Import Car Magazine 2014 07

Fuel Injection/Emissions
July 2014
MAGAZINE
Import Insights
False DTCs
Engine Oil Consumption Diagnostics
32
22
50
CONTENTS
22
32
Publication
Volume 36, No. 7
50
Tech Feature
Diagnostic Solutions
Hyundai Feature
Brake Pulsation Q&A
Oil Consumption Issues
Fuel System/Emissions
Being able to diagnose and solve

brake rotor pulsation problems is
critical to eliminating brakerelated service comebacks. This
brief Q&A by Brake & Front End
Editor Andrew Markel should help
ease any brake pulsation/runoutrelated service woes.
Due to the variables in engine

design and operating conditions,
internal engine oil consumption
complaints are often the most difficult to solve, says Import Specialist
Contributor Gary Goms, as he discusses some of the more common
reasons for internal oil consumption.
Contributing Writer Bob Dowie

takes a look at Hyundai fuel injection, focusing on problems that
have associated driveability complaints, the most common of which
are misfire codes, and provides
many clues to help the diagnostic
process.
ImportCar Staff 330.670.1234

Publisher
Jim Merle, ext. 280
jmerle@babcox.com
Managing Editor
Chris Crowell, ext. 268
ccrowell@babcox.com
Graphic Designer
Kelly Gifford, ext. 249
kgifford@babcox.com
Circulation Manager
Pat Robinson, ext. 276
probinson@babcox.com
Editor
Mary DellaValle, ext. 221
mdellavalle@babcox.com
Technical Editor
Larry Carley
lcarley256@aol.com
Ad Services (Materials)
Cindy Ott, ext. 209
cott@babcox.com
Subscription Services
Maryellen Smith, ext. 288
msmith@babcox.com
Import-Car.com
DEPARTMENTS
Columns
4 Editors Notebook
Publication
Contributing Writers
Bob Dowie, Village Auto Works, Chester, NY
6 News Update
Gary Goms, formerly of Midland Engine

Electronics & Diagnostics, Buena Vista, CO
Bob Howlett, The Swedish Solution,
Orange Village, OH
18 Gonzos Toolbox
Scott Gonzo Weaver, Superior Auto Electric,

Tulsa, OK
40 Tech Update:
4
Ride Control
Editorial Advisory Board

Bob Dowie, Village Auto Works, Chester, NY
Chris Klinger, Precision Incorporated,
Tucson, AZ
60 Import Tech Tips
Steve Louden, Louden Motorcar Services,

Dallas, TX
66 Essentials (New Products)
18
Frank Scandura, Franks European Service,

Las Vegas and Henderson, NV
Joe Stephens, Stephens Automotive,
Palatine, IL
68 Classifieds
John Volz, Volz Bros., Grass Valley, CA
72 Import Insights: Honda
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Akron, OH 44333-8318
Babcox Media, Inc.
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(1885-1970)
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IMPORTCAR (ISSN 1069-4714)

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July 2014 | Import-Car.com
[ EditorsNotebook
By Mary DellaValle|EDITOR
Count Your Service Opportunities

One Aging Vehicle At A Time
ith the average age

of all light vehicles
on the road remaining steady at 11.4 years according to IHS Automotive
(www.ihs.com), so too is unperformed maintenance work
thats ripe for the picking.
Total light vehicles in operation (VIO) in the U.S. also
reached a record level of more
than 252.7 million, an increase of
more than 3.7 million since last
year, according to the IHS Automotive analysis from July 2013.
So, with more vehicles on the
road, and older ones at that,
dont miss the opportunity to
explain the link between regular vehicle maintenance and
peak-performing vehicles that
boost gas mileage and also
prevent bigger-ticket repairs
down the road.
Mary DellaValle, mdellavalle@babcox.com
Looking ahead, IHS forecasts

that the average age of vehicles
is likely to remain at 11.4 years
through 2015, and then rise to
11.5 years by 2017 and 11.7
years by 2019. Because of improved quality and consumers
holding onto their cars and light
trucks longer, the number of vehicles 12-plus years old on the
road continues to grow and will
increase 15% by 2019.
What does this mean to you?
There are plenty of vehicles
on the road in need of repair,
and with a slight uptick in average vehicle age expected over
the next five years, the maintenance opportunity needle will
continue to go north.
One of the main contributors
of unperformed maintenance is
consumer neglect due to the lack
of knowledge about the need for
vehicle system checks at specified intervals. So, get in the
habit of educating your
customers about the benefits of regular vehicle care.
Make the case to cus-
tomers that your shop is the one

for all of their vehicle service
needs. And, ensure consistency
in the repair process on every
visit so they will become repeat
customers.
Sales and customer service
training expert Steve Ferrante,
CEO of Sale Away LLC
(www.saleawayllc.com), says,
When the customer can count
on consistently great service each
time they do business with you,
their confidence increases and
they are far less likely to shop
around for their vehicle service
needs. But when the customers
experience is inconsistent
exceptional one visit and so-so or
poor the next the customers
confidence is compromised and
they are more likely to consider
competing alternatives.
Bottom line: If you want to
reap the benefits of preventive
maintenance, educate your customers and provide an exceptional service experience every
time, and you will then earn and
maintain their lasting loyalty. IC
[ NewsUpdate
Monroe Hits the Road With Iconic New Mobile
Marketing Vehicle
Whats more impactful than a television or radio ad? More visible than
hundreds of roadside billboards?
More jaw-droppingly memorable
than a blimp fly-over? How about the
25-foot-long, 10-foot-high, translucent Monroe OESpectrum shock
absorber that will be driven to more
than 50 North American cities this
summer and fall?
Tennecos Monroe Shocks and Struts brand is
betting that its new Everything Gets Old. Even
Your Shocks mobile marketing vehicle will help
millions of consumers learn the importance of
having their shock absorbers and struts inspected
at 50,000 miles. The custom-built, twin-axle, LEDilluminated shock will be towed by an SUV featuring matching yellow-and-black graphics and
information on how consumers can win prizes by
connecting online with the Monroe brand.
The Monroe mobile marketing vehicle will be
driven by two Monroe brand ambassadors who

will interact with consumers during each scheduled stop. These brand ambassadors also will
document their 50-city tour via daily text, photo
and video postings to the www.Monroe.com,
Facebook.com/MonroeShocks page and
@MonroeShocks Twitter feed. Tenneco will award
weekly prizes on a random basis to consumers
who share photos and videos of the Monroe
vehicle and its drivers via social media.
SMP Launches New Corporate Website

Standard Motor Products, Inc. (SMP) launched its
new corporate website, www.smpcorp.com. The
rollout of this new site is the first in what will be a
series of redesigned websites for the company.
Created with the user experience in mind, this
website has been developed utilizing responsive
technology and parallax scrolling design to ensure
compatibility with the latest browsers and mobile
devices. In other words, it looks and performs
seamlessly on a desktop, tablet and smartphone.
SMP has integrated many new features into the
site including an extensive timeline spanning 95
years of SMP history, a corporate news section,
interactive location map, facilities tours, a full
investor relations portal, career opportunities and

much more. As a multi-lingual site, www.smpcorp.com is available in English, Spanish and
French.
[ NewsUpdate
Federal-Mogul Streamlines
Rebate Process
Consumers who purchase any
qualifying Federal-Mogul
Motorparts products during promotional periods can save time
and money while submitting rebate materials through a new
digital upload feature. This new
technology enables users to scan
and upload their proof of purchase rather than having to mail
in the required materials. This capability is available now for the
Champion automotive spark
plug consumer rebate and on future Federal-Mogul consumer
promotional offers for ANCO,
Champion, Wagner Brake and
Wagner Lighting products.

