Import Car, October 2012

A

October 2012

MAGAZINE

❯❯ Oxygen Sensor Issues ❯❯Wheel Bearing Service Essentials ❯❯Hyundai Elantra Brake Job

Circle #1 for Reader Service

CONTENTS

Publisher Jim Merle, ext. [email protected]

Editor Mary DellaValle, ext. [email protected]

Managing Editor Jennifer Clements, ext. [email protected]

Technical Editor Larry Carley [email protected]

Graphic Designer Kelly Gifford, ext. [email protected]

Advertising Director Cindy Ott, ext. [email protected]

Circulation Manager Pat Robinson, ext. [email protected]

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

2 October 2012 | Import-Car.com

Volume 34, No. 10

24Volkswagen Water Pump Replacement

Bob Howlett of the SwedishSolution, Orange Village, OH,thought he’d have to do only aminimum of service to get a 2003VW Jetta ready to use as a loaner,until he noticed the temp gaugereaching for the red.

A Publication

24

7050

50Oxygen Sensor IssuesWhen the MIL Light Illuminates

Although it’s obvious that a newoxygen sensor is required when thePCM detects a failure, there areother occasions when an oxygensensor replacement might be recommended.

70Wheel BearingsDoing the Job With FewerComebacks

Servicing pressed-in wheel bear-ings requires a bit more finessewhen compared to hub units ortapered roller bearings. But, withthe right tools and information,these jobs can be moneymakers.

ImportCar Staff


DEPARTMENTS06 Editor’s Notebook

08 News Update

12 Guess the Car Contest

20 Gonzo’s Tool Box

38 Brake Job: Hyundai Elantra

47 NASCAR Performance

60 Tech Update: Ride Control

80 Import Tech Tips

85 Essentials (New Products)

87 Classifieds

91 Ad Index

92 Publisher’s Perspective

A Publication


Columns

12

38

60

80

IMPORTCAR (ISSN 1069-4714)(October 2012, Volume 34, Number 10): Published monthly by Babcox Media, Inc., 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 IMPORTCAR, 3550 EmbassyParkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, 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. 260, to speak to a subscriptionservices 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: $89for 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 IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Member BPA International, Inc.Founded 1979. �2012 by Babcox Media, Inc.

Follow us on TwitterBecome a fan on Facebook

Contributing WritersLarry Bailly, Quality Foreign Auto,

Mill Creek, WA

Bob Dowie, Village Auto Works, Chester, NY

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO

Scott “Gonzo” Weaver, Superior Auto Electric,Tulsa, OK

Bob Dowie, Village Auto Works, Chester, NY

Bob Howlett, The Swedish Solution,Orange Village, OH

Chris Klinger, Precision Incorporated, Tucson, AZ

Steve Louden, Louden Motorcar Services, Dallas, TX

Frank Scandura, Frank’s European Service,Las Vegas and Henderson, NV

Joe Stephens, Stephens Automotive, Palatine, IL

John Volz, Volz Bros., Grass Valley, CA

Babcox Media, Inc.

Editorial Advisory Board

3550 Embassy ParkwayAkron, OH 44333-8318

President Bill [email protected]

Vice President/ Greg CiraChief Financial Officer [email protected]

Vice President/ Jeff StankardGroup Publisher [email protected]

Controller Beth [email protected]

In Memoriam

Founder of Edward S. BabcoxBabcox Publications (1885-1970)

Chairman Tom B. Babcox (1919-1995)



In today’s competitiveservice environment,you need to work both

harder and smarter to stayahead of the competition.

Beyond delivering high-est-quality repairs andoffering top-notch customerservice, you wrestle withtough shop managementissues on a daily basis. Youalso work hard on improv-ing important business-building elements, like shopimage and reputation, andmaking good first impressionswith customers.

So, just as your shop evolvesand innovates to be at the fore-front in your market, so too hasImportCar.

Beginning this month, we’veenergized ImportCar with a new

look, beginning with a bolder,eye-catching logo.

You will also notice ourrevamped headers to identifythe magazine’s variouscolumns, departments and fea-tures, and new page layoutswith a bigger point size, andlarger diagrams and photos.(See the publisher’s message on

page92 for more details.)

For 33 years, ImportCar hasbeen your trusted source fortechnical information on

import vehicles. Within thepages of every issue, diagnos-tic, troubleshooting and repairinformation has helped youservice imports with greaterprecision and accuracy, andkept you up-to-date on emerg-ing service technologies.

While our redesign offers afresh, easier-to-read format to

better serve you, our loyalreaders, the resourceful contentyou’ve come to expect stillremains. We’ll continue to

cover the predominantunderhood and undercarservice work you performon a daily basis, and thenameplates in which youspecialize.

