor’s response on ascan tool with graphing capabili-ty). If an O2 sensor is sluggish orunresponsive, it needs to bereplaced. The same goes for anyO2 sensor that has a bad internalheater circuit.O2 sensor failures can also be

caused by various contaminantsthat enter the exhaust. Theseinclude silicates from internalengine coolant leaks (due to aleaky head gasket or a crack in acylinder wall or combustion

chamber) and phosphorus fromexcessive oil consumption (dueto worn rings or valve guides).Replacing a fouled O2 sensormay temporarily solve the prob-lem, but sooner or later the newsensor also will fail if the under-lying problem that is allowingthe contamination to occur is notcorrected.Identifying which O2 sensor

has to be replaced alsocan be confus-ing. On most1996 and newerV6 and V8engines, thereare at least two

upstream O2 sensors (one foreach cylinder bank), and one ortwo downstream O2 sensors(two if dual converters). Someengines may have as many as sixO2 sensors. A fault code for anO2 sensor will indicate the sen-sor location by sensor number (1,2, 3 or 4) and by cylinder bank (1or 2). Sensor No. 1 is usually theone in the exhaust manifold,while sensor No. 2 is usually thedownstream O2 sensor behindthe converter. Cylinder bank 1 isthe same side that also has thenumber one cylinder in theengine’s firing order. Bank 2would be the other side.Replacement O2 sensors have

to be the same type as the origi-nal with the same number ofwires. If one O2 sensor on ahigh-mileage vehicle has failed,chances are the other O2 sensorsmay also be nearing the end oftheir service life and should bereplaced at the same time torestore like-new performance. �

Finding Failing O2 Sensors


By Scott “Gonzo” Weaver»Gonzo’s Toolbox

Do you remember when you playedthe game of “telephone” as achild, and the original informa-

tion being conveyed was oftentimes to-tally different by the time the last kidcommented?

The same thing can happen witha vehicle problem whenmore than one person isinvolved in getting the informationto the person at the end of the line. And who’susually at the end of the line? The tech.

Second-hand information can be misleading,even totally wrong. There’s always a chance itmight be correct, but I wouldn’t count on it. It depends on where that information originated.

Just the other day a driver told his companydispatcher that his truck wasn’t providing anyheat out of the driver’s-side vents. By the timethe truck got to the shop the story was changedto, “There’sno cold aircoming outof the pas-senger’s-sidevent.”

Here’s another example. A few weeks ago, Ihad a problem come up regarding the condi-tion of a car that was for sale. It was a low-mileage car, and had been sitting in a garagefor nearly eight years without much attention.The owner’s father-in-law bought the car newbefore he passed away. The rest of the familyhad informed the son-in-law that everythingwas in tiptop shape. It definitely was clean,dent free, the paint still looked great and therewasn’t a blemish on the interior.

As with any of these “moth-balled” cars, thefirst thing that was an issue was the battery.When a battery sits for that long, it’s natural

for it to become sulfated. So, the ownerhad it towed to a shop to have thebattery replaced.

After the new battery wasinstalled, it took a few cranks for theengine to start. After a few coughs and shud-ders, the engine purred like new, but the serv-ice light was on. (This seemed to be the majorconcern for both the seller and the buyer.) But,by the time the car arrived at my shop, the

engine codeshad been clearedfrom the PCMby the tech whohad installed thebattery. All I had

to go on was the second-hand information thatthe owner overheard from the tech who hadworked on the car.

“The mechanic told me it might need a tune-up, or something,” the owner proudly tells me.

It’s that “something” that bothered me. Atune-up, maybe, or I’m thinking it might be oldgas, but what’s a “something”? It really doesn’tmatter at this point as the buyer jumps into theconversation and says, “Do a complete check-up for me, and let me know if it’s worth whatthey want for it.”

There were numerous small problems to dealwith, and a few major issues as well — every-

When Critical Details Get Lostin Translation

Second-Hand Information

“The mechanic told me it mightneed a tune-up, or something,”} }

thing from an ABS light staying on (which nei-ther party mentioned), to a very poorly repairedalternator main positive lead. With the car inthe service bay, you could hear the alternatorwhine grow louder and louder the longer thecar ran, but at the battery terminals there washardly anything in the way of a noticeable alter-nator output. What I did find was that betweenthe alternator and the battery there was a large,homemade connection that was hot enough tofry an egg on. This was causing a rather largevoltage drop between the alternator and the bat-tery. In fact, the electrical tape surrounding itwas almost completely melted off.

After explaining the ABS problem, the A/Cand wiring issues, and all the other

problems I found while check-ing it out, it was clear to

me they were notgoing to purchase

the car. And, oncethe owner findsout what I foundwrong with his“tiptop” shape

car, he’s going toblow a gasket, and

I’m sure I’ll be onthe receiving end of

his frustration at theservice counter.

Needless to say, before I could show theowner any of the results, I had a very upsetindividual at the service counter.

“I was told everything was in perfect workingorder,” the buyer shouts at me.

“Do you want to see what I found out? Itwould be a lot easier to show you,” I told him.

