Brake & Front End, February 2014

®

A MAGAZINE

�Ford F-150 Alignment �Air Ride Options � Indirect TPMS Making a Comeback

February 2014BrakeandFrontEnd.com

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Editorial StaffPhone: 330-670-1234

Editor Andrew Markel, ext. 296email: [email protected]

Managing Editor Tim Fritz, ext. 218email: [email protected]

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BRAKE & FRONT END (ISSN 0193-726X)(February 2014, Volume 86, Number 2):Published monthly by Babcox Media, 3550

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CONTENTSVolume 86, No. 2

28

A Publication

24 Drivetrain DiagnosticsSolving Transmission Electronic ControlProblems

28 Brake RotorStop Pulsation Comebacks Before They Start

34 TPMSIndirect Tire Pressure Monitoring Systems

4 Viewpoint

6 Gonzo’s Toolbox

8 Aftermarket Update

16 Alignment Spec

32 Air Ride

36 Tech Tips

42 Shop (New Products)

44 Rapid Response

45 Classifieds

48 Brakelight

2 February 2014 | BrakeandFrontEnd.com

PRESIDENTBill [email protected], ext. 217

VICE PRESIDENT Jeff [email protected], ext. 282

Sales Representatives: Bobbie [email protected], ext. 238

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Glenn [email protected] 330-670-1234, ext. 212

John Zick [email protected] 949-756-8835

List Sales Manager Don [email protected], ext. 286

Classified Sales Tom [email protected], ext. 224

3424


ViewpointBy Andrew Markel | EDITOR

Last month, I found mydriver’s license fromwhen I was 20. In1994, I got my first job

working at a dealership as aporter, shuttle van driver andservice writer trainee. It wasthe first step on my journeywhere I would work as a serv-ice writer, technician and mag-azine editor. Just looking at the picture onthe license, I can see a wide-eyed kid that just wanted towork with cars and makemoney. I remembered all ofthe mistakes I made, cars thatcame back, and — most of all— the people who helped me. I began thinking about whatI would say if I could go backin time and talk to this 20-year-old kid — to prevent somany mistakes and to avoidthe missed opportunities.Here are six things I wouldtell myself:

• Never road rage in a vehi-cle with the shop’s name onthe side. This one is commonsense, but some how you man-aged to forget this when seat-ed inside the 1992 VWEurovan that was a rolling bill-board with the phone numberfor your boss on it. You areright. She did cut you off. Butit does not give you the rightto honk, yell and flip her the

bird. She will call your bossand you will get yelled at.

• Do not fix you girlfriend’svehicle. It will start with anair filter and progress tointake manifold gaskets.When you say no to a clutch,it will lead to a fight becauseshe thinks you are cheating onher with other people’s cars,and she does not understandthat it can’t be done in a park-ing lot in front of her dorm.As a rule, you can only workon your significant other’svehicle when you are marriedand have at least two children.

• Buy a decent torque wrench.There will come a time whenyou have to do a wheel bearingon a vehicle twice before youactually come to the realizationthat you can’t use your “cali-brated arm” to apply 170 ft.-lbsof torque with a 150 ft.-lbstorque wrench. Buy a decenttorque wrench sooner ratherthan later.

• Do not overextend yourcredit with tool trucks. Youcan only avoid the tool truckdrivers for so long before theythreaten to “repo” your tool-box. You will use some of thetools you buy on credit 20years from now. But some ofthe limited edition sets, spark

plug gapping tools and assort-ed branded gadgets you puton your tab now will take youyears to pay off.

• The Internet will be BIG. Iknow you think that AOL is thegreatest thing in the world, butit is going to get so much better.In the future, swapping CDsout of drives for service infor-mation will be a thing of thepast. Information will flow atspeeds unknown to you in1994. Learn how to use theInternet and even how to code.

And most importantly…

• Shut Up and Listen. Youwill have the opportunity towork alongside some of thebest technicians in the world.Listen and learn from them.You should be paying themfor the help they are givingyou. Do not be in a big rush towork on your own for flatrate. The training and advicethey will give you is priceless.Shut up and learn. If you failto do this, you will regret thisthe most later on. I can’t go back, and I guessthat is what makes these les-sons valuable. I only hope in20 years I find an old driver’slicense and can look back withthe same sense of growth. �

A Note to My 20-Year-Old Self


Monday through Friday it’s the same rou-tine: My average day begins with theusual commute to work, coffee and theturn of my key to the front door. I un-

lock the overheads and do any morning paper work Ihave waiting. For the most part, every working dayhas the same general routine, one day to the next,each month and each year.

Being under the dash or hood of the modern car ismy comfort zone, but it doesn’t hurt to get out of mycomfort zone. Like a lot of people, that day-in, day-out grind can give me a snapping attitude. I coulduse a reminder now and then that what I do for aliving ain’t all that bad, and I owe my customers agreat deal of gratitude for their patronage and forputting up with this snarly old mechanic. You cantake those average days in your own little comfortzone for granted and forget there is more to whatmakes the world go around besides the next caryou’re working on. Sometimes it might take a littlenudge from an outside source to get you to realize it.

Recently, I took a few days off and ventured outon a road trip with my wife to one of her “comfortzones.” Ok, I was “volun-told” by my wife, but Ididn’t complain too much. She was a guest speakerat a quilting retreat. It was three days of little oldladies, sewing machines and quilts.

Goodbye, Comfort ZoneI didn’t have any tools, scanners or hoods to hideunder. Well over a hundred women with scissors,big fancy (expensive) sewing machines and colorfulfabric were on hand. There weren’t many husbandsat the retreat, and the hotel staff had its hands full,so they kept me busy as their bell boy (minus thequirky cap of course), carrying their machines fromthe parking lot to their classrooms. I just pulled myball cap down a bit tighter and asked the next ladywith a sewing machine, “Where do ya’ want this onemoved to, ma’am?”

This whole experience made me think of what it islike for a non-car person to enter an automotiverepair shop. The actual interaction with the servicewriter or mechanic can be intimidating. For me, aweekend with the wife surrounded by thread andquilts was, believe it or not, intimidating. Especiallywhen one of them asked me something about theirsewing machine or quilting.

Look, I know what a PCM and a ball joint are, butI haven’t a clue about flying geese or half-square tri-angles. And these women loved to rub it in.Uncomfortable? Yes. Intimidating? Well, let’s put itthis way: When I was stuck in front of a sewingmachine and clued in on which buttons to push tomake it sew, they got quite a chuckle out of watch-ing some big, burly guy fumble around with a sharpneedle and try to hold a thin piece of fabric with hisnubby fingers. Sooner or later one of them wouldpush me aside and say, “Here, let me show ya’ howto do this.”

