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I 2013 TPMS TSBs I U-Joints & Angles I GM AutoRide ® A MAGAZINE BrakeandFrontEnd.com December 2013 Reader Service: Go to www.bfeRAPIDRESPONSE.com Reader Service: Go to www.bfeRAPIDRESPONSE.com Publication A 16 Alignment Spec 2004-2013 Mazda3 22 Brake Job Stopping Brake Noise 16 24 22 CONTENTS 24 Universal Joints Inspection and Replacement Viewpoint Gonzo’s Toolbox 10 Aftermarket Update 26 GM Autoride 30 TPMS 34 Twin-Piston Calipers 38 Tech Tips 42 Shop (New Products) 44 Rapid Response 45 Classifieds 48 Brakelight Volume 85, No 12 BRAKE & FRONT END (ISSN 0193-726X) (December 2013, Volume 85, Number 12): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A Phone (330) 670-1234, FAX (330) 670-0874 Periodical postage paid at Akron, OH 44333 and additional mailing offices POSTMASTER: Send address changes to BRAKE & FRONT END, P.O Box 13260, Akron, OH 44334-3913 BRAKE & FRONT END is a trademark of Babcox Publications, Inc registered with the U.S Patent and Trademark office All rights reserved A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements Call (330) 670-1234, Ext 288, to speak to a subscription services representative or FAX us at (330) 670-5335 Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year Canada: $89 for one year Canadian rates include GST Ohio residents add current county sales tax Other foreign rates/via air mail: $129 for one year Payable in advance in U.S funds Mail payment to BRAKE & FRONT END, P.O Box 75692, Cleveland, OH 441014755 VISA, MasterCard or American Express accepted December 2013 | BrakeandFrontEnd.com Editorial Staff Phone: 330-670-1234 Editor Managing Editor Technical Editor Graphic Designer Publisher Ad Service (Material) Circulations Manager Subscription Services Andrew Markel, ext 296 email: amarkel@babcox.com Tim Fritz, ext 218 email: tfritz@babcox.com Larry Carley Dan Brennan, ext 283 email: dbrennan@babcox.com Jim Merle, ext 280 email: jmerle@babcox.com Cindy Ott, ext 209 email: cott@babcox.com Pat Robinson, ext 276 email: probinson@babcox.com Maryellen Smith, ext 288 email: msmith@babcox.com PRESIDENT Bill Babcox bbabcox@babcox.com 330-670-1234, ext 217 VICE PRESIDENT Jeff Stankard jstankard@babcox.com 330-670-1234, ext 282 Sales Representatives: Bobbie Adams badams@babcox.com 330-670-1234, ext 238 Doug Basford dbasford@babcox.com 330-670-1234, ext 255 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 949-756-8835 List Sales Manager Don Hemming dhemming@babcox.co m 330-670-1234, ext 286 Classified Sales Tom Staab tstaab@babcox.com 330-670-1234, ext 224 Reader Service: Go to www.bfeRAPIDRESPONSE.com Viewpoint By Andrew Markel | Editor Telematics: Tomorrow’s Diagnostic Nightmare E very day you are exposed to and benefit from automotive standards Since 1916, the Society of Automotive Engineers (SAE) has been working with OEMs and suppliers to develop industry standards like the shape of the OBD II connector (SAE J1930) to the communication protocols for the serial data bus (SAE J1850) This standardization has saved you from buying multiple scan tools (SAE J1979) and has enabled for some diagnostic procedures and knowledge to work for multiple vehicle manufacturers Since the introduction of OBD II in 1994, these standards have helped shops and the aftermarket create a level playing field while pushing innovation forward at a lower cost It is a great example of how an industry can organize for the good of everyone It has also given consumers better vehicles and more service options It has been a real “win-win.” But, one of the biggest December 2013 | BrakeandFrontEnd.com trends in vehicles appears to have no standards; I am talking about telematics or the “connected car.” The best example of the ramifications of the complete lack of standards are Mercedes-Benz’s Tele Aid and early version of GM’s OnStar These systems were “bricked” due to the elimination of analog cell phone service Some of these cars were only three years old when the phone and emergency assistance feature stopped working in 2008 I am not scared that it will be used to direct consumers back to the dealer or spy on drivers, I am worried that today’s telematics system could be tomorrow’s diagnostic nightmare This lack of standards will make it more difficult to diagnosis, repair or disable the system Newer systems are going further and are becoming nodes on the CAN bus They can more than just observe data, they can bidirectionally control the vehicle This is why standards should be developed before a telematics module tries to dial Mom with a transmission control module At the heart of the debate is the clash of cultures The automotive industry takes at least two years to develop a product that will last more than 11 years The telematics and cell phone industry will develop a product in six months and it will need to last only two years or until the next upgrade Cars have to move slower because a crash is literally