Even though our packag-ing has changed a bit, ourcore editorial will continue tobe your expert source of tech-nical information to repairimport vehicles. That’s ourpromise.

So, remember, as you workon ways to energize your shop,don’t lose sight of your corecompetencies and the solidframework within whichyou’ve built your business. IC

By Mary DellaValle|EDITOR

We’re Kicking Things Up A NotchAnd Remaining Steadfast in Our Mission

[Editor’sNotebook

Mary DellaValle, [email protected]


[NewsUpdate


Federated Auto Partsannounced its new microsite isup and running and ready toaccept donations to the MarineToys for Tots Foundation. Thespecial site is one of the waysFederated and its members willhelp raise money and collecttoys for the annual Marine Toysfor Tots program in 2012.

“We are very pleased to beable to offer this online donationoption as a fast, easy and secureway to make donations to theMarine Toys for Tots campaign,”said Mike Schultz of FederatedAuto Parts. “Although we willbe collecting toys at participat-ing Federated Auto Parts storelocations from October throughDecember, many folks haveasked about making financialcontributions. The new micrositeis the perfect way to do so.”

The Federated microsite(www.FederatedAutoParts.com/ToysforTots.aspx) links directlyto the Toys for Tots website.

“Members, associates, cus-tomers and manufacturing part-ners have all expressed interestin helping this extremely worth-while cause that brings themagic of Christmas to less fortu-nate children each holiday season,” added Schultz.

Federated Announces NewToys for Tots Microsite


The Auto InternationalAssociation (AIA), the importsegment of AAIA, will presentits 24th annual AIA ImportProduct and Marketing AwardsTuesday, Oct. 30 at 3 p.m. dur-ing AAPEX at the Sands ExpoCenter. The awards recognizemanufacturers and marketersfor excellence in products,packaging, websites, catalogsand marketing/advertising pro-grams for import cars or trucks.

Registrants listed by categoriesat presstime include:

Best Overall ImportAftermarket Product: CentricParts, Intermotor™ by SMP, KYBAmericas Corp.

Best New Product for ImportCars or Trucks: AirSept, Inc.,AISIN World Corp. of America,Atlantic Automotive Enterprises,Beck/Arnley, Bosal USA, CentricParts, DENSO Sales California,Gates, Hitachi AutomotiveSystems Americas, Inc.,Intermotor™ by SMP, PhilipsAutomotive Lighting, ZFServices North America, LLC.

Best New Performance Productor Accessory for Import Carsor Trucks: ANSA ExhaustTechnologies, Centric Parts,Philips Automotive Lighting

Best Merchandising/Advertising of a Product forImport Cars or Trucks: AISINWorld Corp. of America, DirectMarket Access, Inc., Federal-Mogul Corporation,Intermotor™ by SMP, KYBAmericas Corp., PhilipsAutomotive Lighting.

Best New Packaging of aProduct for Import Cars orTrucks: AISIN World Corp. ofAmerica, Beck/Arnley, DENSOSales California, HitachiAutomotive Systems AmericasInc., Intermotor™ by SMP,Philips Automotive Lighting,Walker Products.

Best New Catalog of a ProductLine for Import Cars or Trucks:Centric Parts, DENSO SalesCalifornia, Direct Market Access,Inc., OEM-Original EngineManagement, Walker Products,ZF Services N.A. LLC.

Best Website Presentation of aProduct Line for Import Cars orTrucks: Beck/Arnley, CentricParts, DENSO Sales California,KYB Americas Corp., PhilipsAutomotive Lighting.

Visit the AIA Import ProductAwards display area at theSands Expo Center.

AIA to Hold 24th Annual ImportProduct and Marketing AwardsProgram at AAPEX

[NewsUpdate



#8

GUESS THE CAR! WIN $50!

October Solution:Buick Allure

Solved by: Amy Berry, Service Writer, Automotive Authority, Chesapeake, VA

CONGRATULATIONS AMY!

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

What vehicle MAKE does the picture on the left represent? Submit your guess with our online contest form by visitingwww.Import-Car.com/guessthecar.

The winner will be randomly selected from correct entries and awarded$50. Entries must be received by November 1, 2012.

#7

SSF Imported Auto Parts, headquartered in South SanFrancisco, CA, has been acquired by a partnership ofGermany’s Wessels+Mueller AG and longtime aftermarketimport industry executive Thomas Beer.

SSF is a leading WD for German and Swedish automotivereplacement parts, with five warehouse locations in Californiaand Arizona. Family-owned Wessels+Mueller AG is one of thelargest automotive warehouse distributors in Europe, withmore than 100 warehouse locations in Germany, Austria andthe Netherlands. Co-investor Thomas Beer is SSF’s new CEO,while former co-owner Hans Kopecky is staying on as COO.