Federal-Mogul introduced its
consumer-friendly online rebate
tracking and redemption system
in 2012. The new digital upload
capability enables the user to
complete the rebate submission
process, including providing the
required receipt, without printing and mailing. The user can
simply scan their receipt from a
smartphone or desktop scanner
and submit, along with their
name, address and other
required information, via the
corresponding brands online
rebate center.
AMI Accepting Applications for Five

Scholarships
The Automotive Management Institute (AMI) is accepting applications for five scholarships including the Tom B. Babcox Memorial
Scholarship and the Arrowhead Specialty Markets High Octane
Scholarship.
The Tom B. Babcox Memorial Scholarship and the Arrowhead
Specialty Markets High Octane Scholarship help cover expenses
for recipients to attend the Congress of Automotive Repair and
Service (CARS) in Detroit, July 31-Aug. 2.
The $1,000 Tom B. Babcox Memorial Scholarship was established
by EXCEL, in conjunction with Babcox Media. Its awarded to an
ASA Mechanical Division member business in good standing that
displays a desire to improve their business skills through
management education.
To request a scholarship application, call AMI at (800) 272-7467,
ext. 101, or fill out a scholarship application online at
www.AMIonline.org.
[ NewsUpdate
Airtex Fuel Delivery Raybestos Announces
Systems Launches
High-Performance Prize
Educational Program
Airtex Fuel Delivery Systems is introducing a new pilot program focused on
educating future technicians in the
automotive industry. The Airtex
PUMPED program will train student
technicians across the country in the
areas of fuel system diagnostics and
fuel pump installations.
Set to kick off in fall 2014, the Airtex
PUMPED program will include selected technical schools and universities across the country. Airtex will send
its ASE-certified technicians to classrooms to provide the most up-to-date
information about todays
complex fuel systems. The
technicians will show
students the steps to
make the right fuel
system diagnosis,
technical tips to
avoid difficulty
during repair work, and how to follow
through to make successful fuel pump
installations.
As a part of the program, each technical school will receive training materials, along with other valuable fuel
system diagnostic and repair tool information. In addition, students in the program will receive an official PUMPED
performance pack that includes educational materials, tools and more.
Airtex knows that the future of automotive care is in the hands of these
young students and were excited to
partner with these schools and their
instructors to help equip the next generation, says Brandon Kight, director
of marketing and program development at Airtex and ASC Industries.
10
For Its 2014 Giveaway

Promotion
Following up on its 2013 promotional giveaway vehicle, the

Raybestos Rattlesnake off-road Toyota Tundra, built by Addictive Desert designs, Raybestos formally unveiled plans for its 2014
giveaway: a Raybestos-edition
1971 Camaro RS G-Machine,
built with a Pro-Touring sensibility.
Award-winning chassis and muscle car builder Jeff Schwartz is
directing construction of the
Raybestos project at his shop,
Schwartz Performance in Woodstock, IL, just outside of Chicago.
The Raybestos Camaro will be given away
to a professional technician or do-it-yourself Raybestos
customer as part of a North American summer sales promotion
that runs June 1 to Sept. 15, 2014.
For more information, visit www.RaybestosBrakes.com.
DuPont Chemicals Expects Rapid

Growth In HFO-1234yf Adoption
DuPont Chemicals & Fluoroproducts estimates that nearly 3
million vehicles worldwide will use HFO-1234yf as a refrigerant
by the end of 2014. This move is to help reduce the environmental impact of automobiles, a significant challenge facing
todays world.
Most automakers are currently using HFO-1234yf, not only to
comply with the European Union (EU) Mobile Air Conditioning
(MAC) Directive, but also to voluntarily take advantage of U.S.
Environmental Protection Agency (EPA) credits designed to encourage the use of products with reduced climate impact.
Adoption of HFO-1234yf also may be driven by anticipated
regulatory developments. For example, U.S. rulemaking is expected as early as this year that will eliminate the use of HFC134a in new vehicle air conditioning. Most automakers have
indicated they will adopt HFO-1234yf, which DuPont sells as
Opteon YF.
[ NewsUpdate
Bosch Xperience
Mobile Tour Comes
Directly to Automotive
Professionals
Robert Bosch LLC announced the launch of its Bosch
Xperience mobile tour, bringing automotive technology
of the future to sales and service professionals in an informative and engaging experience right in their own backyards.
We utilize a combination of
hands-on product discussion with
our Bosch sales professionals and
a virtual ride inside key Bosch systems using leading-edge Oculus
Rift goggles to make industry
professionals aware of the latest
developments in the fields of
engine management, particularly
gasoline direct injection and
advanced braking systems
which are hot topics today, said
Bobby Bloom, senior vice president automotive aftermarket U.S.,
Robert Bosch LLC.
The Bosch Xperience employs
three fully equipped and staffed
mobile units that will make scheduled stops across the East, West
and Central regions in the U.S.
The Bosch mobile units will be
active for 25 weeks from May to
November 2014 with the potential for a total of 750 stops.
All registered participants will
be entered into a random drawing for a chance to win one of the
weekly prizes valued at $500. At
the end of the tour one registered participants name will be
drawn at random to win a prize
package valued at $10,000.
For more information on the
Bosch Xperience Mobile Tour,
and to see the current schedule
of stops by region, visit
www.BoschXperience.com.
12
[ NewsUpdate
Pick Your Pickup in New
Federated Car Care Sweepstakes
The Federated Car
Care Pick Your
Pickup Sweepstakes is underway.
Hundreds of prizes
will be awarded
and the grand prize winner will
have the tough choice of deciding between a fully restored
1949 pickup and an innovative
2015 pickup.
The Federated Car Care Pick
Your Pickup Sweepstakes is
open to any fully enrolled
Federated Car Care Center
member. Current members are
automatically eligible, while
new members must be enrolled
by Aug. 15, 2014, to be eligible.
Federated Car Care Centers
are known for being at the forefront of servicing todays innovative vehicles, while still adhering
to old-time values like

providing professional
customer service,
advice and expertise that you can
trust, said Phil
Moore, senior vice president for
Federated Auto Parts. We
decided to conduct a contest
that reflects those characteristics. The Pick Your Pickup
Sweepstakes is our way of
expressing our gratitude to our
valued Car Care customers.
To learn how you could
become the grand prize winner in
the Federated Car Care Pick
Your Pickup Sweepstakes, or
have a chance to win one of
hundreds of other great prizes,
contact your Federated Auto
Parts distributor or visit www.FederatedAutoParts.com/pickup.
Centric Parts Earns 12th

Consecutive Friction Materials
Standards Institute Award
Centric Parts, a manufacturer and supplier of aftermarket brake
components and systems for import and domestic vehicles, announced that it has once again been awarded a Friction Materials
Standards Institute (FMSI) Award for contributions to the automotive industry. This is the 12th year in a row that Centric Parts has
been so honored by FMSI, continuing an unbroken streak dating
back to the award's inception in 2003.
FMSI once again honored Centric Parts for New Assignments &
Applications in 2014, acknowledging Centrics ongoing status as
the single largest contributor to identifying new applications for
the FMSI system. IC
14
[ GonzosToolbox
By Scott Gonzo Weaver, owner Superior Auto Electric, Tulsa, OK
e
t
a
R
d
n
o
c
e
S
s
t
r
Pa
Mean Second-Rate Results
hen it comes to diagnosing a

problem, one of the biggest
mistakes is thinking that the
problem is gone after youve installed a
new part. Ive had vehicles brought in
countless times with the same old story
attached to them. The customer will say:
Ive changed this part, and that part
and this one over there, along with this
part under the dash.
And after all of that, the original
problem remains.
The latest was a No A/C problem
on a 97 Toyota pickup. It came in from
another repair shop that I deal with on
a regular basis. It was a typical system
of its day, where the PCM energizes
the compressor relay and controls the
idle once the signal is sent from the
control head. Out of desperation, they
tried the swap-parts-until-it-works
approach but could never get the A/C
to come on.
A couple of simple tests pointed to a
faulty control head. The repair shop
already changed it twice, but, at this
point, they were desperate enough to
try anything.
Later that afternoon, I had the
replacement control head in hand, and
wouldnt you know it this replacement piece was faulty, too. It was doing
18
exactly the same thing as the previous