a crash I Reader Service: Go to www.bfeRAPIDRESPONSE.com Gonzo’s Tool Box By Scott “Gonzo” Weaver Gonzosae@aol.com Real or Reality TV Our Profession Is Greatly Underestimated By The ‘Big Screen’ H ave you noticed how many automotive reality programs there are on TV these days? I take the time to sit down and take in a few of them here and there But, from my side of the wrench, I have a completely different perspective when watching them In my opinion, some of these reality shows are far from reality They’ll start off with someone flashing a wad of cash or meeting a deserving owner Before the first commercial break, they tow the vehicle to their garage and present it to the crew The crew will look shocked at what was just dropped off That’s about the time the host gives them the lowdown in the next 40 minutes on what’s going to take December 2013 | BrakeandFrontEnd.com place This usually consists of a full restoration job, and only a few weeks to get it completed By the end of the show, there’s a gleaming, fully restored work of art on the screen But the shows that really disturb me are those that use the “all-nighter” approach to car repair because they are done “Hollywood-style.” A team will completely dismantle a car to the shell and all Gonzo’s Tool Box the mechanical work, electrical, interior, dash and instrument panels, brakes, transmission, rear-end, engine, cooling and heating systems, replace the glass, and a full paint and body mod in less than a week And, the best part (or biggest guffaw on these shows) is the final reveal of the newly restored gem to the owner/buyer On the sidelines, just out of the primary camera view, is the entire crew that has spent the last three days bringing this ride back to life I’m in awe of the crew, to say the least Not one of them is covered in grease, or has half of their shirt untucked, they have no fresh cuts or scraps, and not one of them shows any signs of sleep deprivation I’ve done my share of all-night, marathon repairs before, and by the time the sun comes up, I’m not the most coherent guy with a wrench They might call it “reality TV,” but it doesn’t seem all that realistic to me I’m sure the entire staff involved are some of the finest technicians, body-repair specialists and electrical gurus of the automotive world, but I highly doubt you can turn out a truly professionally restored vehicle in that short amount of time There has to be a huge number of shortcuts or outsourced labor used to meet the deadlines I restorations all the time and the biggest hassle with any of them is parts availability The job comes in the shop, you put it up on the lift and you spin the driveshaft, only to find out the differential or bearings are shot You can’t just run down to the local parts store and expect to pick up a set of bearings for a 30-year-old, low production car But, somehow, some of these shows pull it off On the other hand, there are a lot of great automotive reality programs on the television that go to great lengths to show how a modification is accomplished, with details that explain the process to the “nth” degree Any show that portrays the reality of doing the job I every day in a professional manner will get my attention I’ll sit down and watch it from beginning to end You want to show me how you install some super-cool, new rear taillight lenses or wild-looking front grille awesome! Or, pulling an engine out of a classic and doing the necessary rebuild on it super! I love that stuff But, when you try to convince me that you’re going December 2013 | BrakeandFrontEnd.com to take some car that’s been totally neglected and sitting for 10 years in the back of some family garage, and you’re going to bring it back to life overnight then you’ve lost me I think it gives the novice car enthusiast the wrong impression of what it takes to restore a car, and, for the typical customer, it greatly underestimates all that’s involved to fix his/her daily driver Lately, I’ve been doing a lot more restoration projects than I’ve done in the past, and I believe it’s a result of all of these reality shows So, for that, I’m thankful At the same time, shame on you! I can’t live up to the overnight results that seem so possible on the big screen Even though the customer doesn’t mention they’ve been watching a reality show, you know what they’re thinking: “This shouldn’t take any longer than it does on TV.” I Hydraulics More torque means more stopping power With a single-piston caliper, the footprint of the pad is limited in some ways to the diameter of the piston The diameter can only grow so large in relation to the rotor and brake pads If the pad is too long, it flexes When the pad flexes, it creates an uneven friction coupling on the rotor’s face The uneven friction can create unwanted noise If the flexing is severe enough, the friction material can separate from the backing plate Also, there is a direct relationship between the diameter of the