Bastian Mueller, who represents Wessels+Mueller’s interests onthe board, explained the rationale of this U.S. investment. “Thedemand for European OE-quality replacement parts in the U.S. ispoised for solid growth and SSF, with its leading programs forGerman and Swedish vehicles, is ideally positioned to takeadvantage of this. With our experience of the European car parcand Thomas’ exceptional market knowledge, we believe togeth-er we can add substantial value to SSF. Both companies have areally strong overlap in programs, suppliers and philosophies.”

Kopecky added, “Wessels+Mueller is an ideal match for SSF.We are both OE quality-driven in our programs and by com-bining our strengths and efforts, SSF can become an evenstronger complete solution for European Repair Specialists.”

SSF Imported Parts Sold to Germany’sWessels+Mueller AG and Thomas Beer

From Oct. 1 through Nov. 30,ACDelco independent service cen-ters, including ACDelco ProfessionalService Center program partici-pants, can earn a Spin to Win tokenfor every $250 purchase of ACDelcoproducts.

Each token is worth from $15 to$150 in reward points that can beredeemed on more than 3,000products and services.

“Our Spin to Win promotion givesservice centers a great opportunity toleverage the busy fall car care seasonand prepare their customers’ vehiclesfor the upcoming winter months,”said Carol Kohlstedt, ACDelco nation-al promotions manager.

Visit www.acdelco360.com for acomplete list of program rules, eligibility and redemption detailsfor the ACDelco Spin to WinPromotion, or see your participatingACDelco distributor.

ACDelco Welcomes FallCar Care With ‘Spin to

Win’ Promotion

[NewsUpdate


Circle #14 for Reader ServiceCircle #12 for Reader Service on Schaeffler insert

The Automotive ManagementInstitute (AMI), in conjunction withBabcox Media, recently announcedPeter Rudloff, owner, Pete’s Garage,Inc., Newark, DE, as the recipient ofthe Tom B. Babcox MemorialScholarship. He receives $1,000 tobe applied toward expenses toattend educational sessions and viewthe latest repair technologies andequipment during the Congress ofAutomotive Repair and Service(CARS), Oct. 10-13 in New Orleans.

Rudloff has worked in the automo-tive service industry for 17 years andhas been a shop owner for the past13. He holds several industry certifi-cations and is currently completingthe necessary requirements to earnthe Institute’s Accredited AutomotiveManager (AAM) designation. Rudloffis a member of ASA, where he is currently serving on the nationalMechanical Division OperationsCommittee.

AMI, in conjunction withAutomotive Video, Inc. (AVI), alsoannounced Charlene Parlett andEdward Roth as the recipients of AVIEducation Scholarships. The scholar-ships recognize automotive serviceprofessionals who have a strongdesire to improve their managementand technical skills through education.

Parlett receives $1,000 to attendCARS, while Roth receives $1,000 tobe applied toward expenses to attend seminarsoffered during the AVI Training Conference in LasVegas, Oct. 29–30.

Visit www.amionline.org for more information.

Babcox Memorial and AVIEducation ScholarshipRecipients Announced

Peter Rudloff

Charlene Parlett

Edward Roth

[NewsUpdate



Multi Parts Supply (MPS) has established a scholarship fundthrough the Global Automotive Aftermarket Symposium (GAAS)Scholarships in memory of the late Peter Klotz, a leader and advocate in both the automotive aftermarket and heavy-dutyindustries, who died Aug. 27.

MPS has initiated the memorial fund with a contribution of$1,000 for scholarships designated for students pursuing careersas automotive technicians.

“We are committed to supporting the GAAS through scholar-ships, although sadness comes with this award as we honor thememory of our friend, Peter,” noted Brian Cohn, president, MultiParts Supply. “We hope that other automotive companies will fol-low us in honoring him in this way that he would appreciate.”

Klotz was vice president, advanced planning and global supplyat WORLDPAC, which he joined in 2005. Prior to WORLDPAC, hespent more than 25 years in the automotive aftermarket, andplayed a significant role in building DENSO’s independent aftermarket program.

Donations can be made to the memorial scholarship by sendingchecks payable to: The Peter Klotz Memorial Scholarship Fund c/oSusan Medick AAIA, 7101 Wisconsin Avenue, Suite 1300,Bethesda, MD 20814.

Multi Parts Supply EstablishesMemorial Scholarship to Honor

the Late Peter Klotz

Trico Products recently announced the TRICO EX Factor fall wiperblade promotion, which provides an opportunity to win an ultimate racing experience for counter professionals and servicetechnicians who sell the most TRICO blades.

The top individual counterperson or technician who sells orinstalls the most TRICO Exact Fit, Teflon SHIELD, TRICO Flex,TRICO NeoForm or TRICO Force blades between Sept. 1 andNov. 16 will win the Ultimate Exotics Racing Combo 1-Car VIPExperience in Las Vegas for themselves and a guest.