I’d like to think I can learn how to operate anysort of machinery, even one of these ultra-expensivesewing machines, but these women are in a leagueof their own. They made it look so easy, and I can’teven figure out how to sew a straight line.

I certainly can take some lessons from the quiltingretreat. The women did their best to make me feelcomfortable. The real heart of the intimidation wastrying to hold a conversation with them and nothaving a clue what they were talking about, or whatthey were doing.

I’ve got to keep this in mind when I’m back at theshop. I should try harder not to be so intimidating,work to keep things on common ground, and notmake it so overwhelming for the customer, especial-ly those who are uncomfortable about a strangerthey just met working on their car. I got it, ladies —thank you. Now, the other question is, can I turnsome of the experience of being out of my comfortzone into my average day? I’m sure going to try. �

By Scott “Gonzo” Weaver [email protected]’sTool Box

LessonsFrom A Day Being Out Of My ‘Comfort Zone’


Federal-Mogul’s popular, free“SmartChoice Mobile” appfor automotive serviceproviders has been selectedfor the Frost & Sullivan NorthAmerican Customer ValueLeadership Award. The Frost& Sullivan award is presentedannually to a company thathas demonstrated excellencein implementing strategiesthat proactively create valuefor its customers.Representatives of theFederal-Mogul VehicleComponents segmentreceived the award Jan. 14during the Frost & SullivanExcellence in Best PracticesAwards Gala in New Orleans.The SmartChoice Mobile

app enables users of iPhoneand Android devices toinstantly access the latestFederal-Mogul parts informa-tion and technical support forvirtually any passenger car orlight truck, and communicatedetailed inspection findings —including photos and repairestimate — directly to thevehicle owner. The appincludes VIN scanning tech-nology that can instantly cap-ture critical vehicle informa-tion and link the user to allcorresponding parts and repairinformation via Federal-Mogul’s www.FMe-Cat.comapplications database.“SmartChoice Mobile is a

central part of the growing

digital eco-system available toprofessional technicians whorely on any Federal-Mogulproduct,” said Brian Tarnacki,director, global market strate-gy, Federal-Mogul VehicleComponents segment. “Theentire automotive parts andservice industry depends onthe continued operational effi-ciency and competitiveness ofindependent service business-es. This tool, like our manyother online and in-markettechnical resources, is ulti-mately an investment in ourcustomers’ long-term suc-cess.”The free Federal-Mogul

SmartChoice Mobile app canbe downloaded through theApple App Store and GooglePlay as well as the company’swww.SmartChoiceApp.comwebsite.

v IndustryReviewFederal-Mogul Mobile AppSelected for North AmericanCustomer Value Leadership Award


v


Akebono Brake Corp. congratulated General Motorson receiving the North American Truck of the Yearaward for the 2014 Chevrolet Silverado. Theaward-winning truck is equipped with foundationbrake components provided by Akebono.“We congratulate the GM team on their

tremendous victory with Silverado,” saidHadrian Rori, executive vice president, researchand development, Akebono Brake Corporation.“It is an honor for Akebono to team up with GMon this award-winning vehicle and contributetechnology.”

Akebono collaborated with GM on the devel-opment of the Silverado’s foundation brakingcomponents, including calipers, rotors and brakepads. The rotors Akebono supplies to GM areproduced using a ferritic nitro-carburizingprocess (FNC). The FNC process diffuses nitro-gen and carbon into the ferrous rotor material,producing a very hard surface layer that reducescorrosion and wear over the life of the rotors. The four-wheel-disc brakes on the truck also

feature Akebono brake pads made of low-copper,non-asbestos friction material.

Standard Motor ProductsReceives Five AftermarketAuto Parts Alliance Awards Standard Motor Products, Inc. (SMP) was recentlyhonored by the Aftermarket Auto Parts Alliance,Inc. (Alliance), receiving five awards during theannual shareholders’ winter meeting held Dec. 7-12 at the Turnberry Isle Resort in Aventura, FL.SMP was recognized for its outstanding trainingsupport and outstanding shipping performance.“I’d like to thank the Alliance shareholders for

recognizing SMP’s achievement for the besttraining and shipping performance in 2013,” saidKen Wendling, vice president warehouse distri-bution sales, SMP. “Receiving five awards is anextraordinary accomplishment and we are veryproud to share these prestigious honors with allof those who work extremely hard every day tomake sure our business and partnership with theAlliance continues to grow and flourish. I’despecially like to acknowledge the fine work ourtraining division has done in support of theAlliance group.” SMP received the outstanding training

support award for the 12th time.

Akebono Provides Brake Components for“North American Truck of the Year”

ALLDATA Launches ManageOnline, Android AppALLDATA has launched its cloud-based shopmanagement system, ALLDATA Manage Onlineas well as the Android version of its ALLDATAMobile app.ALLDATA collaborated with MAM Software

to develop the online version of its shop man-agement system. The company says the onlineversion of ALLDATA Manage retains all theprogram’s profitability features, including fastand easy write-ups and invoices, integratedlabor and parts costs, online parts orderingfrom the leading catalogs, real-time profit monitoring, “smart” shop jobs and more.“ALLDATA Manage Online can significantly

boost a shop’s efficiency, and whenever efficiency goes up, profitability follows,” saidALLDATA President Jeff Lagges. ALLDATA Mobile app offers portable access

to ALLDATA's OEM diagnostic and repairinformation. A technician can read VIN infor-mation and pull standard P Codes, which arelinked to specific manufacturers’ repair arti-cles. P Codes also can be stored by VIN, aswell as cleared.

IndustryReview

IndustryReview

BrakeandFrontEnd.com 11

Sammy Guinn of Guinn’s Tire & Auto in Marietta, GA, is the2013 CARQUEST ‘Ten To Win’ Sweepstakes Grand Prize Win-ner. Guinn is the winner of a fully restored 1965 Ford Mustang.He took delivery of his prize Jan. 18 at the Barrett-Jackson Auc-tion in Scottsdale, AZ.The CARQUEST Ten to Win Sweepstakes was a 10-monthcontest, held February 2013 to November 2013, exclusively forprofessional customers of CARQUEST Auto Parts stores. Eachmonth featured a customer winning a trip to the 2014Scottsdale Barrett-Jackson Auction and a chance to win thefully restored 1965 Ford Mustang.Grand Prize Winner Sammy Guinn is owner of Guinn’s Tire& Auto, a family-owned and operated business in theMarietta, GA., area for more than 35 years. His business is alsoa proud member of TECH-NET Professional Auto Service.

CARQUEST Auto PartsAnnounced ‘Ten To Win’Sweepstakes Grand Prize Winner


More FederatedFree Fuel FridaysAheadThe popular Federated Free Fuel Fri-days contest is back. Every Fridaythrough March 28, Federated willgive away two free $50 gas cards oneach of its Federated Auto Parts andFederated Car Care Facebook pages. “It’s been a cold, rough winter, so

why not stay inside and visitFederated on Facebook? You couldbecome a free fuel winner,” saidPhil Moore, senior vice president forFederated Auto Parts.