As I showed him the actual conditions, whathe was told regarding the condition of the carcame into question. It was only then that heknew he should have had a tech check it out,rather than relying on the second-hand informa-tion provided by the family.

Digging through the maze of hearsay informa-tion is what a professional technician does everyday. And people will always interpret what any-one says into what they “thought” they heard,making our job as a professional tech communi-cating repair issues even more difficult. �



At the average shop, six-year-old vehiclesare some of the most common vehicles driv-ing into the bays. And, since these vehicles

are out of warranty, they are just starting to requiremore attention from independent repair shops likeyours.

As vehicle makers add more gadgets and emis-sions/safety requirements become more stringent,OEMs quickly realized with current wiring harnessand sensor layouts methods, it would becomenearly impossible to manage and manufacture thenext generation of vehicles.

Bus units helped solve this dilemma by eliminat-ing additional wiring and the need for multiplesensors.

In the auto repair world, the term used to describethe design, layout and behavior of a serial data busconfigurations is “topology.”Topology may be physical or logical. Modern vehi-

cles typically have more than one serial data net-work and even more modules than before whichmust obey and conform to the topology the engi-neers have specified. And two-wire buses have atopology that dictates they are wired electrically inparallel.

A module on a serial data bus is called node. Ascan tool also becomes a node on that bus. Andeven some sensors and switches can be nodes.

The network starts in pins six and 14 of the DataLink Connector (DLC). The CAN bus lines passthrough several modules including the PCM, BCMand fuel pump module. The CAN bus lines exit thenode for the 4WD system and terminate in a 120-Ohm resistor.

Reading the Wiring DiagramAs a technician in the modern vehicle era, you’regoing to need to understand these “bus lines.” Thedotted line at the edge of the component, node ormodule indicates where the CAN bus enters andexits. Some schematics may include other informa-tion in the boxes with two arrows pointing inopposite directions.All two-wire CAN bus lines terminate in a resis-

tor(s) of a known value. This is what produces thecorrect amount of voltage drop.

Bus ConfigurationsThere are three types of bus configurations: Loop,Star and a hybrid of both that you will come incontact with.

In a loop system, the topology of the nodes ormodules are connected electrically in parallel. SeeFigure 1.Each node has two wires that connect it to the

bus. This system multiplexes the nodes together soinformation can be shared along one circuit. Withthis system, all of the nodes can turn on a checkengine light in the instrument cluster by the use ofinformation within the circuit.

Each of these modules can communicate some-thing to another module. For example, the HVACwould want to communicate with the BCM to askpermission of the PCM to turn on the compressorclutch by energizing the relay.

If you had an open circuit between the BCM andPCM, the PCM could still communicate to theBCM. It would just have to simply go through the

CAN Bus Topology» TechFeature CAN

Figure 1


other modules. Communication still takes place ifyou have one open circuit.

If you had two open circuits between the BCMand PCM, and an open circuit between the IPCand Radio modules, the PCM would be isolatedand would not be able to talk to the BCM or theABS module.

Shorts in a LoopThe problem with a loop during diagnostics is if ashort circuit occurs. The loop configuration can beeasy to diagnose because, even with two open cir-cuits, nodes are isolated off the bus. But in a shortcircuit, with the modules in parallel, the whole circuit goes down.

When a bus shorts, it can be a difficult process toisolate the offending module or section of wiring. Incase a module itself shorts out the bus, you wouldliterally have to unplug them one a time and seewhich module makes that short circuit go away.That would not be a good scenario in the repairworld because it would take up a lot of time to gainaccess to those modules.

Shorts are one disadvantage of the loop configura-tion. The advantage is, however, you have redun-dancy of wires, therefore we’re more impervious toan open circuit issue.

Star Bus ConfigurationThe star configuration’s topology uses a comb, buttconnector or shorting bar. It plugs into a female con-nector.

All the modules would have a single wire comingout of them on the serial data bus to that one com-mon connector that would tie them all together inparallel. See Figure 2.

The star configuration got its name is from thecomputer industry. For example, an Ethernet con-nection is a star configuration with computers,printers and servers all connected to an Ethernethub. See Figure 3.

Star connectors are often located near the DLC, butnote there are exceptions. And, some manufacturerssolder them in place, while others don’t, allowing forthe connector to be removed a lot easier. On somevehicles, the Star connector can be removed and ameter can be connected to each circuit to test forshorts to power or shorts to ground.Being able to recognize the topology of loop, star or

hybrid will make testing and diagnosing shorts,grounds and communication errors faster and more

effective than steps and flow charts (if you are inex-perienced, these procedures can help).

Knowing how both shorts to opens and normalshorts (power and ground) behave on a loop or starcan help you formulate a more effective plan ofaction so you can do more in less time.

Loop/Star Hybrid VersionsAutomakers may also combine both loop and startopologies in a single bus system.

They may wire them in a combination of both thestar and the loop configuration. In Figure 4 on page

20 there is a star connector and a loop.