One winner and a guest will drive up to 10 exotic cars in thesame day, while comparing and contrasting power and handlingof the world’s most exclusive super cars including, an AstonMartin V8 Vantage, a Ferrari F430 F1, a Lamborghini GallardoLP550 and more. Round-trip airfare, two nights’ lodging, groundtransportation and an on-board video capturing the day at thetrack will also be included. Visit TricoProducts.com. IC

TRICO EX Factor PromotionRewards Fall Wiper Sales

[NewsUpdate



Anyone who has everworked on cars is familiar with the

grease, the grime, the clankingof a loose rod bearing or thesnap of a fuse that comes withthe territory. And, along withthe noises and smells of thebusiness, there are also thescrapes and the bruises.

Sometimes, I can go an entireweek without cutting myself orjamming a finger, but then there arethose days where I have to make amad dash for the First Aid kit.

Like a lot of technicians, I’ve got scars, acouple of broken fingers and a few swollenjoints from working on cars all theseyears. The older I get, the more war wounds Iseem to collect. Age sure doesn’t help with theeyesight, or the knees, or let’s not forget aboutthat aching back! Let’s face it, working on carsand trucks is a physically demanding job, as wellas a mental workout.

I can remember a time back in my youth, whenI would bench press a tranny up into the carwhile lying on a dirt floor. I don’t think I’ll trythat these days. I’m much older now and I’vegrown out of that macho style of auto repair.Doing some Herculean feat, which only ends upwith another scar for my efforts, is no way toend the day. I sure wish I would have under-stood that back then; it might have saved mefrom a few bumps and bruises.

CASE IN POINTI was changing the U-joints on a truck, on one par-

tic-ular day. The

customer had droppedit off early that morning, and I

said I could have it done by lunchtime. Thejoints weren’t that hard to change, but getting thedriveshaft off was difficult. Three of the four rearyoke bolts came off without a problem, but withthe fourth one, I wasn’t so lucky.

The wrench slipped off, and, with the force Ihad on the bolt, my whole arm shot skyward. A sliver of MIG welding wire was still on the jointwhere the rear yoke housing is welded to theactual driveshaft pipefrom the factory. Thismade for a perfect sliceand dice on my forearmas it passed by.

I had mostof my fore-

One More Busted Knuckle ThatComes With the Territory

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


[Gonzo’sToolbox

Article continues on page 23

Scott “Gonzo” Weaver, gonzostoolbox.com



arm wrapped up by the time the customer pickedup the truck that afternoon. “What did you do tothat arm?” he asked.

I told him how ithappened in all thegory details. I’dlike to say he wasconcerned, but notjust about my arm.He was more con-cerned with histruck. “So, you stillgot the U-joints changed?” he asked.

My wife just rolls her eyes when I come homewith a new bandage on. I think she enjoys tor-menting me, while she cleans up my newestwound from an inanimate object.

Outside the daily workings of the shop, I’masked to speak at different functions, or invited to

some events where I’ll be shaking a few hands. Iused to worry about the roughness of my hands,especially when I was in a room of business execs

who had no con-cept of manuallabor work intheir daily voca-tions. But, youknow, I’ve cometo realize that Ishould be proudof what I do, and

those scars and callouses I’ve collected are like myown personal business card.

Even with a few extra scrapes and scars, I’m stillgoing back to this job tomorrow. I don’t plan ongouging a test light into my hand while reachingdown into an engine bay, but you know…it’ll hap-pen...maybe not today, but it will. IC

Import-Car.com 23

Gonzo’sToolbox]


*Let’s face it, working on cars andtrucks is a physically demandingjob, as well as a mental workout.

By Bob Howlett, owner, The Swedish Solution


[Volkswagen WATER PUMP REPLACEMENT

We bought another loaner. It’s a 2003 VolkswagenJetta that’s loaded with heated leather seats, heat-ed power mirrors and the 1.8L turbo engine. It’s

got the premium stereo and it’s my favorite color, black. Itonly has 125,000 miles on it and it’s current on its timing beltand other services. I thought we were going to have to do aminimum of service to get it ready to use as a loaner, until Inoticed the temp gauge reaching for the red.

We all know why we recommend doing the water pumpand all the rollers when we sell timing belt services. We evenhave a nice display to show our customers how it all works,and 90 percent of the time our customers will take ouradvice and do the complete service. Occasionally, someonewill say, “Don’t do the water pump; I’m going to sell thecar.” Guess what I bought?