Fans of Federated can enter for achance to win and will receive extraentries when sharing the contestwith their Facebook friends.

v IndustryReview

Go to www.bfeRAPIDRESPONSE.com

Automakers, AftermarketTo Preserve ConsumerChoice In Auto Repair

The Alliance of Automobile Manufacturers (Alliance), theAssociation of Global Automakers (Global), the AutomotiveAftermarket Industry Association (AAIA) and the Coalitionfor Automotive Repair Equality (CARE) have announcedtheir collective acceptance of a national agreement to ensureconsumer choice in post-warranty auto repair, decisivelyending the longstanding “Right to Repair” debate within theindustry. The national agreement is based on a recent law finalized in

the Commonwealth of Massachusetts (Chapter 165 of theActs of 2013). The signed Memorandum of Understanding(MOU) extends nationwide the essential provisions for alllight vehicles negotiated in the Massachusetts law; it impactsall companies and organizations that are currently membersof the signatory associations.This national agreement ensures the Alliance, Global, AAIA

and CARE will stand down in their fight on “Right toRepair” and work collectively to actively oppose individualstate legislation while the respective groups work to imple-ment this MOU. In the meantime, the parties agree that fur-ther state legislation is not needed and could serve to weak-en the effectiveness and clarity of the MOU.“We are excited that consumers and independent repair

facilities around the nation will have the same access to theinformation, tools and software needed to service late-model computer controlled vehicles as is required under theMassachusetts right to repair statute,” said KathleenSchmatz, president and CEO of the Automotive AftermarketIndustry Association. “We believe that the resulting competi-tive repair market is a win-win for car companies, the inde-pendent repair industry and, most importantly, consumers.”“Automakers manufacture high-quality, innovative vehicles

that provide strong value, safety and convenience to ourcustomers,” said Mitch Bainwol, president and CEO of theAlliance of Automobile Manufacturers. “Accessible, efficient,accurate and competitively priced repair and service areparamount, and franchised dealers and the aftermarket playunique and important roles in the repair process.”“Much like with fuel-efficiency economy and greenhouse

gases, a single national standard regarding vehicle repairprotocols is imperative,” said Mike Stanton, president andCEO of the Association of Global Automakers. �




Sponsored by:

AlignmentSpec

2004-2008Ford F-150


The 2004-‘08 Ford F-150 and 2005-‘08 Lincoln Mark LT are not difficult vehicles to align, but they are difficultvehicles to properly inspect and adjust

to the optimal specifications. The 11th generation F-150 was a completely

new platform for 2004. There are 2004 modelsof the old platform known as “heritage” or“classic” F-150s. The main difference with the11th generation is in the front control arms.The lower control arm is forged aluminum.Upper ball joints have areputation for failing soon-er than lower ball joints.To adjust camber and

caster, you must installcam bolts in the lowercontrol arms. By installingthe four bolts, you can get±2.0º of camber and caster. The caster should be

measured and adjusted with the truck loadedwith the average payload. If you do not takeinto account the extra weight, the caster mayturn too positive when the customer loads thebed up with tools and supplies. This couldcause the customer to complain aboutincreased steering effort. If the caster is exces-sive, it is an opportunity to sell the customeron springs and ride-leveling products.

The base tire package on an F-150 starts at 17inches. This can be a very expensive tire. Ifexcessive cross-tolerances of the camber orthe toe are near specifications, the edges ofthe tires may feather or wear. Take your time

2005-2008Lincoln Mark LT



and make sure all the adjust-ments are deep into the green.Always measure the thrust

angle. The thrust angle is adiagnostic angle. Failing to dothis can lead to a misalignedsteering wheel and tire-wearproblems.

Camber & CasterAdjustments1. New lower arm-to-frame

mounting bolts must beinstalled with cam bolt kits toallow for adjustment of the armin the frame slot. The rear lower

control arm-to-frame bolt mustbe reversed in order to installthe alignment kit to allowaccess for a torque wrench. Youshould not have to remove thesway bar for some aftermarketbolt kits. Check the instructionsbefore you begin.2. To adjust the caster and

camber, refer to the chart onpage 16.Adjustments that require mov-

ing the front and the rear of thelower arm should be madeequally. Check cross camberand caster tolerances after the

AlignmentSpec



adjustment. 3. While holding the bolt,

tighten the nut. 4. Check and, if necessary,

adjust the front toe.5. Set the final torque to 300

Nm (222 ft.-lb) on the nuts only.

Ball Joint InspectionWhen performing a pre-align-ment inspection, always checkthe ball joints for wear. Theinspection needs to be per-formed with the suspensionunloaded and in the fullrebound position. The weight ofthe wheel and tire assemblymust be overcome to obtain anaccurate measurement on thedial indicator.Inspect the ball joint for rela-

tive movement by alternatelypulling downward and pushingupward on the wheel and tireassembly by hand. Note any rel-ative vertical movementbetween the wheel knuckle andlower arm at the lower balljoint.If relative movement is not felt

or seen, the ball joint is OK. Donot install a new ball joint. Ifrelative movement is found, youneed to measure the movementwith a dial indicator. To meas-ure ball joint deflection, attach a

suitable dial indicator with aflexible arm between the lowercontrol arm and the wheelknuckle or ball joint stud. Thejoint should have less than 0.2mm of deflection.

AlignmentSpec


AlignmentSpec


Quick Tips• On the “new” model F-Series trucks, be sure to fold the side viewmirrors in when raising these trucks on a two-post lift. The mirrorsare large enough that they have been crushed by the plate or capfound at the top of lift posts.• This one issue might seem excessively simple to talk about, butcan be very embarrassing in front of the customer if you are notprepared. The secondary hood release handle was moved on the2008 Super Duty. It is now below the inside lower corner of theright headlight.