control head.
This was not going well at all. After
three different control heads in the
same vehicle, the shop was not buying
my diagnosis.
Theres something else wrong with
this. Youre missing something. I think
you should go back and check it again
because it cant be the control head,
the now frustrated shop tech tells me.
Granted, it does seem inconceivable
that the same part could be faulty three
times in a row, but the test results were
spot on. My biggest hurdle wasnt the
testing, and it wasnt the diagnosis, but
rather the other shops
lack of trust in my
results. Even their
parts warehouse
wasnt keen on sending them another
part. Somehow, I had
to convince them that
we needed another
one.
The guy from the
warehouse came by
my shop to see how I
could come up with two
new parts straight out of the box
that were bad. I showed him how the
GonzosToolbox]
Granted, it does seem inconceivable that the same part could be
faulty three times in a row, but the test results were spot on.
My biggest hurdle wasnt the testing, and it wasnt the diagnosis,
but rather the other shops lack of trust in my results.
test was done along with the
wiring diagrams. He seemed to
understand, but was still not
buying that three control heads
could be bad. I asked to try a different supplier.
By the next afternoon I had another part, delivered by the same
guy from the warehouse. He
wanted to watch me install it in
the truck because the warehouse
had its own ideas as to origin of
the problem.
So where did the part come
from this time? Straight from the
dealership. The warehouse guys
boss didnt buy the story I was
telling him and wanted to prove
that his parts suppliers were not
sending him faulty parts.
One simple turn of the
key was all it
would
Import-Car.com
19
[ GonzosToolbox
One simple turn of the key was all
it would take to either prove me
wrong or right. As the engine came
to life, I pushed the A/C button.
Click went the compressor, and
the cold air came blasting out of the
center vents. Well, what do you
know? The darn thing works.
take to either prove me wrong or
right. As the engine came to life,
I pushed the A/C button.
Click went the compressor,
and the cold air came blasting
out of the center vents. Well,
what do you know? The darn
thing works.
Just to prove the point, I
disconnected the working control head and reinstalled the first
one. Were back to no A/C
again.
I suppose youll be sending
this part back to the supplier
then? I laughingly asked the
warehouse guy. He was quite
impressed and had a lot to tell
his boss when he got back to the
store. I called the other repair
shop that originally sent me the
job to tell them I was done with
it. They were relieved that the
issue was finally solved and
were going to send the customer
over to directly pay me.
All said and done, the big issue
here was testing and retesting.
The other shop techs had thrown
their hands up after several
20
attempts with some very expensive parts that didnt get them
anywhere. Then, theres the
matter of the part store not willing to budge after they had sent
so many components back and
forth. A diligent effort and solid
test results won out over parts
swapping.
All in all, I gained a little more
respect from the other repair
shop as well as a new customer.
As for this particular parts warehouse cheap parts just mean
cheap results, and this job was
no exception.
We certainly can set up an
account for you, the warehouse
guy told me.
I might pass on that. After this
repair, I dont think I want to deal
with some second-rate parts
while trying to do first-rate
repairs. Just ask the other shop
owner how much he made on the
job and how much time he spent
on it. Just goes to show you, test
it correctly and trust the results.
And when it doesnt seem to
work out, retest it again. IC
[ TechFeature
BRAKE ROTORS
By Andrew Markel, Editor, Brake & Front End Magazine
Brake
Pulsation
And Runout
Q&A
Knowing The Right Answers Can Eliminate Comebacks
Being able to diagnose and solve brake
rotor pulsation problems is critical to
eliminating brake-related service
comebacks. Pulsation and brake
performance problems may not
seem to be the most difficult,
but they often cause the most
headaches for technicians.
Heres a brief Q&A that
should help ease any brake
pulsation/runout-related
service woes.
1. Technician A says he does not
have to measure the rotor and/or hub
for lateral runout because hes installing
new rotors. Technician B says even if new
rotors are installed, the new rotor and hub
flange should be measured for lateral runout.
Who is correct?
A. Technician A
B. Technician B
C. Both Technician A and B
D. Neither
Answer: B
Always check runout in the hub flange and

rotor as part of any brake job. You may think
youre saving 10 to 15 minutes by not having to
use a dial indicator and a micrometer, but your
chance of a comeback can dramatically increase.
Also, replacing rotors on every brake job is not a
Article continues on page 26
22
[ TechFeature
cost-effective or efficient way to
perform brake service. Runout in
the hub and a new rotor can
stack up to cause lateral runout
thats beyond the specifications.
2. The most likely cause of

brake pedal pulsation is:
A. Overheating/warping
B. Lateral runout
C. Suspension damage
D. Disc thickness variation
Answer: D
The main culprit of chronic
pulsation is disc thickness variation (DTV) or parallelism. The
two friction surfaces of a rotor
are designed to be parallel to one
another within a certain specification. The allowable tolerance is
known as parallelism, also referred to as the rotors DTV.
BRAKE ROTORS
In order for the pad to stay in

contact with the rotor, the piston
must extend or be pushed back
into the housing as force is
applied. This creates the pulsation in the pedal thats most
noticeable to the driver.
Runout will not cause pedal
pulsation on vehicles with floating or sliding calipers when the
caliper housing is free to move
and the runout is not excessive.
Under these conditions, the
caliper will follow the runout,
which means the caliper housing
will move in and out in relation
to the runout.
This movement will not cause
the caliper piston to move. No
piston movement results in no
fluid movement in the hydraulic
system, and if there is no fluid
movement, the brake pedal
wont move or pulsate. So, a key
point to understand is runout
generally does not
cause pulsation. Runout causes

thickness variation that leads to
pulsation problems (also addressed in Question #3).
A driver can feel a pulsation or
judder after higher-than-normal
brake temperatures are experienced. Ninety-nine percent of the
time, its the fault of the pads and
not the rotor. The pads friction
material has been unevenly
deposited around the face of the
rotor, which creates uneven braking forces when the dissimilar
sections pass by the pads. This
type of pulsation will typically go
away after a few hundred miles.
3. What is the most likely

cause of disc thickness
variation?
A. Manufacturing defects in
the rotor
B. Lateral runout
C. Sticking caliper
D. Fin corrosion
Answer: B
Most aftermarket rotors are
manufactured to tolerances
far below what your
shops dial indicator or
micrometer can measure. Also, its nearly
impossible for a
warehouse to damage a rotor to the
point where it could
have excessive
runout.
Lateral runout causes
DTV by allowing the high
26
[ TechFeature
spot of the rotor to scrape the
pad and remove material from
both surfaces. Over time, this
action will change the thickness in the area that has the
most runout.
A sticking caliper cant
cause thickness variation on
its own; it can, however,
accelerate the wear by not
allowing the pad to retract and
increasing the contact with the
rotor. Fin corrosion is rare and
may cause the rotor to become
thermally unstable and crack long
before the rotor will warp.
4. Technician A says lateral

runout can be minimized by
matching the high spot in the
hub to the lowest point on the
rotor. Technician B says a
tapered correction plate can be
placed between the rotor and
hub to bring the lateral runout
into specifications. Who is
correct?
A. Technician A
B. Technician B
D. Neither
Answer: C
By measuring and marking the
high and low spots of runout on
the hub and rotor, its possible to
match the high spot of runout in
the hub with the low spot of
runout on the rotor. This technique can be used to minimize
the amount of material removed
with an on-the-car brake lathe.
Likewise, flange runout can
28
BRAKE ROTORS
be corrected with tapered shims

that are available to correct a
runout of 0.003 (0.075 mm) to
0.009 (0.230 mm). A runout of
more than 0.005(0.125 mm) at
the bearing flange cannot be
corrected with the use of a
shim.
The combination of the rotor
and bearing flange could prevent
the rotor from being turned.
After checking friction surface
runout, check the bearing flange
runout by changing the rotor position 180 on the bearing. If the
high spot changes 180, the rotor
could be OK or ready to turn
after the bearing is shimmed.
As you perform an inspection
of the assembly, you should also
mark the components. Check the
bearing endplay, and mark the
relation of the rotor to the bearing flange. Mark the high and
low runout spots on the rotor
friction surface with the low spot
marked as zero and the high spot
as 0.XX. Mark the high and low
runout spots on the bearing
flange with the same method as
the rotor friction surface.
[ TechFeature
BRAKE ROTORS
5. Technician A says a bench lathe can eliminate total lateral runout. Technician B says this
can only be done with an on-the-car brake lathe.
Who is correct?
A. Technician A
B. Technician B
D. Neither
Answer: B
A bench lathe machines a rotor in the same plane
as the arbor, and it will remove lateral runout in the
rotor, but not runout thats in the flange.
An on-the-car lathe can help to reduce runout
by truing a rotor in its operating plane on the
vehicle. This means that the rotor is machined to
match the hub.
6. A customer returns with a pulsation complaint. During the brake job