The water pump impeller is plastic on many Volkswagens.It gets brittle and can break into pieces or spinfreely on the shaft and not push any coolant.We checked the sensor, felt the radiator andhad a strong suspicion that was the case withour new loaner, but how do you tell withoutremoving the pump? Since the car had over-heated, we were going to replace the thermo-stat, and with the thermostat removed you canreach in and feel the water pump impeller andverify if it’s broken or loose. This article willshow you how to remove the stat, check thewater pump and replace the pump, if necessary.

As with all repairs involving cam and crank tim-ing or alternator removal, we will disconnect the battery. Toreach the thermostat, you do need to remove the alternator,so let’s get started.

DIGGIN’ IN

➔ 1. Remove the two engineshields. Quick screws hold in thetop shield and front shield (seePhotos 1 and 2).➔ 2. Disconnect the intake duct

at the throttle body (see Photo 3),remove the four torx bolts andthen remove the throttle body. Wehad to key the car on after wepulled the throttle to roll up thewindows. That makes it neces-sary to run adaptation on thethrottle after we are done, so rollthe windows up before you dis-connect the battery.➔ 3. To remove the alternator,

we had to first remove the serpbelt (see Photo 4) and belt ten-sioner, so remove the serpentinebelt and the three bolts that holdthe tensioner on.➔ 4. Remove the two bolts that

hold the alternator on and thenremove the alternator, or justmove it forward out of the way.We could now see the thermostatcover (see Photo 5).➔ 5. Once you remove the

thermostat cover, you can pull thethermostat (see Photo 6) andcheck the pump impeller. Reachinto the block and toward thefront of the engine to feel the im-peller. It’s usually very apparentif the impeller is loose or broken.➔ 6. So, it turns out that we do

have a broken impeller and have

Import-Car.com 25

Volkswagen]Photo 1 Photo 2

Photo 3

Photo 5

Photo 4

Photo 6

“Remove the two bolts that hold the alternator on and then remove the alternator,

or just move it forward out of the way.”

Article text continues on page 30


[VW WATER PUMP REPLACEMENT

Photo 7

Photo 8

Photo 9

“We removed the one nutholding the power steer-ing reservoir in, clamped

off the hoses andremoved the front hose.”




Photo 11 Photo 12

Photo 13 Photo 14 Photo 15

Photo 16 Photo 17 Photo 18

Photo 10

“Volkswagen recommends using a cross bar to support the engine from the top, but that can really get in the way.

So, we use a good jack with a large rubber pad to support the engine before we remove the mount.”


found the source of our overheat-ing, so now we have to removethe timing belt and replace thewater pump. We will also installour new thermostat, but wewon’t reinstall the alternator orthrottle body until after we useour airlift and verify the thermo-stat O-ring is seated and won’tleak. Now let’s start on the waterpump.➔ 7. Unplug the coolant level

sensor, and then remove the twoscrews and the two hoses to getthe reservoir out of the way (seePhoto 7 on page 26). One hose isunderneath the reservoir, so becareful when flipping it over (seePhoto 8 on page 26). The plasticcan be brittle and crack if you’retoo rough.

➔ 8. The power steering reser-voir needs to be removed next.We removed the one nut holdingit in (see Photo 9 on page 26),clamped off the hoses and re-moved the front hose. We laid it



Photo 20

Photo 22Photo 21

Photo 23

Photo 19


near the firewall to get it out ofthe way. Feel free to completelyremove it, if you desire.➔ 9. Before removing the right

upper motor mount, raise the carand access the crank pulley andlower timing cover. Remove theRF wheel (see Photo 10), then theintercooler duct (see Photo 11),and then remove what VW callsthe belt cover. The intercoolerduct is held in by only one nut(see Photo 12) and two clamps(see Photos 13 and 14).➔ 10. The right-side motor

mount needs to be removed next.Volks-wagen recommends using across bar to support the enginefrom the top, but that can reallyget in the way. So, we use a goodjack with a large rubber pad (see

Photo 15) to support the enginebefore we remove the mount. Besure the lift is sitting on the safetybefore putting the jack under thecar. Remove the two bolts (seePhoto 16) that hold the sidebracket to the mount and thethree bolts that hold the mount in(see Photo 17).➔ 11. Remove the two clips