The Truck in a Beer Can: The 13th generation Ford F-150Last month, Ford unveiled the latest generation of the Ford F-150.The new F-150 is up to 700 pounds lighter, helping the truck towand haul more, accelerate and stop faster, and operate more effi-ciently. The main area of weight reduction is the body. The bodyuses high-strength, military-grade, aluminum alloys to make thenew truck’s body lighter, stronger and more resistant to dents. The frame is still steel, but the lower control arms are stamped

steel and not forged aluminum. The aluminum control arms werenot carried over to the 13th generation F-150. Ford is introducing a suite of smart driver-assist technologies on a

pickup for the first time, including lane-keeping assist, adaptivecruise control and a collision mitigation system. Lane-keeping assist uses the truck’s front camera system to moni-

tor lane markings and can alert the driver if the vehicle drifts out ofits lane — even providing steering torque to pull it back into thecenter of the lane if needed.These new technologies will not work if the new F-150 is not

aligned properly and the steering position sensor is malfunctioningafter the alignment. �


DrivetrainDiagnostics By Andrew Markel | EDITOR

Troubleshooting an automatic transmissioncan be one of the most intimidating di-agnostic procedures at a shop. The firstreaction is typically, “We don’t do that

type of work.” But there is profit in performingdrivetrain diagnostics and “in-the-car” repairs. The modern automatic transmission and

attached drivetrain has many “mechatronic”parts that control and protect the traditionalclutches and planetary gears. These devicesshift the gears, lock the clutches and regulate thefluid pressures. Most of these items can be diag-nosed and replaced while the transmission is stillin the vehicle.

Tool UpSpecial tools are often needed when diagnosing

transmission problems and when overhauling units.In days gone by when transmissions where purelymechanical and hydraulic, all you needed was a setof high-pressure gauges to check line pressures. Youalso needed a vacuum gauge to check the engine’sintake vacuum and the integrity of the vacuummodulator. But with today’s electronic controls, you

need a scan tool, scope and a multimeter.Transmission codes and sensor data on late-model vehicles is accessed through the OBD II

diagnostic connector and thePowertrain Control Module

(PCM) diagnostic gate-way module.

But on some vehicles, the information is oftenfound in a separate Transmission Control Module(TCM) or Body Control Module (BCM). Either way,you’ll need a scan tool to access fault codes andoperating data.A scan tool can also help you check for commu-

nication faults between the PCM and transmissioncontroller if the vehicle has separate computers.Problems here will typically cause the transmis-sion to go into a “limp in” mode that may lock itin 2nd gear.Some transmission problems may or may not set

a fault code and turn on the MIL lamp, so it’simportant to always scan the PCM or transmis-sion module for codes if there’s a transmission-related complaint or driveability issue. Someengine sensor failures (for example, the throt-tle position sensor, MAP sensor or vehiclespeed sensor) can also affect the operation of

the transmission. So, it may be necessary to alsocheck these sensors.

If you find a transmission fault code, you mayhave to check the resistance of a solenoid in the

valve body, its operating voltage or the frequencyof its control signal from the computer. This will


In-the-Car Diagnostics: SOLVING TRANSMISSION ELECTRONIC CONTROL PROBLEMS

DrivetrainDiagnostics


require a digital multimeter (DMM) that can readvoltage, resistance and frequency or dwell.You’ll also need the applicable service information

that includes wiring schematics and OEM diagnosticcharts with test specifications for all the componentsthat need to be checked. This kind of informationcan be found in OEM service manuals, on OEMwebsites (daily one-time access fees are typically $15to $25), or through online technical informationservice providers. You should also check for anytechnical service bulletins (TSBs) that may be relatedto the transmission problem. In some cases, it maybe necessary to reflash (reprogram) the PCM ortransmission module to cure a particular fault.

Diagnostic Strategies and TransmissionsWhen using a scan tool to diagnosis a drivetrain

problem, it’s often what is not displayed on the scantool that will lead you to your final diagnosis. Themodern transmission is one of the most connectedcomponents on a vehicle. If a PCM or TCM can’t see

inputs like engine speed, load or throttle position, itwill assume the worst and put the transmission intoa safe or limp mode.The transmission does not have discreet sensors

connected to the throttle body, crankshaft or intakemanifold. Instead, the transmission shares informa-tion with the engine control and other modules inthe vehicle using a serial data bus. Most vehiclesmanufactured after 2004 put the TCM or PCM mod-ule on the hi-speed, two-wire CAN network alongwith BCM and ABS modules. The topology for these networks is typically a loop.

If a module is not operating, the existing modulescan still communicate on the bus. When you’reusing your scan tool to solve a transmission prob-lem, you may have to look at the PIDs or datastreamfrom the ECM or BCM to see what modules are talk-ing on the bus. If you can’t communicate with a transmission

control module with your scan tool, look fortransmission information in the connected mod-


DrivetrainDiagnosticsules. The BCM will monitor information from the TCM on gearposition so it can tell the instrument cluster what gear to displayfor the driver. It can also work the other way. If a TCM is not able to communi-

cate with the ECM, looking at the transmission-related PIDs forcalculated engine load, throttle position and manifold air pressuremay show that the ECM is not communicating on the network orhas other issues.


THINKING OUTSIDE THE CASE: Three Causes of Transmission Complaints

Non-Transmission Sensors CausingTransmission ProblemsMost transmission control modules use inputs from other sen-sors on the vehicle. If a vehicle can’t accurately calculate theload on the engine, it will adjust the line pressure and slippageto the inaccurate calculation. This can damage the transmis-sion. Sensors used to calculate the load can include the MassAirflow Sensor (MAF), Throttle Position Sensor (TPS) andManifold Air Pressure (MAP). If unmetered air is entering thecylinder through a leak, the engine load will be below the actu-al percentage. This can cause the module to use different shiftpoints and line pressures. This could cause the transmission todelay shifts, overheat and possibly burn the fluid. Maintenance items like a restrictive air filter, dirty air flowmeter or blocked crank case ventilation system can change thecalculated engine load to the point where it can influence shiftpoints and shift quality.

Wiring Harness ProblemsThe wiring harness and connectors on most transmissionsoperate in a unique environment. Normal automatic transmis-sion fluid’s conductivity is very low. Hybrids usually have aspecification for a fluid that is non-conductive. In most cases,the fluid will not damage or short the connections; the deter-gents and chemicals will cause the degradation of the materialsin the wiring harness that might be outside of the case. Also, check for any damaged wires and connections that

could be damaged by impact with road debris, weak or shiftingmotor mounts and hot exhaust systems.

GroundsSince the mid 1990s, the grounds for solenoids and sensorshave changed dramatically. Never assume the chassis groundis coming through the case or valve body. Study the wiring dia-grams before trying to diagnose a dead or open solenoid. Sometransmissions can have multiple ground points for the sole-noids, module and sensors. �


BrakeRotors By Andrew Markel | EDITOR

Let’s say a vehicle had .003” of lateralrunout when measured at the outsideface of the rotor. If this vehicle is ridingon 205/55R16 tires, in one mile, the

high-spot with .003” of runout goes past thecaliper approximately 836 times. Over 6,000miles, that spot on the rotor will go past thepads more than 5 million times. Every time thisspot passes the pads, a little bit of the rotor’smaterial is removed. Over the course of those 5million revolutions, enough material is removedto create a thickness variation that can be felt bythe driver.This is why it is critical to measure thicknessand runout in a brake rotor and wheel flangeeven if new rotors are going to be installed.Below are the recommended steps for meas-uring thickness and runout. These are the bareminimum steps you should be following forold and new rotors.