rotor and the diameter of the single-piston caliper With dual- or twin-piston brake pads, the pads can be larger with even pressure distribution A larger brake pad has several benefits First, a larger pad will absorb more initial heat (less thermal shock) Second, a larger brake pad will have better wear characteristics and a longer life due to even pressure distribution Third, a larger pad is able to absorb more unwanted noise and vibration because it is able to cover more of the rotor Another advantage is in the area of drag and fuel savings With dual or twin pistons, it is possible to have more aggressive piston seals that can pull back the pads more effectively after the driver removes his foot from the brake pedal SERVICE CONSIDERATIONS Dual-piston calipers can be serviced in the same manner as singlepiston calipers with a few exceptions • Look for uneven pad wear If the pads have tapered wear, it could mean a problem with the caliper Tapered wear could mean that the slides are binding or that one piston is exhorting more force than the other, or both conditions could be present The slides and bushings play a critical role on dual-piston calipers If there is too much play, the caliper could rotate on the slides This will cause uneven pad wear • The pistons on dual-piston calipers may be difficult to retract Both pistons must be pushed back at the same time and rate with special tools If unequal force is used, it is possible to scrape the pistons against the bores This can damage the finish and coatings on the pistons and bores Also, it can damage the seals I Go to www.bfeRAPIDRESPONSE.com 36 December 2013 | BrakeandFrontEnd.com Tech Tips This month is sponsored by: Threadlocker 101 – Keeping Assemblies Assembled We’re all familiar with good ol’ split lock and star/toothed washers, as well as fastener alternatives like self-locking nuts And we know that the performance of various types of lock washers and nuts over the years has been adequate, but not typically exceptional As times have changed, so has the technology available In today’s challenging and competitive environment, wise shop owners and technicians take advantage of the most current improvements in products and procedures to enhance productivity and profitability Enter Threadlockers Chemical threadlockers have seen greatly increased use in recent years, both on assembly lines and in service bays According to Nick Seferi, product manager for Permatex, advances in chemistry have made threadlockers more versatile than ever before, and are able to meet a wide variety of fastening needs The most significant benefit of chemical threadlockers is that they provide better torque retention than mechanical methods Lock washers only provide holding strength at the point of contact, whether it is under the head of the bolt or at the nut They can lose their elasticity due to heat, vibration and time and cause the fastener to loosen Chemical threadlockers work differently They fill in the spaces between the male and female threads and harden into a tough plastic that locks the entire fastener in place This not only prevents vibration loosening, but also seals out moisture, dirt and other contaminants that can cause corrosion and compromise the integrity of the assembled joint “In addition,” observes Seferi, “gaskets can compress over time, which can compromise the torque retention of lock washers Similarly, soft materials like aluminum and other alloys, and even the plasticlike materials used in today’s vehicles, can compress over time This can make lock washers less effective and reduce the reliability of the clamped joint.” Size Does Matter “Innovations in threadlocker chemistry have allowed us to develop different formulations to fit a wide variety of fastener sizes and types in many applications,” explains Seferi Four key factors that technicians need to consider to make the right threadlocker choice are: the size of the fastener; the torque specification; the nature of the parts being asGo to www.bfeRAPIDRESPONSE.com 38 December 2013 | BrakeandFrontEnd.com Reader Service: Go to www.bfeRAPIDRESPONSE.com Tech Tips Go to www.bfeRAPIDRESPONSE.com sembled; and the expected need for future disassembly For example, bolts used on water pumps or other accessories may only be 5/16” or M8, so the torque spec for such fasteners would be a modest 20 ft.lbs., which is about 27 Nm A water pump is something that can be expected to be replaced once or even several times in the life of a vehicle, so a mediumstrength threadlocker would be a good choice for the attaching bolts On the other hand, a structural fastener on a truck chassis might be 3/4” or even an inch in diameter, and is unlikely to be removed during the normal life of the vehicle So a high-strength threadlocker coincides with the larger bolt and the more permanent life expectancy of the assembled joint It’s important to note that, while a high-strength threadlocker does its job