(see Photo 18) that hold theupper timing cover on, and thenremove the bracket to which theengine mount was attached.There are three bolts (see Photo19) that hold it on and you mayhave to raise the engine slightlyto get it out of the way.➔ 12. There aren’t really any

special procedures to do a timingbelt on this model, so just line up



Photo 24 Photo 25

Photo 26 Photo 27

Note: Photos referenced here can be found on page 28, but see page 30 for #19


the timing marks. We put a dabof Wite-Out on the marks so it’seasier to see them (see Photo 20).We then remove the four Allenbolts (see Photo 21) that hold thecrank pulley on, and the fourbolts that hold the lower timingcover on (see Photos 22 and 23).We can now see the timing belt,tensioner and roller and the waterpump (see Photo 24).➔ 13. Normally, we are

installing all new parts so we canunbolt the tensioner and just takethe belt off. A new tensionercomes collapsed, so once the newparts are installed and we makesure the timing marks arealigned, we just pull the pin (seePhoto 25) on the tensioner andwe’re good to go. It’s important

to check the engine code to makesure you get the correct parts because VW and Audi made several variations of the 1.8L and2.0L motors.➔ 14. We will reuse all of our

parts (except the water pump) because they were installed 20,000miles ago, so we need to collapsethe tensioner (see Photo 26) to remove and reinstall the belt. Thefactory tool part number isT10092. It’s basically a 5mm x 0.8bolt that is 60 mm long and alarge washer. Either works well.Slowly screw the bolt in until thebelt slides off the water pump.➔ 15. Remove the three bolts

that hold the water pump in andremove it. We can see the impeller came out in pieces (see



Photo 28

Photo 30

Photo 29

Photo 31

Note: Photos referenced here can be found on pages 30 and 32.

Photo 27). Clean up all the mat-ing surfaces and install the newpump (see Photos 28 and 29).Hook up your airlift and makesure the thermostat and waterpump won’t leak (see Photo 30).If everything checks out OK, refillthe cooling system and double

check for leaks. We don’t want acomeback because of a pinchedor cut O-ring.➔ 16. Everything looks leak-

free, so we reinstalled our timingbelt and checked our marks (seePhoto 31). Unscrew the tensionerto tension the belt, and then rotatethe engine over two times andrecheck the marks. If everythinglines up, reinstall the lower timingcover and crank pulley (see Photo32). Install the belt cover and inter-cooler tube and make sure therubber couplers and clamps aresecure. Even a small leak can giveyou driveability problems and acheck engine light. Torque the

wheel and let’s finish putting it allback together.➔ 17. Reinstall the upper en-

gine mounting bracket and theupper timing belt cover. Installthe engine mount and bracketand hook up the power steeringreservoir and coolant reservoir.

➔ 18. Reinstall the alternatorand serpentine belt tensioner andbelt.➔ 19. Put the throttle body

back on and hook up the air duct.We put the engine covers back onand we are ready to start it up(see Photo 33). The car runs greatand I’m ready to send it out as aloaner.

We’ve done hundreds of thesewater pumps over the years andthere are many variations of timing belt setups, depending onmanufacture date, engine codeand where the car was made.That’s why it’s so important toget the engine code when look-

ing up the parts. The code isusually stamped on the cylinderhead and is also on the enginesticker on the timing cover. Youcan also get it by running theVIN number.

What’s most important is toeducate your customer aboutthe importance of doing thecomplete job. They may remem-ber the low price they paid, butwill quickly forget your recom-mendation to replace the waterpump, or your warning thatthey will have to pay the laboragain should the water pumpfail. Worse yet, the tensioner ora roller could fail and cause acatastrophic engine failure ayear after the timing belt wasdone, and you know who wouldget the blame for that.

So, get a timing belt displayfrom one of your suppliers andsave some worn out or brokenparts to show your customers.It’s easy to sell the complete jobwith a little show and tell. IC



Photo 32 Photo 33

“What’s most important is to educate your customerabout the importance of doing the complete job.”

Note: Photos not pictured here can be found on pages 32 and 34.

Bob Howlett joined the Swedish Solutioncrew in 1985 and bought the businessfour years ago. Bob is an ASE-certifiedMaster Technician and is an L1 AdvancedLevel Specialist. The Swedish Solutionspecializes in Saab, Volvo, VW and Audi,but it employs four ASE MasterTechnicians who can service all makesand models.


The third-generation Hyundai Elantra is thevehicle that put the Korean automaker onthe map. With a roomy interior and a reli-

able drivetrain, the Elantra sold well to a wide demographic of import and domestic buyers. Thebrake system, for the most part, is generic and notdifficult to service.

In this article, we’ll be performing a completebrake job on a 2002 Hyundai Elantra with almost200,000 miles on the clock and that has seensome tough winters in the rust belt. The car evenhad the front subframe replaced two years agounder warranty.

For all of the shops in non-rust belt states, youare about to be amazed and surprised what a little snow and salt can do to a vehicle.

TSBs AND RECALLSThere are noTSBs of rele-vance for the2000-’06Elantra. In 2003,Hyundai re-called some2000-’03Elantras for cor-rosion on therear brake lines

that pass behind the front suspension crossmem-ber. The contact causes the outer coating on thebrake lines to wear away. Without this coating, thelines will corrode. The fix for dealers was to repo-sition the rear brake lines so they do not contactthe mounting brackets. The repair involves in-stalling brake line clips to control the location ofthe rear brake tubes, and apply anti-corrosion ma-terial to the lines.