BEFORE STARTINGMark the original position of the rotor with apaint or grease marker before removing the rotor.

ROTOR THICKNESS1. Inspect the rotor’s surface for defect, corro-sion or cracks. 2. Find the discard measurements on therotor. On some aftermarket rotors, they will belaser-etched into the sides of the plates. If a dis-card measurement can’t be found, look it upalong with the specification for thickness varia-tion or parallelism. 3. Using a micrometer, measure the thicknessof the rotor in at least six spots that are oppo-site from each other. 4. Record the results. Variations in thicknessshould be between .001” and .003”.

ROTOR RUNOUT MEASUREMENT1.Mount the dial indicator to a rigidly secureportion of the suspension, like the knuckle. Donot mount the arm to tie-rod ends or controlarms. Position the indicator tip perpendicularto the rotor’s surface and 0.5” from the edge ofthe rotor.2. Tighten down the rotor with the correctconical washers to the recommended lugnutspecification.3. Set the dial to zero and turn the rotor.

Measure Three Times, Shim and Cut OnceStop Pulsation Comebacks Before They Start


BrakeRotors


4.Mark the high and low spots of the runout. For mostcars, the specification will be .002” or less.5. Remove the rotor. Inspect the mounting surfaceinside the hat. Remove any corrosion or debris.

RUNOUT IN THE WHEEL FLANGE1. Rotate the hub bearing assembly by hand. Anyroughness, play or noise from the bearing is an indica-tion of damage. Verify that the condition is normal orrequires replacement.2. The dial indicator base should be placed or clampedrigidly on a secure portion of the suspension. Positionthe indicator tip as perpendicular on the wheel flange aspossible.3. Set the dial indicator to zero. Next, turn the flange atleast twice and observe the high and low spots ofrunout.4. Mark the high and low spots of runout on the flange.5. If the flange has more that .002”, or the readings areinconsistent, further corrective actions might need to be


BrakeRotors


taken after rotor runout ismeasured.

MATCHING THE HUB TOTHE ROTORBy measuring and marking thehigh and low spots of runout inthe hub and rotor, it is possibleto match the high spot ofrunout in the hub with the lowspot of runout in the rotor. Thistechnique can be used to mini-mize the amount of materialremoved with an on-the-carbrake lathe. Flange runout can be correctedwith tapered shims that areavailable to correct a runout of0.003” (0.075 mm) to 0.009”(0.230 mm). A runout of morethan 0.005”(0.125 mm) at thebearing flange cannot be cor-rected by the use of a shim. Thecombination of the rotor andbearing flange could preventthe rotor from being turned.Check the bearing flange runoutafter friction surface runout.Check flange runout by chang-ing the rotor position 180º onthe bearing. If the high spotchanges 180º, the rotor could beOK or ready to turn after thebearing is shimmed.Components should bemarked as you perform aninspection of the assembly.Check the bearing endplay.Mark the relation of the rotor tothe bearing flange. Mark therotor high and low runout spotson the rotor friction surface. Thelow spot marked as zero andthe high spot as 0.XX”. Markthe high and low runout spotson the bearing flange with thesame method as the rotor fric-tion surface.

Once you have collected thedata, the following compar-isons should be made:

• If the endplay exceeds man-ufacturer’s specifications,replace the bearing and recheckrunout. • Compare bearing flange torotor runout position. • If the shim cannot correct therunout, the bearing should bereplaced. • Check the rotor thickness.The minimum dimensionshould be stamped or cast intothe rotor. There has to beenough thickness to cover therunout without going below theminimum thickness.

ON-THE-CAR RUNOUTMINIMIZATIONToday, you can purchase an on-the-car brake lathe that, after ithas been attached to the vehicle,will automatically compensatefor runout — quick and easy. In some cases with excessiverunout, a new rotor should bemachined to match the vehicle,which helps to match the rotorsto the hub flange. Using an on-the-car lathe canhelp to reduce runout on newrotors. The main advantage ofthese lathes is that they are ableto cut a rotor in its operatingplane. This means that the rotoris machined to match the hub.It has often been said that youshould never machine newrotors, but what if the runoutexceeds the manufacturer’sspecifications when the newrotor is installed on the vehicle?This situation makes it permissi-ble to machine a new rotor withan on-the-car brake lathe. �


Suspension By Andrew Markel

All air ride systems canfail and require service.There are several repairpaths you can go down

to offer the best option for a cus-tomer’s needs and budget. The start of any repair path isdiagnostics. With modern air ridesystems, failures can occur in mul-tiple areas including the controlmodules, solenoids and even thevehicle network. A failure mayappear to be a leaking air bag, butit might be a control module thatcan’t communicate, a stuck sole-noid or a worn out compressor. Insome cases, the control modulewill require reprogramming toresolve a problem.

Some of these fixes can bevery affordable. Before

any air ride systemis scrapped forpassive coilspring units,consider theresale value ofthe vehicle. Afunctioning airride system

can add thousands to the price ofsome vehicles. On other vehicles,the price has depreciated to thepoint where a functioning systemmakes little difference. Always advise the customer thatnot repairing the air ride systemremoves some functionality fromthe vehicle like adjustable ridecontrol and load leveling.With more and more air-ride-equipped vehicles accumulatingmiles, you can expect to see asteady stream of these vehicles inyour bays. You also have moreoptions than ever before when itcomes to replacement parts andconversion kits. Below is a fore-cast of current and future air ridevehicles and replacement options.

BMWThe 5 Series received rear airleveling suspension in 1999 as anoption. The X5 was the first toget air ride in 2000. In 2002, the 7Series received an adjustable airsuspension. New models like theX6 have air ride as standard.Replacement parts and conver-sion kits are available.

BUICKBuick started to offer rear airleveling shocks in the early1990s. Later models like the1998 Park Avenue receivedfront air ride andadjustable-valving struts.Later models like theLucerne and Terraza also

have air ride leveling suspensionsas standard.

CADILLAC Cadillac started the trend of airride in 1959 as an option on allmodels. In the 1990s, theEldorado, Deville and Seville hadair ride rear suspensions as a stan-dard feature. Many sport modelsalso had electronically adjustableshocks and struts called ETC. TheEscalade shares the same air rideand electronically adjustablestruts as the rest of its full-sizedGM 1500 brothers. In the future, the STS, SRX, CTS-V, DTS, XLR and SRX modelswith magnetic ride control willrequire replacement or passiveconversion kits.

CHEVROLET/GMCThe majority of the large- andmedium-sized SUVs have someform of air leveling rear suspen-sion. Some of the fully optioned1500 SUVs have electronicallyadjustable rear shocks. Manyreplacement and conversionoptions are available. Some mini-vans and crossover SUVs haverear load leveling shocks as anoption.