very well, disassembly will likely require special tools, procedures, and perhaps heat as well, where assemblies using low- and mediumstrength threadlockers typically require only everyday hand tools for disassembly Here are some general guidelines to help technicians choose the best threadlocker for particular tasks: Low-strength threadlocker — Commonly used for fuel injection and carburetor fasteners, relay lock screws and body panel mounting fasteners Typically for fasteners up to 1/4” or mm Medium-strength threadlocker — A good choice for oil pan fasteners, timing covers, starter and alternator bolts, intake manifold and valve cover bolts, CV and 40 December 2013 | BrakeandFrontEnd.com U-joint bolts and nuts, and other fasteners for engine-mounted accessories Offers good vibration resistance Suitable for fasteners from 1/4” up to 3/4” (6 mm to 20 mm) High-strength threadlocker — Recommended where assemblies are expected to be permanent, or nearly so, like flywheel and engine block bolts, truck bed mounting bolts, axle bolts and nuts, and construction equipment fasteners Balancer bolts, ring gears and torque converter bolts are other common application locations Suggested for fasteners larger than 3/4” (20 mm) Threadlockers also come with formulations designed to handle special applications, such as those requiring tolerance of oil residue A good example would be valve cover or cam cover bolts, where it may be awkward or even impossible to clean all the oil film out of a tapped hole in an engine or cylinder head There’s also a compound that’s ideal for sealing freeze plugs/core plugs in engine blocks and cylinder heads and even a threadlocker made with a wicking formula that allows it to flow easily into difficult-to-access threads and fasteners that have already been assembled And What About Thread Sealants? There are many places on today’s cars where fasteners and fittings must contain fluids, and therefore can benefit from supplemental sealing materials Historically, technicians have used white tape to promote sealing of such joints And, just as historically, the tape has deformed or slipped out of place during installation, or shredded or torn in use, leading Tech Tips to the very kinds of leaks they were hoping to prevent Furthermore, pieces of torn tape can migrate into passages and clog precision orifices, causing damage or system malfunction Thread sealants are the better choice here They work just like threadlockers to keep the assembly together, but also provide the additional sealing power needed to keep the fluids in check Various formulations are available, including a standardduty thread sealant with PTFE, a high-performance thread sealant that withstands up to 10,000 psi, a specific hydraulic/pneumatic sealant for high-pressure systems, valves and fittings, and a high-temperature sealant for applications up to 400° F (204° C) Courtesy of Permatex SAAB: Snap or Pop from the Front Suspension The following diagnosis might be helpful if the vehicle exhibits the symptom(s) described in this bulletin MODELS 2003-2011 Saab 9-3 Sedan 2004-2011 Saab 9-3 Convertible 2006-2011 Saab 9-3 Combi enlarge the mounting holes in the plate enough to ensure they will not bind or contact the mounting bolt (1 mm is a good rule of thumb) Reinstall per WIS path 9440/Front suspension/AdjustmentReplacement/Wheel Hub Front - carefully providing necessary clearance between the backing plate and its components Saab Automobile Parts North America www.saabparts.com I CONDITION/CONCERN A customer may complain of a snapping or popping noise on turns from the front suspension This typically occurs on sharp turns such as a parking lot maneuver Have the technician duplicate the concern to verify the noise is coming from the front suspension RECOMMENDATION/INSTRUCTIONS After the technician has duplicated the concern to verify the noise is coming from the front suspension, make sure are all components are torqued to specs Also, a number of wheel bearings have been replaced with the thinking that was the root cause In fact, the brake backing plates are popping over the mounting bolts when the suspension is flexed and the wheel is turned To remove the backing plate, follow WIS path 9440/Front suspension/AdjustmentReplacement/Wheel Hub Front NOTE: Do not replace wheel bearing or hub After removal of the backing plate, have tech Go to www.bfeRAPIDRESPONSE.com BrakeandFrontEnd.com 41 Brought to you by: Shop AutoCareProNews.com The optimal control derived from the ADVICS total braking system results in a comfortable and safe ride every time With applications for passenger cars and light trucks, ADVICS products meet or exceed OE specifications, assuring industry-leading braking performance Visit www.ADVICS-na.com to learn more about ADVICS braking systems or email amsales@advics-na.com Reader Service: Go to www.bfeRAPIDRESPONSE.com Hunter’s Quick Check inspection system, which performs a comprehensive vehicle