» Tech Feature CAN

Figure 2: Here is a J1850 VPW Class 2 bus on a GM vehicle.All of the modules are wired to one common spot on thisstar configuration. It is not necessarily one splice, but a barwith a bunch of tines, called a shorting bar. In this schematic,all of the bus wires go to two shorting bars with a splicebetween the two shorting bars, or two bus bar connectors.But, on dual bar systems like this where there are a lot ofmodules, there might be one on the passenger side, and onestar connector on the driver side. Often removing the bar ofsplines will allow the nodes to communicate independently.Further tests can be carried out to determine if the problemis a node or in the wiring.

Figure 3

Both systems have a number of nodes on themthat talk on the loop and star.

If you know the theory on how this type of busworks and there is a short to ground or power,the next step is to remove the splice packs andcheck the nodes.

If the short goes away, that is great. The nextstep is to unplug modules one at a time to see ifthat short comes back.

If the short is still present with the splice packsremoved, it could be the nodes in the loop configuration.

In this case, the ABS and instrument cluster modulesmight be a source of the short to ground or power andare connected to the splice pack. To eliminate them as problems, you’ll need to unplugand check these modules one by one. �

Figure 4: Here we see that the star connector or splicepack (red circles) includes the ABS, Theft Control andInstrument Cluster modules. However, the ABS module(blue circles) has two bus wires and is in the loop config-uration with the cluster and the #2 pin of the DLC.

KICKING THE CANThis article is adapted from Automotive Video Inc.’s“F.R.E.D. Kicks the CAN” video series. This videowill show you how you can use your voltmeter,ohmmeter, lab scope and scan tool to diagnose net-work problems on the vehicles in your shop. Boththe latest CAN buses, as well as earlier networks,are explained in an easy-to-follow video format thatshows you exactly how to get to a diagnostic deci-sion quick with the latest real world training.For more information, visit www.auto-video.com.

» Tech feature CAN

Bad gasoline is not a myth. And fouled fuelfound in a vehicle tank can usually belinked to a few suspects — it either came

from the refinery, the distributor or the filling sta-tion down the street from your customer. (Ofcourse, fuel tank contamination can come from avengeful ex or prankster teens in a neighborhood,but that’s another story.)

Refinery RecallsIn August of last year, thousands of drivers innorthwest Indiana and southern Illinois facedhefty car repair bills after a national chain soldabout 2.1 million gallons of contaminated gaso-line that was believed to cause engine problems.

Days following the incident, fuel supplier BPrecalled the bad fuel and said it would pay forrepairs — but first drivers had to get it out oftheir tanks.According to a release from BP, the fuel con-

tained “a higher than normal level of polymericresidue” which contaminated 50,000 barrels ofregular unleaded gasoline from its Whiting, IN,refinery. The fuel was shipped in mid-August tohundreds of gas stations in northern Indianaunder the BP brand, as well as unbranded tomany independent stations.According to Chicago local news outlets, scores

of drivers began coming to repair shops report-ing hard-starting and stalling engines, “checkengine” lights, odd noises and other signs ofengine trouble.To remove the contaminated fuel out of a vehi-

cle wasn’t as easy as just draining the gas tank.Every part that the gas touched between thetank and the engine had to be flushed andcleaned as well, since bad fuel had been knownto ruin higher-pressure fuel injectors.

BP reported that notevery car needed tobe serviced — thosewho bought only afew gallons were ableto dilute their bad gasby adding premiumunleaded to the tank.

Local news saidsome fixes rangedfrom $200 to $300,while some ownerssaid their repair billstopped $1,200.Though gasoline

recalls are rare, theydo occur. In 2011, aMinnesota refinery had to halt sales of 11,000gallons of gasoline after it mixed more than 10%ethanol into the fuel blend.

Fuel Storage ProblemsSediment and water from runoff that entersunderground holding tanks at gas stationsthrough loosely tightened or worn-out fuel capscan also give a vehicle owner bad gas. Corrodedunderground tanks that leak are also a problem.

While filters at the pump do catch larger parti-cles of sediment before they enter a vehicle’stank, some smaller particles and water that per-meate through can lead to vehicle misfires thatlead to a visit to your shop.

According to an article in FORTUNE magazine,one Florida TV news team last spring foundsediment in gasoline purchased at two WestPalm Beach-area service stations, promptingstate inspectors to temporarily shut down theoffending pumps.

» TechTalk E15 FUEL

By the Underhood Service staff




Sediment/water contamination of fuel is a morecommon problem than the refinery issues men-tioned earlier. One reason is that fuel-quality inspec-tions at service stations are not federally mandated.While most states periodically test for contaminants,cutbacks in state staffing of the Bureau of Weightsand Measures has led to on-site inspections occur-ring to more than a year between testings, and notall stations may get tested every time.

Gasoline additives manufacturer AMSOIL said it

sees the most prevalent quality problems oftoday’s gasoline being inadequate levels of disper-sant-detergent additives and inadequate octanelevels.