INSPECTION PROCEDURESThe initial inspection revealed the front rotorswere below specifications and had uneven padwear on the right front inboard pad.

The rear drums were also out of specificationand a leaking wheelcylinder had con-taminated thebrake shoes.Hyundai recom-mends replace-ment of thewheel cylinders

Brake Job:2000-’06 Hyundai Elantra

By Andrew Markel, editor, Brake & Front End Magazine


HYUNDAI BRAKES[TechFeature

Andrew Markel



if any brake fluid is found in the dust boots. Runout measurements of the rotors and hubs

revealed little or zero runout.

FRONT BRAKESThe caliper guide pins have insulator sleeves on theends. These are designed to prevent vibration from

being transferred to the caliper bracket. Over time,the ridges on the guide pin become compressed andit’s then possible to transfer vibration and noise tothe vehicle. Some hardware kits include the insula-tor sleeves. It’s always a good idea to replace theseevery time the pads are replaced.






The boot for this caliper guide pin had a 4 mm gash. Due to heat expansion andcontraction and the movement of the caliper centering over the rotor, the gashpumped in enough water and salt to corrode the pin and bore of the bracket.

This is an example of a good idea gone bad. The previous technician put a coatingof what looks to be anti-seize or brake lubricant on the piston or inboard pad. Overtime, the grease has broken down and migrated onto the piston’s boot. This hasattracted dust and dirt that has damaged the boot.

A moly-based brake lubricant should be applied to only the fingers of the caliper.




Lubricant should beapplied to the abutment clip onthe caliper bracket.Less is more! Forsome vehicles, it’snecessary to put amoly-based lubri-cant only on theears of the pad thatmake contact withthe abutment clip.Dust and debrisstick to lubricantsand can causeproblems down the road.

Make sure the hub is clean and free of all debris. Even a small piece of rust thethickness of two pieces of paper can cause 0.001” of runout.



HYUNDAI BRAKES[TechFeatureREAR BRAKES

After the shoes are removed, clean up the lands the shoes ride on. If the lands aregrooved from the shoes, replace the backing plate. Place a small amount of moly-lube on the lands, but don’t use too much. Excess lubricant attracts dust and debristhat can cause the shoes to stick.

Inspect the teeth on the self-adjusters. Rounded, broken or worn teeth can cause theadjuster to malfunction. Clean and lubricate the adjusters. A little bit of lubricant cango a long way.

Track Talk

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When a drum is off the vehicle, assemble the shoes and hardware in thedrum. The adjuster can be set so only a small adjustment has to bemade on the vehicle. IC

Be aware, most rear brake hardware kits might havetwo different length shoe anchors. If the shoe seemstoo loose or too tight, check the parts bag for analternative part.

Andrew Markel is the editor of Brake& Front End and Servicio Automotrizmagazines. He has been with BabcoxMedia for more than 12 years. He is atechnician and former service writerand holds several automotive certifications from ASE and aftermarket manufacturers. He can be reached at [email protected].


Oxygen sensors have been a part of theautomotive maintenance scenesince 1976, when feedback

fuel controls were popularly in-troduced. By 1980, nearly everycar and light truck wasequipped with an oxygen sen-sor that allowed their computer-controlled fuel systems tooperate in a “closed-loop,” “feed-back” or “fuel control” mode.

Early single-wire zirconiaoxygen sensors are usuallyreplaced at 30,000-50,000-mileintervals or should be tested when a“maintenance” warning light is illuminated.Back in the day, early oxygen sensors often faileddue to tetra-ethyl lead and silicon (dirt) contami-nation. Early oxygen sensors also became con-taminated with phosphorous contained in engineoil, glycol contained in engine coolant andvapors emanating from silicone gasket sealants.See Photo 1.

Modern zirconia and air/fuel ratio (AFR) oxygen sensors last much longer because most ofthe above contaminants have been removed fromgasoline, engine oil and gasket sealants. Sincevehicles are being driven much longer, zirconiaand AFR sensors most often malfunction becausetheir internal heater circuits fail or because theirzirconia-based sensing elements eventually losetheir sensitivity to rapid changes in the engine’sair/fuel ratio.

OXYGEN SENSOR TERMINOLOGYOxygen sensor diagnosis requires an intimateknowledge of oxygen sensor terminology. The ear-liest version of the oxygen sensor was originallycalled a “lambda sensor,” because it could detectwhen an air/fuel mixture varies from an ideal

14.7:1 weight ratio. Ideally, 14.7 parts of air mixedwith 1.0 parts of fuel will completely oxidize, leav-ing only water and carbon dioxide. The term “stoi-chiometric” describes the state in whichchemically perfect combustion is achieved.