that was performed 6,000 miles ago, the
pads and rotors were replaced. What is
the most likely cause of the pulsation?
A. The customer overheated the brakes
B. Brake pads are not the right
formulation
C. Lateral runout in the hub was not
corrected
D. A caliper is stuck
Answer: C
New rotors will remove DTV, but they
will not correct lateral runout. Lets say
this vehicle had 0.003 of lateral runout
when measured at the outside face of the
rotor. If this vehicle is riding on 205/55R16
tires, in one mile, the high-spot with
0.003 of runout goes past the caliper approximately 836 times. Over the course of
6,000 miles, that spot on the rotor will go past the

pads more than 5 million times. Every time this spot
passes the pads, a little bit of the rotors material is
removed. Over the course of those 5 million revolutions, enough material is removed to create a thickness variation that can be felt by the driver.
Warped rotors are a myth. The heat used to cast
the rotor is three to five times greater than the heat
produced in the most aggressive braking down a
mountain road. Even if the rotor is glowing, its not
even close to casting temperatures. Most engineers
say that rotors will crack long before they are
distorted by heat.
Blaming the friction material is not the right
answer. By changing the brand of pads without
correcting the lateral runout problem, youll have
the same results after DTV re-develops.
The biggest cause of lateral runout comebacks,
essentially, is carelessness not poor OEM engineering or low-quality aftermarket parts. In that
way, a technicians instincts and methods of
operation could be the actual issue. IC
Rotors will crack and fail mechanically,

long before they will become
distorted or warped due to heat.
[ DiagnosticSolutions
ue to the variables in engine design and

operating conditions, internal engine oil
consumption complaints are often the most
difficult to solve. In some cases, oil consumption
might be more severe under low-speed operation,
in other cases, high-speed operation and, in some
cases, intermittent. But, in any case, excessive oil
consumption can drastically reduce oxygen sensor
and catalytic converter life. In the following text,
Ill deal with some of the more common reasons for
internal oil consumption including mechanical and
lubrication failures. See Photo 1.
To better understand modern oil consumption issues, lets begin by taking a look at modern piston
ring designs. For example, modern engines use
lower-tension piston rings to help reduce rotating
friction. And while low-tension piston rings reduce
cylinder wall and piston ring wear, varnish and
carbon deposits also tend to make them stick in
their ring lands, which can cause compression loss
ENGINE OIL
By Gary Goms, Import Specialist Contributor
32
Photo 1: Customer education is always an issue for

the modern independent shop because many motorists
are ruining their engines by forgetting to check their
engine oil level.
ENGINE OIL
Photo 2: This top piston ring is a molybdenumfilled, barrel-shaped ring contacting the cylinder at
its middle. The second piston ring is a steel ring
contacting the cylinder at its lower edge.
and oil consumption.

The design of the top and second compression rings can be
better understood if we imagine
trimming the outer edge from a
saucer, leaving a slightly dishshaped piston ring that allows
the bottom edge of the ring to
scrape oil from the cylinder wall
during the intake stroke. During
the power stroke, the ring flattens
against the piston ring land to
seal combustion gases inside the
cylinder. See Photo 2.
Due to the concentration of
heat at the top of the piston, the
top piston ring is often filled
with molybdenum (moly), which
absorbs oil and is scuff resistant
at high temperatures. Molybdenum is also very soft, which
makes it extremely vulnerable to
intake air contaminated with
dirt. For this reason, heavy-duty
applications often use a
chromium-plated top ring for
longer life in dusty environments. A steel piston ring can
also be used as a top ring in less
severe applications.
The third ring is generally a
three-piece oil ring consisting of
34
two very narrow scraper rings

held against the cylinder by a
stainless steel expander. In modern applications, the piston ringto-piston-land tolerances are
made very tight to help reduce oil
consumption, which again contributes to the possibility of rings
sticking in their lands.
To increase piston ring life and
reduce oil consumption, modern
cylinder wall preparation consists of a honing process that
allows the piston ring to quickly
seat, but leaves a cross-hatch
pattern in the cylinder wall that
maintains a film of oil lubrication
throughout the cylinder and particularly at the extremely hot
upper cylinder area. See Photo 3
on page 38.
Many modern engines use hypereutectic aluminum alloy pistons that have about three times
the silicon content of conventional
cast aluminum pistons. In brief,
this high silicon content tends to
reduce piston-to-cylinder wall
expansion by containing combustion heat at the top or dome of
the piston. In effect, the piston
dome runs hotter, which increases
the engines thermal efficiency.
And, since the piston skirts run
cooler, the piston-to-cylinder wall
clearances are reduced to hold the
piston rings square against the
cylinder wall. While conventional
cast pistons are similarly designed
ENGINE OIL
to maintain piston ring contact by

reducing piston rock as it reverses travel in the cylinder, they
dont have the same thermal characteristics as hypereutectic.
Oil consumption past the piston
rings is generally typified by the
edge of the piston dome being

washed clean of carbon by the
incoming oil. This wash pattern
can be caused by worn out piston
rings or by the oil scraper ring
sticking in a compressed position.
Worn compression rings normally cause excessive combustion
blow-by around the piston into
the crankcase.
In many instances, this excessive blow-by will overload the
positive crankcase ventilation
(PCV) valve, which allows the
oil-saturated blow-by gases to
exit through the PCV inlet into
the intake air stream and be
consumed by the engine.
In cases of extreme overheating
or under-lubrication, the rings
can be held in the compressed
position by scuffed aluminum
around the piston ring lands. In
most cases, worn or stuck piston
rings will tend to consume more
oil at high engine speeds when oil
temperature is at its highest and
oil viscosity is at its lowest value.
In addition, an engine running at
higher speeds tends to flood the
piston rings with oil, which
makes oil control more difficult.
CYLINDER HEAD DESIGN

Modern OHC, aluminum cylinder
heads generally use an alloy valve
stem guide insert and alloy valve
stems to reduce valve guide wear.
In addition, modern aluminum
cylinder heads incorporate very
efficient valve stem seals to prevent oil from leaking through the
valve guide into the cylinder. Although a cylinder head can be
36
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flooded with oil due to clogged
oil return passages, the condition
is relatively rare because most
modern designs incorporate very
large oil drain passages. Oil consumption through the cylinder
head is generally through worn or
cracked valve stem seals. This
high oil consumption is then
produced when engines are operating at high intake manifold vacuum values created under light
load, low-speed conditions. Keep
in mind that using an incorrect or
poorly designed PCV valve can
also mimic worn valve stem seals
by allowing oil to enter the intake
air stream.
LUBRICATION ISSUES
While some engines are designed
to use generic 5W-30 motor oils,
others require synthetic-based oils
with additive packages that are
compounded to deal various
engine design issues. As piston
and piston ring design changed
during the 1990s, many auto manufacturers began requiring lowerviscosity, synthetic-based oils that
ENGINE OIL
would lubricate efficiently at either

engine oil temperature extreme.
In cold weather, the oil should
quickly circulate and efficiently lubricate the upper cylinder area. In
hot weather, the oil should protect
the pistons against scuffing, the
piston rings against sticking in the
piston lands and the crankshaft
bearings against oil shear wear.
In addition, modern extended
oil change intervals require base
oils that will not oxidize or
deplete their additive packages
within the 7,500 or more miles
before the oil change reminder
light illuminates. Unfortunately,
most substitute oils dont have
those base oil properties.
In some applications, the use
of an incorrect oil will cause the
very narrow piston rings in use
today to micro-weld against the
cylinder walls at high engine
speeds. In other cases, excessive
varnish will cause the low-tension oil scraper ring to stick in
the compressed position.
Lastly, the low flash points of
some substitute oils will cause
oil consumption by vaporizing in
Photo 3: Since the oil scraper ring vents to the inside of the piston, it must be free of
varnish and sludge to perform correctly. Sticking compression and oil scraper rings
are a common cause of internal oil consumption.
ENGINE OIL
the extremely hot upper cylinder

area. All of these failures will
cause internal engine oil consumption when a generic substitute is used in place of the
recommended, applicationspecific motor oil.
Clearly, theres a lot to be said
about using the correct engine oil
and changing it at the recommended intervals. Because modern piston rings are especially
sensitive to dirt and other abrasive particles, the oil filter is
equally important because it
must efficiently remove these
particles throughout the
extended oil change interval.
When dealing with an oil consumption complaint, begin by
inspecting the engine for external oil leaks. If no serious leaks
are apparent, remove the oil filter cap or possibly the camshaft
cover to inspect the engine for
internal varnish and sludge. If
the engine is heavily sludged, it
might be impossible to reverse
the damage caused by neglected
oil change intervals. In many
cases, using an oil flush additive
will simply dislodge the sludge,
clogging the oil drain passages
and the oil pump inlet screen.
Mild varnish conditions can
often be remedied by simply
changing to the recommended engine oil and changing it at
reduced intervals. In addition,
inspect the PCV system for clogging and for the correct PCV
valve part number. On some applications, its possible to remove
the spark plug to inspect the internal condition of the cylinder with
DiagnosticSolutions]
a borescope or stem light. Here

again, the piston dome should exhibit an even coat of carbon across
its surface. Oil wash at the center
often indicates leaking valve
stems, while oil wash at the edges
of the piston indicates sticking or
worn piston rings.