Distributors are mandated to formulate gasolinewith proper levels of dispersant-detergent addi-tives to clear away carbon and varnish depositsand keep fuel injectors, intake valves and combus-tion chambers clean and operating efficiently.However, AMSOIL said, according to industry

RUNNING ROUGHThe accumulation of carbon and varnish deposits clogs fuel injectors, restricts intake valve seat-ing, disrupts injector spray patterns and reduces fuel delivery, leading to engine misfire, roughidle, engine hesitation and stall during acceleration, detonation, reduced fuel economy andincreased emissions. Varnish buildup is especially bad after a hot engine is shut down and expe-riences heat soak, where residual fuel in the injector tips evaporate and leaves waxy com-pounds behind, forming varnish that clogs the injector. The hotter, middle injectors in an engineare most vulnerable to heat soak.High mileage and “severe service” engines can benefit greatly from cleaning the injectors,

intake valves and combustion chambers. Cleaning the injectors restores proper fuel delivery andimproves performance, while cleaning the intake valves restores proper air flow and cleaningthe combustion chamber reduces compression and the risk of deterioration.Source: AMSOIL



sources, about 85% of allU.S. gasoline containsonly one-tenth of the rec-ommended deposit-con-trol additive dosage.

“In efforts to increaseprofit margins, gasolinesuppliers often reduce,eliminate or use lesseffective dispersant-deter-gent additives,” AMSOILreports. “Some common-ly used low-qualitydeposit control additivesaccumulate on intakevalve stems and causethem to stick, while oth-ers cause additional com-bustion chamberdeposits. High-qualityadditives effectively keepinjectors, valves and com-bustion chambersdeposit-free, are moreexpensive and oftenreplaced with cheaperknock-offs.”

Who’s Knocking?Engine “knock” refers touncontrolled and explo-sive gasoline ignition inthe combustion chamber.It causes a knocking orpinging sound, robs theengine of power and canlead to serious enginedamage. The tendency ofa gasoline to cause“knock” is measured byits octane rating.Low-octane gasoline

involves a couple of dif-ferent issues. One is out-right fraud on the part ofsome gasoline retailersand distributors. Let’s faceit, there’s a big temptationto sell regular octane fuelat a mid-range or premi-um price.

Most pumps offer threegrades of gasoline: regular(87 octane), a mid-rangeblend (89 octane) and pre-mium (91 octane). The

numbers will vary a bit depend-ing on the brand, the additivesused and whether or not the fuelcontains ethanol as an octane-boosting additive. A 10% ethanolblend typically adds a couple ofpoints to the base octane rating.As the octane rating goes up, sodoes the price.

Most pumps mix regular andpremium to deliver the mid-range grade. There have beencases where people have tam-pered with pumps to change themixture ratios for a more prof-itable blend. But the more com-mon scam is to simply fill theunderground “premium” tankwith regular, or to dilute it witha few hundred gallons of loweroctane fuel. It’s a scam that’s




hard to detect. Even honestgasoline retailers can be rippedoff by distributors who fail todeliver fuel that meets the fulloctane rating.

The octane rating of the fueldepends on what’s in it. Yearsago, tetraethyl lead was used toboost the octane rating of gaso-line. It was a great octane boost-er and also helped lubricate thevalves to prolong valve and seatlife. But lead is a heavy metalthat is toxic to people and theenvironment. Lead also contami-nates catalytic converters andoxygen sensors so it can’t beused in modern engines. Nowthey use methyl tertiary butylether (MTBE), which is made

from natural gas, and ethyl terti-ary butyl ether (ETBE), which ismade from corn and natural gas.The higher the level of theseadditives, the higher the octanerating of the fuel.

On the HorizonSome worry a whole new “crop”of driveability issues could growwith the implementation of E15gasoline into the market.

In a letter to The Hill, a con-gressional newspaper that pub-lishes daily when Congress is insession, Robert Darbelnet, presi-dent and CEO of AAA, request-ed that the EnvironmentalProtection Agency (EPA) andgasoline retailers should suspend

the sale of E15 gasoline untilmore is done to protect con-sumers from the potential forcostly auto damage and voidedwarranties.“Research to date raises serious

concerns that E15, a fuel blendconsisting of 15% ethanol and85% gasoline, could cause acceler-ated engine wear and failure, fuelsystem damage and other prob-lems such as false ‘check engine’lights,” Darbelnet wrote. “Thepotential damage could result incostly repairs for unsuspectingconsumers. This is especiallytough for most motorists giventhat only about 40% of Americanshave enough in savings to afforda major auto repair.”

In June, the EPA approved theuse of E15, and a handful of gasstations in Nebraska, Iowa andKansas have started selling thenew fuel. Darbelnet believes thatthere’s a strong likelihood thatretailers will market E15 in addi-tional states soon.

Darbelnet expressed that theethanol industry lobbied hard toincrease the amount of ethanolallowed in gasoline from the10% used today to 15% as a wayto increase sales and help meetthe Renewable Fuels Standard.

“AAA’s concern with E15 is notabout ethanol,” he said. “In fact,AAA believes that ethanol-blend-ed fuels have the potential to saveAmericans money and reduce thenation’s dependency on fossilfuels. The problem is that avail-able research, including the EPA’sexhaust emissions tests, is not suf-ficient evidence that E15 is safe touse in most vehicles.