inspection in under three minutes, uses new WinAlign 14 software to communicate with cutting-edge devices and provide valuable information about a vehicle’s alignment, brake performance, battery health, tire health and emissions The Quick Check inspection system builds on Hunter’s patented alignment check system which measures alignment angles that affect tire life The alignmentcheck takes only 58 seconds, and produces total toe and camber measurements for both axles Reader Service: Go to www.bfeRAPIDRESPONSE.com NAPA Heater Cores — With the cold season just around the corner, it’s nice to know that NAPA has you covered with your heater core needs With more than 440 models that are built to OEM specifications with fully brazed aluminum tanks and high-efficiency tube spacing for optimal heat transfer, that’s NAPA know how Reader Service: Go to www.bfeRAPIDRESPONSE.com InCheck Service LLC introduces its Service Portal app for automotive repair shops The main feature of the app is “My Garage,” which allows customers to track their vehicle’s progress while it’s being serviced in real time Other features include upcoming maintenance reminders, a GPS locator and customer rewards programs The app can be listed in both Apple and Google markets, and shops can customize it with logo, name and color scheme, plus various features For more information, visit www.incheckservice.com Reader Service: Go to www.bfeRAPIDRESPONSE.com 42 December 2013 | BrakeandFrontEnd.com 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 >> VISIT www.bfeRapidResponse.com and click on the company from which you want information >> OR, go to www.BrakeandFrontEnd.com and click on the Brake and Front End Rapid Response logo Advertiser Page Advertiser Page Perfect Stop 30, 31 ADVICS 23 Permatex Inc Air Suspension Parts by Arnott, Inc 27 Raybestos Brakes Akebono Corporation 15 Schaeffler Group USA 6, Cover Specialty Products Co 12 AASA Auto Value/Bumper to Bumper Bartec USA, LLC 32 Castrol Federated Auto Parts Cover Hunter Engineering Co 21 Mevotech 20 Mohawk Lifts 38 Moog Steering & Suspension 10, 11, 18 WIX Filters ZF Services North America LLC 19 28, 29 43 39 KYB Americas Corp 3, 40 17 Jasper Engines & Transmissions Wagner Brakes/Federal-Mogul 33 Motorcraft,Ford Motor Company NAPA WANT DETAILS ON THE PRODUCTS & SERVICES YOU SEE IN Post-it Note, Cover Call Out, 25 Nucap Industries 34, 36, 48 O'Reilly Auto Parts 35 Packard Industries 41 Parts Plus Reader Service: Go to www.bfeRapidResponse.com 13 Post your job for just $50 a month! Visit AutoProJobs.com to get started today! Contact: Karen Kaim p) 330.670.1234 ext 295 f ) 330.670.7153 kkaim@babcox.com 44 December 2013 | BrakeandFrontEnd.com DIRECT CLASSIFIEDS BrakeandFrontEnd.com 45 Why switch to PDQ? PRICES Low prices High Quality Always 1st time buyer? Order from this ad and receive these special prices Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplie s.co m Advertising Representatives The Tech Group Bobbie Adams badams@babcox.com 330-670-1234, ext 238 Transmissions/Parts Jamie Lewis jlewis@babcox.com 330-670-1234, ext 266 Filters Mechatronics Kits Oils Hard Parts Manuals Torque Converters Audi • BMW Jaguar • Porsche Range Rover • VW Authorized Distributor ERIKSSON INDUSTRIES • 800-388-4418 Old Saybrook, CT • FAX 860-395-0047 • www.zftranspart.com Dean Martin dmartin@babcox.com 330-670-1234, ext 225 Sean Donohue sdonohue@babcox.com 330-670-1234, ext 206 Glenn Warner gwarner@babcox.com 330-670-1234, ext 212 John Zick jzick@babcox.com 949-756-8835 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 DIRECT CLASSIFIEDS BrakeandFrontEnd.com 47 BrakeLights T his customer has a 1990 Jeep Wrangler 4x4 When he came in he said, "I felt a really bad vibration and realized I forgot to take it out of four-wheel drive Then the front driveshaft flew off the car at 80 mph and now it feels a little low on power." He needed a new exhaust pipe, transfer case and driveshaft I Bob Haibeck Haibeck Automotive Technology Addison, IL Do you have your own bad brakes story and pictures? If you do, it could be worth $75 and, if selected, your story could appear in BRAKE & FRONT END Send digital pictures and your contact information to: amarkel@babcox.com Reader Service: Go to www.bfeRAPIDRESPONSE.com 48 December 2013 | BrakeandFrontEnd.com Reader Service: Go to www.bfeRAPIDRESPONSE.com ... additional mailing offices POSTMASTER: Send address changes to BRAKE & FRONT END, P.O Box 13260, Akron, OH 44334-3913 BRAKE & FRONT END is a trademark of Babcox Publications, Inc registered with... 20 Mohawk Lifts 38 Moog Steering & Suspension 10, 11, 18 WIX Filters ZF Services North America LLC 19 28, 29 43 39 KYB Americas Corp 3, 40 17 Jasper Engines & Transmissions Wagner Brakes/Federal-Mogul... foreign rates/via air mail: $129 for one year Payable in advance in U.S funds Mail payment to BRAKE & FRONT END, P.O Box 75692, Cleveland, OH 441014755 VISA, MasterCard or American Express accepted