Whatever the case, always try
using the correct oil and recommending adequate engine warmup and drive times to reduce
potential gasoline contamination
in the engine oil. IC
Import-Car.com
39
[ TechUpdate
RIDE CONTROL
By Andrew Markel, Editor,
Brake & Front End Magazine
Reasons Why You Dont Sell

More Loaded Shocks & Struts
Get Back To The Basics And Watch Sales Soar
1. You dont inspect shocks and struts. 2. Your test-drives

Are you just looking for catastrophic damage? Do you only
look at the shocks and struts when the driver complains of a
noise or when the vehicle cant be aligned?
The first step in selling ride control is the inspection process.
A visual inspection of the shocks and struts can tell you a lot
about the state of the ride control units. This is a chance to
make sure the vehicle is road-worthy before you put your own
life at risk.
Look for signs that the units might be leaking oil, such as
accumulation of road grime or oil inside boots and dust shields.
Keep an eye out for witness marks that indicate the suspension might have bottomed out recently. Make sure all bushings
and hardware for the ride control units are still on the vehicle.
Walk around the vehicle and perform the tried-and-true
knee-on-the-bumper test. This test is not conclusive on its
own, but its a chance to quickly look for abnormal behavior. If
you notice binding or looseness, or if the vehicle does not
return to the original ride height, there could be a problem with
the ride control components.
40
need work.
When you dont perform a test

drive, youre not using your most
powerful ride control tool: perspective. A technician or service
writer behind the wheel brings
fresh senses to the vehicle that
hasnt been dulled by thousands
of miles.
Before the test drive, you
should have a clear list of symptoms and related conditions the
customer might be experiencing.
On the test drive, you should
have a methodical plan that
inspects for ride control component replacement and other unperformed repairs.
A good test driver will be able
to observe conditions or prob-
[ TechUpdate
RIDE CONTROL
lems with the vehicle that have developed so slowly the owner
is unaware of them like degraded shocks and struts. One of
the keys to becoming a good test driver is to find a driving
loop or route that has a variety of road conditions. A predetermined loop adds consistency that helps you spot small problems.
For suspension road tests, your test loop should consist of
varying sections: a flat and straight section; an area to test
braking and acceleration; an area with a dip or bump; and an
area that offers both left and right turns.
Use a parking lot or rarely used section of road for the braking and acceleration section of the test. This test is used to
detect brake pulls, torque steer and worn or loose suspension
or steering components. Check for excessive nose-diving during braking. This condition is not normal and may be caused by
worn springs or other ride control components.
Excessive suspension bouncing may be the result of weak
shocks, while bottoming out of the suspension may be the
result of weak springs. Check for steering difficulties that may
be the result of mechanical binding or interference.
Any excessive body sway could indicate worn springs, shocks
or stabilizer assemblies. Listen for any excessive tire squealing
during turns. This can be caused by incorrect alignment
settings or a turning angle thats out of specifications.
Developing a methodical and consistent test drive loop and
procedure can improve your chances of coming back from a test
drive with an understanding of the problem the owner is experiencing. A plan and a loop can also eliminate distractions that
could lead to an accident.
3. You dont use an inspection form.

The technician should be supplied with a checklist to make notes,
based on inspection findings. Some ride control manufacturers can
provide you with printed forms. These forms help the service
writer to be more confident in the selling process.
A complete inspection lays the groundwork for excellent customer communications and increases the possibility of a sale. The
results of the inspection can help personalize the sales pitch to the
individual customer.
4. You chicken out on the

recommendation for loaded struts.
Even if the customer does not buy today, the inspection form,
sales approach and pitch will likely stick with the consumer longer
than the generic recommend loaded struts. They are more
likely to return, which means your efforts will not be in vain.
42
[ TechUpdate
RIDE CONTROL
5. Your car is in need of a ride control

tune-up.
To increase your confidence in selling loaded struts, have new units
installed on your own vehicle. Youll be amazed at the difference if
your vehicle has more than 50,000 miles. Also, you will sell more units
because you have a better perspective on the value.
Some ride control manufacturers help the education process by
holding local clinics where you can drive vehicles in different states
of ride control degradation. These events are typically held in parking lots on specially designed courses that magnify certain vehicle
dynamics at low speeds. Participating in these events can energize
a shop to sell ride control products more effectively.
6. Youre afraid of losing a tire sale.

Tires are not cheap. When you get close to a tire sale, are
you afraid to recommend new shocks and struts because the
customer might bolt for the door when they hear the price for
new loaded struts, plus the tires? You shouldnt be. New
shocks and struts protect the investment in their tires.
By the time a vehicle is
ready for its second or
third set of tires, its
time for new ride
control components.
This is based on
mileage, the expense
and premature wear that
degraded ride control can
have on new tires.
44
[ TechUpdate
RIDE CONTROL
7. You use your squinted eye and

thumb to check ride height.
OEMs include ride height specifications and measurement procedures in their service information for many reasons. The main
reason is because springs wear out. The ride height also can be used
as a diagnostic tool to determine the condition of the suspension.
This involves more than your thumb and one closed eye.
Research the factory methods and specs to properly measure ride
height. Neglecting to do this can affect the life of the shocks and
struts and all angles of alignment. Among other considerations,
engineers design the chassis and ride control components so that
the ride height places the suspension at a particular point midway
in its travel. Midway is not always the center, however.
Most springs are made of metal, which can fatigue over time and
affect ride height. As a simple example, take a coat hanger or welding rod and bend it in the same area several times. It will eventually
break from metal fatigue.
For suspension road tests, your test loop

should consist of varying sections: a flat
and straight section; an area to test
braking and acceleration; an area with a
dip or bump; and an area that offers
both left and right turns.
8. You start at the bottom and try to

work your way up.
Do you play it safe? Do you start with the least expensive
option and try to work your way up? When selling ride control
components, its an effective sales tactic to start with premium
products first rather than the economy or less-expensive option.
This gives you a little wiggle room to provide customers with
options that meet their budget and vehicle life expectancy.
Chances are that the customer wants the best, but he/she
may not want to pay for it. Sure, quoting the lowest price
might get some customers in the door, but it may leave some
customers wanting more. And, starting the estimate with the
least expensive alternative can also lower your profit.
46
[ TechUpdate
RIDE CONTROL
Are you just looking for catastrophic

damage? Do you only look at the
shocks and struts when the driver
complains of a noise or when the
vehicle cant be aligned? The first
step in selling ride control is the
inspection process.
9. You hate hearing the word No.