“The ethanol industry’s responseto reports of damage caused byE15 is that it is the most testedfuel in the EPA’s history. TheReader Service: Go to www.uhsRAPIDRESPONSE.com

caveat to this assertion is thatwhile the agency did test E15,their research focused primarilyon exhaust emissions and associ-ated components such as catalyticconverters. While this researchwas consistent with the EPA’smission, it never fully examinedwhether E15 might damageengines and fuel systems.”

Darbelnet outlined that evensome of those supporting E15admit the fuel may cause dam-age. For example, he cited that theRenewable Fuels Associationwarned retailers that some under-ground storage tank systems,both new and used, exhibitedreduced levels of safety and per-formance when exposed to E15.

“Automakers advise they mayvoid warranties for anyoneusing E15. Five manufacturers(BMW, Chrysler, Nissan, Toyotaand Volkswagen) state theirwarranties will not cover E15claims. Eight additionalautomakers (GM, Ford, Honda,Hyundai, Kia, Mazda, Mercedes-Benz and Volvo) state that E15does not comply with fuelrequirements specified in mostowners’ manuals and may voidwarranties,” he warned.Darbelnet said the only respon-

sible action to take now is to sus-pend the sale of E15 until con-sumers are better informed andprotected at the pump.“The simple truth is that E15

is a product not yet ready forpublic consumption, and gov-ernment regulators have anobligation to suspend salesuntil these issues areaddressed,” he said. “AAA rec-ommends the EPA, fuel pro-ducers and automakers collec-tively develop a long-term planthat promotes public education,

while implementing improvedlabeling and warnings at thepump. Additional research alsois necessary to better under-stand the full consequences ofusing E15 in older and newervehicles.” �



FAULTY FILL UP?Only about 12 million out of the more than 240 million light-dutyvehicles on the roads today are approved by manufacturers touse E15 gasoline, based on a survey conducted by AAA of automanufacturers. These vehicles include flex-fuel models, 2001 andnewer Porsches, 2012 and newer GM vehicles and 2013 Fords.So unless you drive a Porsche or a brand-new car, you could beout of luck when it comes to E15.AAA automotive engineering experts also have reviewed the

available research and believe that sustained use of E15 in bothnewer and older vehicles could result in significant problems suchas accelerated engine wear and failure, fuel-system damage andfalse “check engine” lights for any vehicle not approved by itsmanufacturer to use E15.Source: AAA

Next month wetake a look atengine problemsassociated withbio-diesel fuels.


This month is sponsored by:

The design of the release fork on many GM applications can contribute to a very commoninstallation error.

The GM release fork has two spring steel fingers attached to the back side of the releasefork.

These fingers have a radius on the tips at theend of the fingers. When installed onto therelease bearing correctly, the radius or round-ed tips of the fingers allow the release bearingto “rock” or pivot.

When the release fork is installed incorrectlyonto the release bearing, it will not allow it topivot and will cause the release bearing tobind on the release fork. This binding willdamage the back flange of the release bearing.

Other symptoms of improper installation caninclude a binding or hard pedal at mid strokeof the clutch pedal as the release bearing willbind or dig into the release bearing retainer onthe transmission. Hard shifting or no releasecan also occur because the release bearing willnot contact the clutch diaphragm fingers evenly.This can cause uneven wear on the releasebearing and clutch diaphragm fingers. In

extreme cases the hydraulic release systemcomponents can be damaged.

Courtesy of Schaeffler Group USA / LuK.

» TechTips GM / Hyundai / SubaruThis month is sponsored by:

GM Release Bearing Installation

Bearing damaged from incorrect installation

Hydraulic seal damaged from incorrect installation

Incorrect Installation

Correct Installation

Uneven finger wear from incorrect installation

Models:1999 Sonata2001-’06 Elantra2001 Santa Fe & XG2003 Tiburon2005 Tucson2006 Azera2007 EntourageIf you are diagnosing an automatic

transaxle with a harsh and/or delayed shiftinto Drive or Reverse, refer to the followingDiagnostic Procedure:

Diagnostic Procedure:1. Check the ATF level when the engine is

idling in Neutral according to TSB 06-40-016.Adjust the ATF level as needed.2. Perform the adaptive learning by shifting

from Neutral to Reverse and Drive, stopping ineach gear for 5 seconds. Repeat 10 times.3. Compare to a similar model and year vehicle.

If the shift delay is longer than the comparisonvehicle, continue the diagnosis.4. Check that idle speed is within specification.

If not, inspect according to the appropriate shopmanual, Fuel System section.5. Check the engine and transaxle mounting

brackets and roll support brackets. If necessary,replace the mounts.6. Attach the GDS and check for diagnostic

trouble codes in both the Engine and AutomaticTransaxle menus. If DTCs are found, repairaccording to the appropriate TSB or shop manual.7. Attach the GDS and select the Automatic

Transaxle menu, Current Data menu and FluidTemperature Sensor. Confirm the oil temperaturesensor operates correctly as shown in the chartbelow. If not, inspect the oil temperature sensor

» TechTips Hyundai


Figure 1


Hyundai Harsh/Delayed Reverse or Drive Engagement

ATF Temperature GDS ReadoutATF Cold Same as outside

temperatureATF at normal operating temperature 158-212° F (70-100°C)

according to TSB 04-40-016 or appropriate shopmanual.8. Select Current Data and TPS. Open and close

the throttle and confirm the TPS increases anddecreases smoothly between approximately 0 and

100% duty.9. Attach the GDS and select VIN and

A/T, Current Data and then select ShiftPosition, LR Solenoid Duty andUnderdrive Solenoid Duty as shown inFigure 1.10. Start the engine and move the shift

lever between Neutral, Drive and Reverse,stopping 3-5 seconds in each gear.11. Select Record shown at the top right

of the screen. GDS will record up to 10minutes data prior to selecting Record.12. Select PC Record (top left of screen),

then save file.