FORD/LINCOLNThe biggest service opportunityfor Ford vehicles is the 1992-2011Crown Vic/Town Car/Marquisrear air ride shocks due to thelarge number of vehicles on the

REPAIR OR CONVERT A VARIETY OF MAKES AND MODELS

Air Ride Replacement Options


road. The next largest opportunityis the Expedition. Many replace-ment options are available to serv-ice the air ride system or convertthe rear units to coil springs.Lincoln was one of the first tooffer air ride at all four corners forthe Continental and Mark VIImodels in 1984. The Navigatorhas air ride shocks standard at therear for all models. 2003-‘06Navigators have an optional frontair suspension. There are manyreplacement, service and coilspring conversion options for thisvehicle.

HUMMER2003-‘09 Hummer H2 shares thesame rear suspension with therest of the GM 1500 variants. Airleveling suspension is standard onall H2s. Many replacement andconversion options are available.

JAGUARThe 2004-‘10 Jaguar XJ8 and XJRhave air ride units at all four cor-ners. Replacement units from thedealer can be very expensive. Coilconversion kits are available aswell as replacement sensors, com-pressors and complete air rideunits.

LAND ROVERAir ride suspensions were stan-dard on all Discovery and Range

Rover models since the mid-1990s. These models have com-mon pattern failures that canleave the suspension flat or in safemode. There are many replace-ment and service options avail-able for these vehicles from spe-cialists. Coil conversion kits areavailable as a solution for a cost-conscience customer, but beforeconsidering this option, considerthe resale value of the vehicle.

LEXUS From the start, Lexus offered airride at all four corners as anoption with the 1990 LS 400. Sincethen, air ride has become optionalor standard equipment on mostmodels including the RX and GXSUVs. There are aftermarketrepair and conversion options.

MERCEDES BENZMercedes Benz has offered sever-al air ride and hydraulic systemssince the early 1990s. Theseinclude Airmatic and ABC. Someof these systems can also haveActive Dampening Control(ADC). When ordering replace-ment parts for these vehicles,make sure you know the systemas well as information such as ifthe vehicle is all-wheel drive. Thegreatest opportunity for shops isthe S-Class for replacement airride components and coil conver-sion kits.

TOYOTA The 2003-‘11 Toyota 4Runnerwith the X-REAS system is not anair ride system, but it is a systemthat can fail. The X-REAS systemlinks all four shock absorbers to acenter control absorber. The after-market does offer service parts aswell as passive conversion kits. �


Suspension

TPMS By Larry Carley

Indirect Tire Pressure Monitoring Systems:

Indirect Tire Pressure Monitor-ing Systems (TPMS) are thesystems that do not have airpressure sensors inside the

tires. Rather, they detect a low tireby comparing relative wheelspeeds via the Anti-lock Brake Sys-tem (ABS) wheel speed sensors.When a tire loses air, its diameterdecreases slightly.Older indirect TPMS are not as

sensitive to changes in tire pres-sure as direct systems that actually monitor the air pressureinside the tire, but they are not asexpensive either. An indirectTPMS is a relatively affordableadd-on to a vehicle if it’s alreadyequipped with ABS. Even so, thevast majority of vehicles thathave TPMS use direct systemsrather than indirect.Federal law requires the TPMS

to alert the driver if the pressureinside a tire has dropped morethan 25% below the recommend-ed inflation pressure. The samerules apply to direct and indirectTPMS. Many vehicles abandonedindirect systems for direct sys-tems to meet the federal mandate.One of the weaknesses of older

indirect systems is that they maynot turn on the warning light ifall the tires are underinflated bya similar amount. If the recom-mended pressure is 32 psi, but allthe tires are 24 psi (down 25%),the system won’t know there’s aproblem because all the tires will

be rotating at the same speedwhen the vehicle is being driven.New systems are taking advan-

tage of better wheel speed sen-sors and modules to make indi-rect systems work. Indirect TPMSbegan making a comeback in2011 on all Audi models. Thehighly popular Honda Accordswitched to indirect TPMS for the2013 model year. The 2013 MazdaCX-5 is now also using an indi-rect TPMS. Some of the VW Golfplatform vehicles have switchedto an indirect TPMS. Most ofthese models have the optionalABS and stability control system.But even the newer systems

suffer from the inability to readthe tire pressure when the vehicle is sitting still.

INDIRECT TPMS APPLICATIONS

Indirect TPMS applicationsinclude:• Audi 2011-2014• BMW X5 2002-2005• Buick LeSabre 2000-2005• Buick Lucerne 2006• Buick Park Avenue 1998-2005• Buick Regal 1999-2004• Buick Rendezvous 2003-2007• Chevy Impala 2000-2005• Chevy Monte Carlo 2000-2005• Ford Freestar 2004-2005 (somealso have direct TPMS)• Ford Windstar 2001-2003• Honda Accord 2013-2014• Lexus LS430 2004-2006


MAKING A COMEBACK

TPMS


• Lexus RX330 2004-2006• Mazda CX-5 2013-2014• Mercedes C-Class 2007• Mercedes SLK 2005-2007• Mercury Monterey 2004-2005 (some also havedirect TPMS)• MINI Cooper 2004-2007• Oldsmobile Alero 1999-2000• Oldsmobile Aurora 2001-2003• Pontiac Aztec 2003-2005• Pontiac Bonneville 2000-2005• Pontiac Grand Am 1999-2002• Pontiac Grand Prix 2004-2006• Pontiac Vibe 2005-2007• Toyota Corolla 2005-2007• Toyota Matrix 2005-2006• Toyota Solara 2004-2006• Toyota Highlander 2004-2006• Toyota RAV4 2004-‘05• Volkswagen GTI 2007 and 2010• Volkswagen Jetta 2005-2007

WHERE TO FIND RESET PROCEDURESAll of these applications use a similar technology

and strategy to detect a low tire, but there is no com-mon reset procedure. Toyota is probably the best,with only one simple reset procedure for all of its in-direct TPMS (though a slightly different procedure isused on the Lexus models).With so many different reset procedures, it’s

important to make sure you’re using the right procedure for the vehicle you’re servicing. TPMS reset procedures may also be found in the

vehicle owner’s manual (if it hasn’t been lost).Open the glove box and check the index in theowner’s manual for any TPMS information.

AUDI RESET PROCEDURES1) Find the factory tire pressure specifications on theplacard located on the doorsill on the driver's side. 2) Identify the tire that is low on pressure and fill itup according to factory specifications. 3) Put the key in ignition and start the car, but don'tturn the engine on. 4) Push the "Car" button located on the vehicle con-trol panel. 5) A menu will pop up on the screen, scroll downand select "tire pressure monitoring."6) Select "Store Curr. Tire Pressure"7) The screen will then read, "tire pressures are beingstored."