Its been estimated by one shop that 50% of its ride control sales
occur on the second visit. This means that the customer shot down
a large percentage of its sales pitches for ride control on the first try.
So dont give up.
10. There is no incentive to sell

loaded struts and shocks.
First, try increasing at least the number of ride control component inspections and recommendations to customers, educating
them along the way. Then, set a sales goal. IC
48
[ HyundaiFeature
FUEL & EMISSIONS

By Bob Dowie, Contributing Writer
Fuel System
& Emissions Diagnostics
Hyundai has done a good job of improving
its offerings over the years from both an
aesthetic and mechanical viewpoint. Complemented by a strong warranty and good
value, the carmaker has been able to increase its market share year over year. If
you arent seeing these cars in your bay, its
only a matter of time before you will.
This month, well be taking a look at the fuel

injection system and driveability issues on
Hyundais line of vehicles. The most common
driveability problem we see is a check engine
lamp with or without a customer complaint. To
get your diagnosis underway, attach the scanner
and make note of the recovered codes, but dont
be too quick to clear the codes; the next step is to
review the freeze-frame data to see what was
going on when the code was set. This information
will be more helpful with certain codes than oth-
[ HyundaiFeature
FUEL & EMISSIONS
ers, but its a good habit to get into no matter what

the code.
First, well look at some problems that have
associated driveability complaints, the most common of which are misfire codes. If the misfire is
obvious, you may be tempted to get to work and
start switching coils and checking wires to diagnose the problem, but before you do, check the
codes and see if theres more information available.
If nothing else, the P0300 series of codes will identify the cylinder thats causing the problem.
There are many other clues that may be available
that will help in the diagnostic process. For example, if you have a misfire code along with a system
lean code, you should be thinking that the misfire
could be a result of a manifold or other vacuum leak.
Even with no code, take a look at the data with an
eye toward the fuel trim numbers. Do you have a
high positive number on a long-term trim indicating
the system has been adding fuel? Or, are you experiencing the less common problem of a negative number and a rich condition, where an extreme case like
an injector sticking open or a fuel pressure regulator
leaking in the vacuum line could have led to the
misfire?
Another common driveability problem that may or
may not have an associated code is a stumble or cut-
52
Photo 1: Hyundai gasoline direct injector; it looks

like port injection, but this injector does find its
way into the cylinder.
ting out on throttle tip-in. If

the check engine light is illuminated, hook up the
scanner and retrieve the code, the most common of
which will be a system lean code. While you have the
scanner installed, take a couple of minutes to look at
the other available parameters. Are the temp sensors
reading correctly? With a cold engine, the coolant
and air temps should be close. Take a look at the
throttle position switch, paying particular attention
to the off-idle area. There have been some reports of
problems with the switches that become apparent
when the connector is wiggled.
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[ HyundaiFeature
FUEL & EMISSIONS
Dont overlook mechanical

Photo 2: High-pressure pump, driven off of the
concerns and be sure to
camshaft.
check the air intake hoses for
cracks that will open up
when the engine moves with
torque.
In the case of no-start
problems, it pays to know
the service history. If the car
has suffered a broken timing
belt, its a good possibility
that some debris from the
broken belt has found its
way to the crank sensor,
damaging both the sensor
and trigger wheel. On the
2.4-L engines, the balance
shaft belts have been
known to fail and go unnoticed until the pieces
finally take out the crank
sensor, resulting in a poor run or
was a slight, but audible,
no-start issue.
exhaust leak at the flex pipe before the cat. The customer had already installed a new O2 sensor,
ELANTRA CASE STUDY
but the code persisted.
Even though we explained to
We recently had a 2002 Elantra
the customer that there was no
GLS in the shop with assorted
way we could give a firm price on
problems, so lets take a look at
the job, we received authorization
this job since its a good example
to get started with the diagnosis
of some common problems we
and to get further authorizations
see. The car wasnt in great
as the job progressed.
shape, and a persistent check enThe first step was to deal with
gine light was preventing it from
the misfire since we also had the
passing the state inspection.
system lean code. We knew the
As is often the case with this
problem was with the No. 3 cylinkind of job, the customer was reder, so we went right to the maniluctant to make a big investment
fold in that area. A quick shot of
but also wasnt in the position to
buy a new car. The obvious prob- intake cleaner at the manifold
lem was a code for a solid misfire flange smoothed the engine out,
letting us know we were on the
in the No. 3 cylinder (P0303), as
right track.
well as codes for a slow response
We used a stethoscope where
from the front O2 sensor (P0133),
the sound of the leak is obvious
a system lean code, plus there
54
in order to confirm and pinpoint the problem.

Knowing that there was
little cushion in this job,
we checked compression
as well as the ignition components when the gasket
was replaced. When we
were sure the misfire would
be repaired and the car
would certainly run better
with the manifold gasket, we
received authorization to replace the gasket and install a
much-needed set of spark
plugs. With the gasket replaced and the engine running smoothly, we checked
the output of the rear O2 sensor and it looked to be operating as expected in spite of
the exhaust leak.
While we were aware that
fresh air entering the exhaust
system could lead to an O2 code,
with our budget constraints in
mind, we set out to run the monitors in an attempt to get the car
through state inspection, giving
the customer some time to
budget for the necessary additional repairs.
Our experience with Hyundais
has taught us that they can be a bit
of a challenge when it comes to setting monitors, and it really pays off
to be sure the setting criteria is met.
Weve been in the habit of having
the scanner hooked up whenever
were road testing a driveability
problem or setting monitors to
confirm setting criteria.
In the case of the Elantra, were
looking for a starting coolant
temp below 104 F with a gain to
[ HyundaiFeature
FUEL & EMISSIONS
120 F before the test will run. There are additional

parameters that have to be met depending on the
monitor, and its well worth the time to look them
up on a service information system. The ECUs
know nothing about being close enough; if its
looking for 104 F, then 105 F wont cut it and the
test will not be run (and some tests will look for an
even higher temp). If the thermostat doesnt let it
get there, youre wasting your time trying to run
the test. I dont know about you, but I cant tell a
10-degree difference on the average temp gauge.
While the Elantra ran well, it took only a couple
of drives before we had the O2 code back. When
Photo 3: Air Intake with no more mass

air sensor. The engine load signal is
handled by the MAP sensor.
we monitored the front O2 signal, it appeared to be

switching well, but it was hard to tell if they were
all within a second. Knowing that the exhaust leak
could be an issue, we replaced the flex section of
the pipe. With the now-quiet exhaust system, the
signal from the O2 sensor looked better, and it took
awhile, but the code eventually still set. At this
point, were back to looking into our service info
and checking for issues on iATN, something that
should have been among our first steps.
A quick search on iATN covered the things we
already did, but also mentioned problems with the
grounding of the alternator bracket to the block, as
well as the engine ground and body grounds near
the battery. Id like to say that I know exactly how
the bad grounds affected the O2 readings, but Im
afraid I cant. But I can say that after we cleaned the
56
grounds, the car set the monitors in two trips and

we had a successful repair and happy customer
who no longer talks about needing a new car.
WHATS NEW?
A lot has changed since 2002, to the point that on
the more current Hyundais youll find direct injection (GDI); drive-by-wire throttles; timing chains
rather than belts on some engines; and idle stop and
go (ISG) technology on the latest models.
By now, we should all be aware of direct injection
and how it works. Simply speaking, this system
injects the fuel directly into the cylinder rather than
before the intake valves in the port. Injecting the
fuel into the cylinder takes advantage of the cooling effect of the fuel, resulting in a more dense mixture that permits the use of a higher compression
ratio, providing increased horsepower and torque.
More torque results in the same acceleration with
less throttle opening, which increases the miles per
gallon. Efficiency is also improved with more precise timing of the injector pulse and eliminating the
fuel dropout that takes place with port injection.
You need enough fuel pressure to overcome the
increasing cylinder pressure to deliver the fuel into
the cylinder. Hyundai uses an in-tank, low-pressure
pump to deliver 65 psi to a camshaft-driven, mechanical high-pressure pump that will boost the pressure to 580 psi at idle, to a maximum of 1,958 psi at
full throttle to ensure fuel delivery as the cylinder
pressure increases with rpm. This pressure is controlled by an internal pressure regulator in the pump
and monitored by a fuel rail pressure sensor.
In the event of a failure, a limp home mode is provided where 65 psi will be delivered. This system
also uses a new design and operating strategy for
the injectors that can handle the increased pressure.
Speaking of fuel pressure, good work habits are
more important than ever when dealing with this
type of pressure. Always release the pressure before
working on the system; its easy enough, especially
if you check your service information for the model
youre working on. You will have to remove the fuel
pump relay and start the car to run down the pres-
[ HyundaiFeature
sure.
The only downside to GDI
seems to be that with no fuel flowing over the intake valves, there
have been some reports of carbon
buildup on the valves and ports.
There are many theories on what
causes this carbon buildup, but all
seem to substantiate that the oil
that passes through the intake
manifold from the crankcase ventilation system is a major cause.
Some engineers feel the problem
starts when fuel contacts the back
of the intake valve, resulting in a
soot-like substance that encourages the carbon buildup.
As technicians, we should be
encouraging our customers to use
58
FUEL & EMISSIONS
a top-grade gasoline and periodically add a fuel

additive like Techron. The good
news is we perform a fair amount
of service on Hyundais and