Measure Park-To-ReverseEngagement Time:

13. Select Flight Record and Data Review, selectthe vehicle and open the file.14. Select Items List (top right of screen), then

select Shift Position, LR Solenoid Duty andUnderdrive Solenoid Duty.

» TechTips Hyundai


Figure 2

UnderhoodService.com 33


15. Click the “+” button tochange to “0.7 sec./Div” or“smaller.” See Figure 2. 16. Move the cursor to the

start of the shift and left click.17. Move the cursor to the

end of the shift and rightclick.18. Read the Low & Reverse

solenoid engagement time onthe top right of the screen. Ifthe P-R shift requires morethan 2.2 seconds, exchange aPCM or TCM from a properlyoperating vehicle and followTSB 06-40-005, “Reset andRelearn Adaptive Values”:

– If the condition isimproved, replace the PCM orTCM

– If the condition is notimproved, replace thetransaxle.

Note: The LR solenoid elapsed time is important;the shape of the graph is not.

Measure Park-To-Drive Engagement Time:19. Select Flight Record and Data Review, select

the vehicle and open the file.20. Select Items List (top right of screen), then

select “Shift Position LR Solenoid Duty andUnderdrive Solenoid Duty.21. Click the “+” button to change to “0.7

sec./Div” or “smaller.” See Figure 3. 22. Move the cursor to the start of the shift and

left click.23. Move the cursor to the end of the shift and

right click.24. Read the UD engagement time on the top

right of the screen. If the P-D shift requires morethan 2.2 seconds, exchange a PCM or TCM from aproperly operating vehicle and follow TSB 06-40-005, “Reset and Relearn Adaptive Values”:

– If the condition is improved, replace the PCMor TCM.– If the condition is not improved, replace the

transaxle.Note: The UD solenoid elapsed time is impor-

tant; the shape of the graph is not.Courtesy of ALLDATA LLC.

» TechTips Hyundai

Figure 3

» TechTips GM


GM TPMS systems are some of the easiest to serviceif you have the right tools and knowledge. Startingin 2007, most vehicles use a Schrader- or VDO-man-ufactured system that shares the same relearn pro-cedures and behaviors. There are exceptions, likethe Pontiac Vibe.

Shops should use a TPMS tool to reset the sensorpositions after a rotation. There is a method in theowner’s manual to “match” the sensors thatinvolves deflating a tire for eight seconds.

On vehicles without a driver information center,you will know you have a code set if you turn thekey on, without starting the engine, and the TPMSlight blinks for one minute and then stays on solidwith a Service Tire Monitor System message (onvehicles equipped with a DIC). If that occurs, a

TPMS problem exists and the system will have seta DTC. On vehicles equipped with a driver information

center, it will also display a SERVICE TIRE MONI-TOR type message. When the road tire is repairedand reinstalled in the original location, the TPMindicator icon illumination and DIC message mayremain displayed until the DTC is resolved andcleared.

The initial “low tire” light is similar to the “lowfuel” indicator and adding air to the low tire willextinguish the light. If the driver re-inflates thelow tire, they must drive a short distance for atleast 30 seconds before the sensors recognize theincrease in pressure and turn the light off again. Ifthe deflation is rapid, it will give a more

Servicing GM TPMSBy Andrew Markel, editor Brake and Front End


immediate warning by flashingthe warning light.A GM TPMS sensor has pres-

sure, temperature and accelera-tion sensors. The unit also has aradio transmitter, receiver andbattery. Sensors have a 10-year/150,000-mile (240,000 km) battery life. The antenna and receiver are

the same ones that are used forthe keyless-entry system.

The antenna is typically sand-wiched between the layers ofglass in the front or rear glass.But, some vehicles have dedicat-ed antenna mounted in variousplaces.

The keyless entry module com-municates with the TPMS sen-

sors and relays the informationwith the Body Control Module(BCM) on the CAN BUS. If thekeyless entry module isreplaced, the sensors as well asthe key fobs must be relearned.

Each sensor has its own uniqueID number. If a new sensor is fit-ted, the BCM must be repro-grammed with its unique ID andits position on the vehicle.

Each sensor takes a pressuremeasurement sample once every30 seconds while in stationarymode. If the tire pressure increases or

decreases by more than 1.2 psifrom the last pressure measure-ment, another measurement willoccur immediately to verify the

change in pressure.If a pressure change has indeed

occurred, the sensor transmits inLearn mode.

Each sensor has an internal lowfrequency coil. When the TPMStool is used in activate mode, itproduces a low frequency trans-mission that activates the sensor.The sensor responds to a lowfrequency activation by trans-mitting in learn mode.