8) The tire pressure light should now be reset.

TOYOTAOn Toyota applications, the reset procedure isfairly straightforward, though it actually takesmuch longer to complete. Turn the key on (engineoff), then press and hold the RESET button untilthe flashing TPMS warning light goes off. Or, if itis not flashing, hold the RESET button until thelight flashes three times. Turn the key off. Hold on though: The relearn procedure is notcomplete until the vehicle is driven at 19 mph orfaster for at least an hour. You don’t have to dothis, obviously, but your customer should be madeaware of the fact that the TPMS reset procedurewon’t be complete until the car has been drivenawhile. During this time, the TPMS system maynot be able to detect a low tire, so make sure allthe tires have been inflated to the correct pressurebefore the vehicle leaves your shop. �


TechTipsThis month is sponsored by:

Models: 1998-’99 Legacy Sedan, Wagon,Outback, Forester.

Problem: Hard brake pedal (high effort) inextreme cold weather. Braking ability getsbetter as air temperature rises.

Cause: The vacuum hose in these vehicleshas an in-line check valve (see graphic).Moisture can accumulate in the valve. Incold weather, the moisture freezes, blockingthe vacuum to the booster, which causes theneed for greater brake effort. When the airtemperature rises above freezing, the valvethaws out and normal brake effort returns.

Solution: Inspect hose and check valve assembly. If moisture is found, the source of themoisture must be eliminated. Check the emission system and the engine for proper opera-tion; correct or repair as necessary. It may be necessary to replace the vacuum hose and checkvalve assembly to correct the freezing problem.Source: CARDONE Pro Tech


Cold Weather Braking Effort Problem

Models: Corolla, MatrixYears: 2003-‘08

Some customers may experience a front brake rattletype of noise when the car is traveling over bumps.Updated front disc brake cylinder (caliper) mount-ings and disc brake pad support plates are avail-able to eliminate this condition.

Repair Procedure1. Conduct a road test to verify the noise condi-tion. A front brake rattle noise will occur whenthe front tire runs over a depression in the road.2. Remove and replace the front disc brake padsupport plates (two per each caliper).

NOTE: The procedures listed below are for oneside and should be used for both the right and leftside. Refer to Fig. 1 on page 38 for a diagram ofthe front disc brake components.A. Remove the front wheel.B. Remove the caliper by holding the front discbrake slide pin and removing the two bolts.C. Remove the two front brake pads from thefront disc brake cylinder mounting.D. Remove the anti-squeal shims and the padwear indicator plates from each pad.E. Remove the two front disc brake pad supportplates from the cylinder mounting.F. Remove the front disc brake cylinder mount-ing by removing the two bolts.

Toyota: Front Brake Rattle Noise

SUBARU



G. Install the new disc brake cylin-der mounting with the 2 bolts.Torque: 107 N.m (1089 kg.cm, 79 ft.-lb)H. Install the two new disc brake

pad support plates. Apply discbrake grease to the back of thebrake pad support plate.I. Install the front anti-squeal

shims. Apply disc brake grease tothe anti-squeal shims.

NOTES ON THE ANTI-SQUEALSHIMS:• When replacing worn pads, the

anti-squeal shims must be replacedtogether with the pads.• Make sure to install the shims in

the correct positions and directions.• Apply a thin layer of disc brake

grease to the area that contacts theanti-squeal shim.• Disc brake grease can come out

slightly from the area where theanti-squeal shim is installed. Be sureto wipe off any excessive grease toavoid pad contamination. Makesure that disc brake grease is not applied onto thelining surface.

J. Install the anti-squeal shims and the pad wearindicators to each pad. Make sure to install the padwear indicators in the correct positions and direc-tions.K. Install the two front brake pads with anti-squeal

shims to the disc brake cylinder mounting. Apply asmall amount of the disc brake grease (1 to 2 mm[0.04 - 0.08 in.] thick) to the areas shown in Fig. 2.NOTE: Do not apply grease to the friction sur-faces of the brake pads or the disc rotor.L. Install the caliper with the two bolts. Torque: 34

N.m (350 kg.cm, 25 ft.-lb)M. Install the front wheel.

Torque: 103 N.m (1050 kg.cm,76 ft.-lb)

3. Road test the vehicle to con-firm the front brake rattle noiseis no longer present.This information supersedesTSB No. BROO4-07 and wasoriginally titled “Front BrakeSqueak.”

Courtesy of ALLDATA.

TechTips

Fig. 1: Front Disc Brake Components

1. Front Disc Brake Cylinder Slide Pin2. Front Disc Brake Cylinder Mounting LH3. Bush Dust Boot4. Anti-Squeal Shim No. 25. Anti-Squeal Shim No. 1

6. Disc Brake Pad7. Pad Wear Indicator Plate8. Front Disc Brake Pad Support Plate No. 19. Front Disc Brake Pad Support Plate No. 2

Fig. 2: Front Disc Brake Grease Application

1. Area For Disc Brake Grease Application2. Also Apply Disc Brake Grease Here (1-2 mm [0.04-0.08 in.])

TechTips

Models:• 2003 Accord 4-Door, VIN JHMCM5...3C000001 throughJHMCM5...3C019349 • 2003 Accord 4-Door, VIN 1HGCM5...3A000001 through1HGCM5...3A054708• 2003 Accord 2-Door , VIN 1HGCM7...3A000001 through1HGCM7...3A014092

Customers complain about a rattle that can be heard from therear shelf area. Do not confuse this with worn upper strutmounts. The probable cause is the dynamic damper does not fittightly against the rear shelf.

Corrective ActionInstall washers between the dynamic damper and the rearshelf.

Repair Procedure1. Remove the rear shelf trim.2. Remove the dynamic damper.3. Install two 6 mm washers between the dynamic damperbracket and the rear shelf.4. Reinstall the dynamic damper and the rear shelf trim.

Parts Information:6 mm washer (two required). P/N 94103-06800, H/C 0629824Courtesy of ALLDATA.


Honda: Rattle From the Rear Shelf


TechTips

Models:2005-‘07 Chevrolet Malibu (SedanOnly) with Rear Drum Brakes(RPO J41 or JM4)

Some customers may comment on asqueak or creak-type noise comingfrom the rear of the vehicle. This noiseoccurs at slow speeds while drivingover small bumps and is most appar-ent when the underbody of the vehicleis wet. This condition may be causedby the parking brake cables rubbing orslip-sticking on the retainer grommet.

CorrectionReplace both existing white parking brake cablegrommets with new black grommets (P/N15807015) using the procedure below. These newblack grommets are made from a Teflon material.