havent experienced this issue.
Idle stop and go is the latest
technology also aimed at increasing efficiency in mileage and
emissions. As the name implies,
this system turns the vehicle off
when its stopped when certain
criteria is met. It looks at factors
like brake pressure, battery condition and vehicle speed to make
its decisions. When the vehicle is
stopped at a traffic light, the engine is turned off until the brake
is released, at which point the
engine will restart. An electric oil
pump is equipped to maintain
the necessary pressure in automatic transmission-equipped
cars to allow the transmission to
respond without lag.
All of this new technology is
certainly interesting, and while
some of it may create a diagnostic challenge, it makes this job as
an import vehicle specialist so rewarding. Embrace the challenge
to keep up with the changes, and
avail yourselves to the wealth of
available information. IC
[ ImportTechTips
DIAGNOSING CLUTCH ASSEMBLY
NOISES
Noise can resonate from many areas of a
vehicles driveline. There are several types of
noises associated with the clutch assembly.
The release bearing is most often blamed for
being the cause of noise when, in many cases, it
is not the release bearing at all. For example,
technicians often describe a squeaking
noise emanating from the bell
housing. This noise occurs
while the vehicle is idling in
neutral and goes away
when slight pressure to the
clutch pedal is applied.
Technicians frequently mistake the release bearing as the
60
source of this squeaking. The true cause is low

release system preload. A defective or worn
release bearing will make more noise when the
clutch pedal is depressed.
Modern hydraulic and self-adjusting cable
clutch release systems require a preload on the
release bearing. The bearing
requires a preload of approximately 28 lbs. This preload
causes the release bearing to
run constantly on the clutch
diaphragm fingers when the engine is
running. Insufficient preload allows the
release system components, such as the
clutch release fork, to be loose on the pivot
points. The fork will move around more than
when the preload is correct, often causing a
squeaking or clunking noise.
[ ImportTechTips
In hydraulic systems, the preload is provided by a spring in
the slave cylinder. To prevent or
eliminate noise associated with
low preload, install a new slave
cylinder.
In cable systems, the preload is
provided by the ratchet and
pawl. To prevent or eliminate
noise associated with low preload, replace the cable with a
new cable. Replacing the cable
will allow the ratchet and pawl
mechanism to maintain the proper tension and provide the correct preload to eliminate noise.
Additionally, be sure to inspect
the ratchet and pawl for excessive wear.
Important Tip: A faulty release
bearing will make more noise
when a load is applied (clutch
pedal depressed), not less.
Courtesy of Schaeffler Group USA
KIA
ADDED GROUNDS CAN SET
CODES
Additional grounds can typically

benefit a vehicles electrical system. That is, unless the vehicle is
Negative terminal
without a
battery sensor
62
a 2008-to-present Kia equipped

with a battery sensor. If an extra
ground cable is installed on the
negative battery terminal, it can
cause the battery sensor to send
incorrect information to the engine control module (ECM),
which can generate all sorts of
problems.
You can determine if the vehicle has a battery sensor by looking for a connector attached to
the negative battery terminal as
shown in the image below.
Battery Sensor Function
The battery sensor transmits information about battery voltage and
temperature to the ECM. Armed
with that information, the ECM
controls alternator voltage output
and the vehicles various electrical
control systems.
On vehicles equipped with the
ISG (Idle Stop and Go) feature,
for example, the idle-stop and
auto-start function is dependent
on the battery state of charge
(SOC) and state of health (SOH)
information received from the
battery sensor.
Negative terminal
with a
battery sensor
[ ImportTechTips
DTC
DTC Name
Cause
MIL Illumination Causal Parts
U1111
Battery sensor fault

detected by ECM
Battery sensor is
abnormal
No
Poor connection
Open/Short
U1112
LIN communication
error
LIN communication
error
No
Open or short LIN

communication line
P0620
Alternator
control circuit
Open or short
in harness
No
Open or short in harness

Poor connection or
damaged harness
P2501
AMS voltage
rationality
There is a wide voltage

difference between
battery sensor and
actual value
No

Faulty battery sensor
Poor connection
P2502
AMS charging
system voltage
Battery voltage at the

power supply terminal of
the ECM - Voltage from
the battery sensor > 3V
No

Faulty battery sensor
Poor connection
P2503
AMS no battery
charge
State of charge (SOC) <

calibration
No

Open or short in charging
system
Faulty charging system
Battery sensor
False Diagnostic
Trouble Codes
When an extra ground
cable is installed on the
negative battery terminal, the battery sensor
can incorrectly report
that the battery is in a
discharged state, despite
a normal battery condition. The resulting improper operation of various systems and
components can set the DTCs
shown in the table.
The malfunction indicator
lamp may not be illuminated,
but numerous trouble codes
can be stored. If any of the
DTCs mentioned in the table
are set, be sure to remove any
additional cables attached to
the negative battery terminal.
Clear the codes and road-test
the vehicle to confirm the prob-
64
lem has been resolved. Advise

the customer not to install
additional ground cables at the
negative battery terminal.
Written by the ALLDATA
Community Automotive Diagnostic
Team, a select group of automotive
experts dedicated to helping technicians fix hard-to-repair vehicles more
efficiently. Meet the team by visiting
http://support.alldata.com/alldatacommunity.
2014 ALLDATA LLC. IC
[ Essentials
Brought to you by
<<
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Red Kap, the worlds largest
automotive apparel manufacturer, launched a new line of shop
pants and shorts designed
specifically for the automotive
industry. The Red Kap Performance Shop Pants are loaded with
features like a covered waistband button that prevents
scratches; specialty pockets that
provide storage for phones,
tools and gadgets of all shapes
and sizes; and reinforced double
knees bend and flex easily while
providing extra durability. For
more info, visit
www.redkapautomotive.com.
<<
Genuine Intermotor Import

Ignition Wire Sets are unrivaled for quality, coverage
and original match. No one
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factory-installed separator
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loom and trays to keep
wires sorted properly and
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Wire Sets install with ease
for exceptional power, performance and extralong service life. For more information, visit
www.standardbrand.com.
Ranger Products, a division of BendPak Inc., is bringing another new tire

changer to market. The R80DTXF
tire changer features an automatic
bead lifter, variable speed turntable
and bilateral bead loosener with
direct hand-operated controls. Other
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drop-center tool, top bead assist
rollers, dual lower bead lifting discs
and a nylon non-marring wheel
restraint device tools designed to
reduce effort, increase safety and
minimize operator fatigue. Visit
www.rangerproducts.com for
complete details.
<<
<<
NAPAs Platinum Filter offers technology for the latest advancements in

synthetic oil and performance oil filters.
Featuring a host of oil filter innovations, including wire re-enforced,
fully synthetic media and an ultradurable Hydrogenerated Nitrile
compound anti-drain back valve
(where applicable), this oil filter
provides the ultimate protection in
the NAPA family of oil filters. Visit
www.napafilters.com for more information.
66
The Automotive Aftermarket Industry

Association (AAIA) is now the Auto
Care Association. As the voice of our
entire industry and the champion for
driver choice, were bringing a
stronger focus to clearly communicate
the value we deliver to drivers, businesses and the economy. Weve
always been driven by a spirit of independence. Now its time for everyone
else to know it. For more information,
visit www.autocare.org.
Essentials]
<<
The LuK Self