When the TPMS antennareceives a learn mode transmis-sion while in TPMS learn mode,it will assign that sensor’s IDnumber to the location on thevehicle relative to the order inwhich it was learned.

» TechTips GM

Reader Service: Go to www.uhsRAPIDRESPONSE.com38 January 2013 | UnderhoodService.com

Relearn Tips

• It is best to perform the TPMS relearn procedureaway from the shop in the parking lot. Thisdecreases the chance of other radio signals interfer-ing with the relearn process.

• Aim at the sidewall below the valve stem, andnot at the stem. • If you cannot get a sensor to initialize, try push-

ing the vehicle forward a foot or two. The signalscan be blocked by components like rotors, calipersand knuckles. By repositioning the sensor, it mayunblock the sensor. This is far more common onthe front wheels.

TPMS Sensor Matching 1. Set the parking brake.2. Turn the ignition switch to ON/RUN with the

engine off.3. Press and hold the keyless entry fob transmit-

ter’s LOCK and UNLOCK buttons, at the sametime, for about five seconds to start the TPMS learnmode. The horn sounds twice indicating the TPMSreceiver is ready and in learn mode.4. Starting with the left front tire, activate the

sensor by holding the TPMS tool aimed upwardagainst the tire sidewall close to the wheel rim atthe valve stem location. Press and release the acti-vate button and wait for a horn chirp. 5. Once the horn chirp has sounded, the sensor

information is learned and the turn signal in thenext location to be learned will illuminate. Onmost models, the driver-side front turn signal alsocomes on to indicate that corner’s sensor is readyto be learned. Once the learn mode has beenenabled, each of the sensor’s unique identificationcodes can be learned. 6. When a sensor ID has been learned, the module

sends a serial data message to the BCM to sound ahorn chirp. This verifies the sensor has transmittedits ID and has received and learned it. The modulemust learn the sensor IDs in the proper sequence todetermine sensor’s location. The first learned ID isassigned to the left-front location, the second toright front, the third to right rear and the fourth toleft rear.On most models, the turn signals will individually

illuminate indicating which location is to be

learned in the proper sequence.The learn mode will cancel if the ignition is

cycled to OFF or if more than two minutes haselapsed for any sensor that has not been learned. Ifthe learn mode is cancelled before the first sensoris learned, the original sensor IDs will be main-tained. If the learn mode is cancelled after the firstsensor is learned, the following will occur:• All stored sensor IDs will be invalidated in the

RCDLR memory.• If equipped, the DIC will display dashes

instead of tire pressures. If the learn mode is cancelled after the first sensor is learned, the following will occur:• All stored sensor IDs will be invalidated in the

module memory.• DTC C0775 will be set.These conditions will now require the learn

procedure to be repeated for the system to function properly

» TechTips GM



In the last decade, fuel delivery systems have evolvedto become a state-of-the-art technology. All of thesechanges were made without the service technician hav-ing to learn a lot more on how to maintain and servicethe fuel delivery systems. But one part has been con-stantly getting upgraded each and every year and thatis the fuel pump.

A decade ago, the pump was attached to the send-ing unit and would deliver pressurized fuel to theinjector fuel rail, mounted in a steel tank where abowl was fixed inside the fuel reservoir to preventfuel starvation upon acceleration/braking or duringcornering.

Vehicles are now using plastic fuel tanks and it’s

become more difficult to add internal accessoriessuch as a fuel bowl. Now, fuel pumps carry theirown bowl and are referred to as fuel modules. Thesemodules incorporate a plastic bowl to ensure adequate fuel pressure and volume in all possibleconditions.

Depending on the manufacturer’s requirements, aturbine centrifugal or roller vane pump can be usedto accommodate the necessary volume for the engineneeds. Mounted in a plastic or aluminum bowl, thepump will stay submerged in fuel regardless of thefuel quantity in the reservoir.

When the fuel reservoir is nearly full, fuel overflowsinside the bowl, which keeps the pump submerged.But when the fuel level is low (1/4 or less) the pumpis designed with a built-in fuel jet and check valvesystem that fills the bowl whenever the pump is run-ning. The jet pump helps keep the pump fully sub-merged in fuel, which will maintain pump coolingplus acceleration and cornering fuel supply. The fuelmodule incorporates the same component has asending unit mounted pump, fuel level sensor, float,strainer and power leads to the fuel pump. In addi-tion, some newer models also incorporate a built-inpressure regulator and a fuel tank pressure sensor.

Remember that testing the fuel delivery systemremains basically the same — pressure, volume, electrical and filter elements need to be thoroughlyinspected before proceeding to the replacement ofsuch an assembly.

Here are a few tips that are necessary when dealing with fuel delivery modules:

1. Fuel pressure and volume readings are a must.2. Test power and ground to the pump, which in

most cases will affect volume more than pressure.3. Fuel filters must be replaced every time a fuel

delivery system concern occurs.4. Do not install a new fuel module if the fuel tank

is contaminated (dirt or rust).5. Inspect fuel filler neck and hose that can cause

fuel tank contamination.6. When installing a fuel module, fill the tank at

50% of its capacity with clean filtered fuel.7. Cycle the ignition switch several times without

starting the vehicle to prime the system and preventfuel pump damage. �

Courtesy of Spectra Premium Industries Inc.