• Raise and support the vehicle.• Open the underbody clip (No. 2 in Fig. 1) toprovide some slack in the parking brake cable.Use a flat-bladed tool to release the lock tab.Use care not to permanently bend the parkingbrake cable. If the cable becomes bent, it mustbe replaced. • Remove the white grommet (No. 1 in Fig. 1)from the bracket. Pull the parking brake cableinboard, gripping the cable on both sides of thegrommet.• Use pliers to remove the white grommetfrom the cable.• Line up the new black grommet slot with thecable and compress onto the cable using pliers.• Install the black grommet into the bracket.• Reinstall the parking brake cable into theunderbody clip.• Repeat the steps above for the other side. �


Chevrolet Malibu: Low Speed Creak/SqueakFrom Rear of Vehicle

Federal-Mogul’s MOOG Steering and Suspension brand has introduced 43 new replacement parts that address the service requirements of millions of late-model foreign-nameplate and domestic passengervehicles. The MOOG brand, the automotiveservice industry’s “Problem Solver,” offers innovative technologies that improve onoriginal component designs for longer life, superior performance and faster, easier installation. The new parts include 12

patent-pending MOOG Problem Solver control arm bushings thateliminate stress-induced failures encountered with the original equip-ment-style design used on more than 25.5 million passenger vehicles.Available for models from Honda and Mazda.Reader Service: Go to www.bfeRAPIDRESPONSE.com

S&H Industries announced a new Knee Saver work seat withtool tray. Quickly and easily roll about with your tools readilyavailable on the convenient tool tray built into the frame. Thework seat can hold a 300-pound capacity and has adjustableheight and tilt for multiple positions. Casters evenly distributethe weight and add balance. Knee pads are thickly paddedfor comfort and a unique kneeling position to reduce pressureon the lower back.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Brought to you by:

AutoCareProNews.com

The PlatinumNAPAFilter offers technology for the latest advancements in synthetic oil and performanceoil filters. Featuring a host of oil filter innovations,including wire re-enforced fully-synthetic media,ultra-durable Hydrogenerated Nitrile compoundanti-drain back valve (where applicable), this oilfilter provides the ultimate protection in theNAPA Family of oil filters. Visit www.napafilters.com for more information.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Rancho fabrication and engineering back the new dual steer-ing stabilizer brackets for Rancho RS7000MT and RS5000 series steering stabilizers, constructed from 1/4 -in. high-strength, low-alloy steel. The Rancho dual steering stabilizerbrackets fit 1999-2004 Ford F-250/F-350 Super Duty, 2003-2012 Dodge Ram 2500, 2005-2013 Ford F-250/F-350 SuperDuty and 2006-2012 Dodge Ram 1500 truck models outfittedwith Rancho RS7000MT or RS5000 steering stabilizers.Reader Service: Go to www.bfeRAPIDRESPONSE.com

Honeywell Friction Materials,known for its Bendix, JURIDand Stop by Honeywell brand-ed disc pads, added 185 newmodel numbers in the fourthquarter of 2013, covering anadditional 82 million vehicles.Specifically, there was emphasisin the shoe and parking brakecategory with the introductionof 132 models, which cover 70million vehicle. Disc pad cover-age expanded to include anoth-er 1.3 million vehicles, androtor, wheel cylinder and mastercylinder new models on morethan 11 million vehicles. Reader Service: Go towww.bfeRAPIDRESPONSE.com

Shop


Tenneco’s 2013-2014 Monroe Brakes catalog highlights the continued expansion of the brand’s Total Solution line of ultra-premium brake pads,with coverage now reaching 97 percent of foreign nameplate applications.Monroe Total Solution pads are delivered complete with electronic wirewear sensors, noise elimination hardware, sensory locking plate (SLP)backing plates and many other ultra-premium features designed to helpservice providers complete more high-quality brake repairs every day. Reader Service: Go to www.bfeRAPIDRESPONSE.com

Shop


Hunter’s Quick Check inspection system, which performs acomprehensive vehicle inspection in under three minutes, usesnew WinAlign 14 software to communicate with cutting-edgedevices and provide valuable information about a vehicle’salignment, brake performance, battery health, tire health andemissions. The Quick Check inspection system builds onHunter’s patented alignment check system, which measuresalignment angles that affect tire life. The alignment check takesonly 58 seconds and produces total toe and camber measurements for both axles. Reader Service: Go to www.bfeRAPIDRESPONSE.com

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

Advertiser Page Advertiser Page

ADVICS Cover 2Air Suspension Parts by Arnott, Inc. 33Auto Value/Bumper to Bumper Cover 4Automotive Service Equip 40Bartec USA, LLC 35Federated Auto Parts 18,19Ford Parts 5, 17Hennessy Industries 1Hunter Engineering Co. 21Jasper Engines & Transmissions 37KYB Americas Corp. 7Monroe Shocks & Struts 20Moog Steering & Suspension 22, 23NAPA Cover Call Out, 31Nucap Industries 30, 34, 39, 48O'Reilly Auto Parts 3Packard Industries 40

Perfect Stop 26, 27Pro-Cut Intl 29Schaeffler Group USA 8, 9Standard Motor Products 14, 15Tenneco/Walker 12, 13WORLDPAC 25

>> VISIT www.bfeRapidResponse.com and click on the company from which you want information.

>> OR, go to www.BrakeandFrontEnd.comand click on the Brake and Front End Rapid Response logo.


Reader Service: Go towww.bfeRapidResponse.com

WANT DETAILS ON THE PRODUCTS & SERVICES YOU SEE IN

DI R E C T C L A S S I F I E D S


Advertising RepresentativesThe Tech Group

Bobbie [email protected], ext. 238

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Call now to order or to receive a free 2012 catalog 1-800-434-5141www.autobodysuppl ies.com

Why switch to PDQ? PRICES. Low prices. High Quality. Always.1st time buyer? Order from this ad and receive these special prices.

46 February 2014 | BrakeandfrontEnd.com




Simply the Best Lists:Automotive Aftermarket

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Phone: 330-670-1234 x286 Fax: [email protected]

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BrakeLights


June 1951 – More than 250,000 soldiers were wounded in WWII. Some of them could not operate acar using the normal controls. Car makers and shops realized that they had a debt to pay to these veter-ans. When new cars could be bought after the war, just about every automaker offered hand controls at noextra cost. In a Ford brochure from 1946, Henry Ford wrote: “The least we can do for these men is to be

sure that they get an even breakwith those who come back with-out major disabilities, and we donot want any profit incentive toenter into this picture. No manwho lost a limb in the armed serv-ices of our country during the waris going to have to pay anythingextra to drive a Ford automobile.”

For veterans driving older vehicles, may shops worked withhospitals to install and maintainthe hand-control systems. �



Documents

Brake & Front End, February 2014