Adjusting
Clutch (SAC) is
a revolutionary
design that
sets the standard for performance and driver comfort. It is engineered specifically for passenger car and light truck
applications equipped with manual transmissions.
Features and benefits of using a LuK SAC include:
Increased wear capacity, less release load and consistent pedal effort over the life of the clutch. All this
translates to longer clutch life and increased driver
comfort. Visit www.luk-us.com for more information.
Arnott Air Suspension Products introduced both a remanufactured frontright and remanufactured front-left Air
Strut Assembly for the 2006-11 C6
Chassis Audi A6, A6 Quattro, Avant and
S6. Arnotts painstaking remanufacturing process includes adding a new protective aluminum air sleeve, bump stop,
crimping rings, dust boot, check valve
and terminal plug. For more information, visit www.arnottindustries.com.
Five new Bosch Blue Brake pad sets

have been added to the Bosch coverage line-up, expanding coverage for
many late-model Asian, Domestic and
European vehicles such as the 2013-14
Nissan Altima, 2012-13 GMC Sierra
2500 HD and 3500 HD, and 2011-13
BMW X3. The additional part numbers
together cover 0.6 million units in
operation. For more information, visit
www.boschautoparts.com
<<
<<
<<
Delphi Product & Service Solutions announces 20

new Mass Airflow Sensors to its engine management
portfolio covering more than 10.2 million vehicles
built from 1990 to 2013. Applications cover:
Audi, BMW, Chevrolet, Hyundai, Kia, Lexus,
Mazda, Nissan and Toyota.
Delphi MAF sensors are
brand-new, never remanufactured. By testing to OE specifications, Delphi ensures that
the sensors provide accurate
readings and airflow output,
which helps to reduce comebacks. Visit www.delphi.com for more information.
<<
With the addition of new

part numbers to its Graywerks line of high-quality
transmission pans, ATP
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vehicles on the road today.
Key features include: Fits right
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resistance; drain plugs with gaskets included
where required; no need to reuse old parts.
For more info, visit ww.atpautomotive.com.
Import-Car.com
67
DIRECT CLASSIFIEDS
AD INDEX
Advertiser ...............Page Number
Advertiser ...............Page Number
AAPEX........................................63
Gates, INA and Litens ....16, 17, 19
Advance Auto Parts

Professional.......................14, 46
GMB North America ...................33
ADVICS ................................24, 25
K-Seal........................................27
Air Suspension Parts

by Arnott, Inc. ..........................42
KYB Americas Corp....................41
Airtex Corporation................57, 62
Aisin World Corp. .......................39
ALLDATA ....................................43
Autel.us .....................................55
Auto Care Association................61
Auto Value/
Bumper to Bumper...........Cover 4
Litens Automotive Group............52

Mann + Hummel .......................36
Mercedes-Benz USA.....................5
Monroe Shocks & Struts.......20, 48
NAPA....................................11, 49
Nissan Motor Corp. USA...............7
OReilly Auto Parts.....................23
Automotive Video/AVI.................65
Parts Plus..................................59
AutoZone ...................................37
Perfect Stop.........................28, 29
Bars Leaks................................58
Red Line Synthetic Oil................38
BendPak .........................Insert, 64
Schaeffler Group USA ..............8, 9
CARQUEST Auto Parts..................3
Stellar Automotive
(Lube Guard) ...........................12
Federal-Mogul
Motorparts...Cover 2 Gatefold, 13
Federal-Mogul Motorparts, Moog
Steering & Suspension ......44, 45
LIQUI MOLY GmbH .....................34
Automotive Service Equip ..........60
CRP Industries.....................30, 31
68
Intermotor/SMP..........................15
TYC/Genera Corp. ......................35

Walker Products, Inc..................51
WIX Filters .................................47
WORLDPAC.........................Cover 3
Import-Car.com
69
DIRECT CLASSIFIEDS
Advertising
Representatives
The Tech Group
Bobbie Adams
badams@babcox.com
330-670-1234, ext. 238
Sean Donohue
sdonohue@babcox.com
330-670-1234, ext. 206
Jamie Lewis
jlewis@babcox.com
330-670-1234, ext. 266
Dean Martin
dmartin@babcox.com
330-670-1234, ext. 225
Glenn Warner
gwarner@babcox.com
330-670-1234, ext. 212
John Zick
jzick@babcox.com
805-845-1400
List Sales Manager

Don Hemming
dhemming@babcox.com
330-670-1234, ext. 286
Classified Sales
Tom Staab
tstaab@babcox.com
330-670-1234, ext. 224
70
Why switch to PDQ? PRICES. Low prices. High Quality. Always.

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DIRECT CLASSIFIEDS
Call now to order or to receive a free 2012 catalog 1-800-434-5141

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Import-Car.com
71
[ ImportInsights
Honda
2015 Acura ILX
Powertrain Specs
The 2015 Acura ILX made its debut in
the Honda lineup in June. The ILX is
available in four grade levels offering
different blends of performance and
premium features with these two
powertrain choices:
The SOHC 2.0-L inline 4-cylinder
has 16 valves, i-VTEC and a specially
tuned dual-stage intake manifold. The
2.0-L produces 150 hp at 6,500 rpm,
and 140 lb.-ft. of torque at 4,300 rpm.
ILX 2.4-L i-VTEC, six-speed manual
transmission, 31 mpg rating (highway),
with Premium Package.
Acuras i-VTEC is an intelligent
valve control system that pairs Variable
Valve Timing and Lift Electronic Control
(VTEC) with Variable Timing Control
(VTC). The aluminum powerplant
produces 201 hp at 7,000 rpm and 170
lb.-ft. of torque at 4,400 rpm.
The 2.0-L direct-injected engine
produces 150 hp and is paired with a
Sequential SportShift five-speed automatic transmission. For a more dynamic
driving experience, a 2.4-L engine that
pumps out 201 hp is mated to a closeratio, six-speed manual transmission.
72
Honda Sales Hot in May

May 2014 Honda and Acura vehicle sales showed an
overall increase of 9% compared to May 2013, which
showed a similar increase vs. the previous year. The
Honda Division posted an increase of 9.8% with May
sales of 137,928 units. The Acura division gained 2.2%
on May sales of 14,675, with light trucks increasing
32.9% for the month on sales of 10,301 units. Year-todate American Honda sales reached 610,413 units. In
particular, Accord, Civic and CR-V each topped 30,000
units in May, with the Accord up 19.3%.
Hot-selling Acura
light trucks continued their record-setting pace, combining
to achieve the best
May sales in division
history. Total Acura
division sales increased 2.2% over
last year on sales of
14,675 units in May.
Acura Debuts First Hybrid

The ILX Hybrid is the first-ever hybrid vehicle from Acura,
powered by a fifth-generation of Hondas integrated electric motor system. The integrated electric motor consists of
an ultra-thin DC brushless electric motor mounted between
the gasoline engine and the Continuously Variable Transmission. The gasoline engine and electric motor combine
to produce maximum output of 111 hp at 5,500 rpm and
127 lb.-ft. of torque between 1,000-3,500 rpm.

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Fuel Injection/Emissions

Engine Oil Consumption Diagnostics

Volume 36, No. 7

Brake Pulsation Q&A

Oil Consumption Issues

Being able to diagnose and solve

Due to the variables in engine

Contributing Writer Bob Dowie

ImportCar Staff 330.670.1234

Gary Goms, formerly of Midland Engine

Scott Gonzo Weaver, Superior Auto Electric,

Editorial Advisory Board

60 Import Tech Tips

Steve Louden, Louden Motorcar Services,

66 Essentials (New Products)

Frank Scandura, Franks European Service,

John Volz, Volz Bros., Grass Valley, CA

72 Import Insights: Honda

3550 Embassy Parkway

Babcox Media, Inc.

IMPORTCAR (ISSN 1069-4714)

July 2014 | Import-Car.com

Count Your Service Opportunities

ith the average age

Mary DellaValle, mdellavalle@babcox.com

July 2014 | Import-Car.com

Looking ahead, IHS forecasts

tomers that your shop is the one

driven by two Monroe brand ambassadors who

SMP Launches New Corporate Website

July 2014 | Import-Car.com

investor relations portal, career opportunities and

Wagner Lighting products.

AMI Accepting Applications for Five

July 2014 | Import-Car.com

July 2014 | Import-Car.com

For Its 2014 Giveaway

Following up on its 2013 promotional giveaway vehicle, the

DuPont Chemicals Expects Rapid

July 2014 | Import-Car.com

to old-time values like

Centric Parts Earns 12th

July 2014 | Import-Car.com

By Scott Gonzo Weaver, owner Superior Auto Electric, Tulsa, OK

Mean Second-Rate Results

hen it comes to diagnosing a

July 2014 | Import-Car.com

exactly the same thing as the previous

July 2014 | Import-Car.com

Always check runout in the hub flange and

July 2014 | Import-Car.com

2. The most likely cause of

In order for the pad to stay in

cause pulsation. Runout causes

3. What is the most likely

July 2014 | Import-Car.com

4. Technician A says lateral

July 2014 | Import-Car.com

be corrected with tapered shims

6. A customer returns with a pulsation complaint. During the brake job

6,000 miles, that spot on the rotor will go past the

Rotors will crack and fail mechanically,

ue to the variables in engine design and

July 2014 | Import-Car.com