» TechTips

FUEL SUPPLY IN A BOWL


»Shop

Arnott will buy used air sus-pension products for a varietyof applications. To helpstreamline the process,Arnott has recently set upArnottBuysCores.com as asingle link, which leads to apage where vendors can see the latest cores that Arnott is pur-chasing along with links to downloadable information and a faxworksheet to order pre-paid shipping labels. Contact Kathleen atext.129 for questions or more information. Arnott is currently buy-ing air suspension cores from: Mercedes-Benz, Jaguar, RangeRover, Audi/VW, BMW, Hyundai and more.

SMP Releases TechSmart Tech Sessions Web Series — Professionaltechnicians can learn about the benefits of using TechSmart enhanced engine control parts through a new web series calledTechSmart Tech Sessions, which is now available by visitingwww.facebook.com/TechSmartParts. The first three videos discussthe steering column shift tube, air door actuators and variablevalve timing (VVT) chain tensioner.

Jasper Engines & Transmissions has released the Aisin AS68RCautomatic transmission. The available applications for this six-speedtransmission include: Mid 2007-’10 Dodge Ram 3500-5500 Cab-Chassis mounted behind the 6.7L Cummins Diesel engine. A com-mon issue of the Aisin AS68RC is torque converter lockup clutchfailure. JASPER uses an improved clutch material that will resistburning and fatigue failure. The formulation of the material used inthe lockup clutch seals is also improved to reduce fatigue due toextreme heat. Visit www.JasperEngines.com.

MAHLE Clevite Inc. recentlyexpanded the Victor Reinz gasket product offering with anew catalog including 1,570new part numbers and ex-panded coverage on modelyears 1990 and newer. The catalog is now available inprint, for PDF download onwww.Mahle-Aftermarket.com.The new product numbers andcoverage can also be viewed inLaunchpad, a portal of eCatalogs. The new gasketcatalog contains a total of6,875 unique gasket part numbers that cover more than221,255,000 vehicles in operation.

Gain Customers and aGreat Reputation withOEM Branded Productsfrom NAPA — NAPA Import Auto Parts sup-plies globally sourcedparts for import cars fromthe most respected origi-nal equipment manufacturers and aftermarket suppliers in the indus-try. With more than 6,000 NAPA Auto Parts stores, the companyprovides availability in virtually every market nationwide. Originalequipment supplier products in the original brand packaging havenever been this accessible until now! Visit www.NAPAonline.com.

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

Advertiser Page Airtex Corporation Cover 2, 1ALLDATA 15APA Management Group 17Auto Value/Bumper to Bumper Cover 4AutoVitals 32Bartec USA, LLC 39BendPak 41Dipaco Inc. 37Federated Auto Parts 11GAAS 21Hughes Engines, Inc. 26iATN 36Jasper Engines & Transmissions 31NAPA 3NGK Spark Plugs 5Nissan Motor Corp. USA Cover 3O'Reilly Auto Parts 23Parts Master 19Performance Friction Corp 25Rislone 28, 29Schaeffler Group USA 8, 9, 34, 35Spectra Premium Industries 13TechSmart SMP 7Toyota 38WAIglobal 33

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Underhood Service takes a look at some of the top

automotive-related articles from 2012 affecting the

automotive aftermarket.

What do you think the top automotive-related news story

was for 2012? Maybe Volkswagen joining Daimler in the

fight against using A/C refrigerant HFO-1234yf in new

vehicles; or Massachusetts voters “resoundingly” passing

a Right to Repair ballot measure in their state; or the pass-

ing of Carroll Hall Shelby (right) in May at the age of 89, a

man whose vision for performance transformed the auto-

mobile industry. Read our Top 10 news briefs at:

http://bit.ly/12pBUz4.

Send us your feedback. E-mail us at [email protected].

» Test Drive

GUESS THE CAR! WIN $50!

Employees of Babcox Media, industry manufacturers and Underhood Service advertisers are not eligible to enter.

Top AuTo RelATed News sToRies FRom 2012

November Solution: Touareg (Volkswagen) Solved by: Gina Gaddis, office manager, Cecil’s Hi-TechAuto Care, Vacaville, CA

CONGRATULATIONS Gina!

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

The winner will be randomly selected from correctentries and awarded $50. Entries must bereceived by FEBRUARY 1, 2013.

#11

#10

White/white pearl dominates the global automotive color popularity

ranks for the second consecutive year, according to the recently

released 2012 DuPont Automotive Color Popularity Report.

Black/black effect moves into second place in the global ranks this year, while

silver fell to third and grey took fourth.

Over the past decade, white has held significant rankings in automotive

color popularity and is widely seen in other consumer products worldwide.

During this timeframe, white’s popularity had been highlighted across all

vehicle segments, though historically, it had been most popular among the

truck segment. Past advancements in pearlescent whites enabled this color

to initially break into the luxury segments. �

WHITE TOPS VEHICLE COLOR POPULARITY

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