In contrast to stoichiometric, Lambda indicateswhen the actual air/fuel mixture varies from thechemically perfect 14.7:1 a/f ratio. Lambda 1indicates a perfect 14.7:1 a/f ratio, while aLambda number of less than 1 indicates insuffi-cient air supply. A Lambda number that’s greaterthan 1 indicates insufficient fuel in the cylinder.See Photo 2 on page 52.

HEATED OXYGEN SENSORSDuring the early 1980s, many engines didn’tachieve fuel control (open-loop) until the coolantwarmed to 160° F and the oxygen sensor warmedto 600° F. Since most exhaust pollution occurs during and shortly after a cold engine startup,oxygen sensors were later equipped with electric

By Gary Goms|Import Specialist Contributor


OXYGEN SENSOR[DiagnosticSolutions

Photo 1: This badly contaminated oxygen sensor pro-duces a biased signal that causes a rich conditionafter the engine enters closed-loop operation.

Oxygen Sensor Diagnostics



[DiagnosticSolutionsheaters to quickly bring them up to operating tem-perature. In modern vehicles, the PCM enters fuelcontrol (closed-loop) as soon as the oxygen sensorbegins sending a readable voltage signal to thePCM. Although operating strategies vary accordingto application, the PCM generally activates the oxy-gen sensor’s heater circuit during cold startups.Heated oxygen sensors generally last between60,000-100,000 miles.

THE ZIRCONIA OXYGEN SENSORThe sensing element of most oxygen sensors is com-posed of a zirconium dioxide thimble coated onboth sides with a thin layer of platinum. As men-tioned above, zirconia sensors must reach 600° F operating temperature before they begin generatinga voltage signal. In addition, the inside of the zirco-nia thimble must be exposed to oxygen, whichreaches the thimble through a vented housing orthrough the sensor lead wire. Although very littleoxygen is required, a coating of engine oil or greasecan reduce the availability of oxygen to the innerthimble enough to affect the sensor’s accuracy.

When the actual a/f mixture is rich, the sensorgenerates a 0.8 to 0.9-volt signal to the PCM.When the actual a/f signal is lean, the sensor gen-erates a much lower voltage signal to the PCM. Atstoichiometric or Lambda 1, the sensor generatesabout 0.450 volts. When the oxygen sensor indi-cates “rich,” the PCM reduces the fuel injectorpulse width. When the O2 sensor indicates “lean,”the PCM increases the injector pulse width. SeePhoto 3 on page 54.

But, in reality, the combustion process is seldomperfect because the fuel closest to the combustionchamber surface or between the piston and cylin-der wall often doesn’t burn. Consequently, a smallamount of partially burned fuel in the form of car-bon monoxide and unburned fuel in the form ofhydrocarbons remains to form pollutants in theexhaust gas stream.

To more accurately monitor fuel control, thePCM in modern systems switches the air/fuel ratiofrom about 0.2 volts to 0.8 volts, which is veryclose to stoichiometric. This switching process caneasily be observed by using the voltage-graphingfeature found on most scan tools. In contrast to

Ideally, 14.7 parts ofair mixed with 1.0parts of fuel will

completely oxidize,leaving only water

and carbon dioxide.

Photo 2: The coat of soot on this unheated oxygen sensor reducesits sensitivity to changes in the air/fuel mixture ratio.

OXYGEN SENSOR



[DiagnosticSolutions

using a labscope, the graphing sample rate mightbe too low on a scan tool to provide absolutelyaccurate information. Nevertheless, the scan toolgraph will indicate the voltage switching rangeand relative activity of the zirconia sensor.

When diagnosing any oxygen sensor, rememberthat outside air entering the exhaust system froman exhaust leak will obviously reduce an oxygensensor’s indicated voltage output. It’s also impor-tant to know that oxygen sensors can become richor lean biased due to problems like sensor contami-nation and faulty sensor grounds. Remember that,regardless of how well it tests, a biased sensor will

not produce a stoichiometric air/fuelratio. So, if the sensor is questionable, itshould be replaced.

In many post-1996 OBD II systems, thezirconia sensor has changed from athimble-shaped configuration to what isknown as a “planar” or flat configura-tion. The planar design allows a muchshorter warm-up time, is more reliableand is more accurate over its operatinglife. On most current platforms, zirconiasensors are used downstream from thecatalytic converter because the voltagereporting requirements are within therange of a zirconia sensor. See Photo 4on page 56.

TITANIA OXYGEN SENSORSJust for the historical record, some manu-facturers like Toyota used titania-basedoxygen sensors to indicate rich or leanair/fuel mixtures. Unlike a zirconia sen-sor that produces voltage, the titania-based sensor is generally supplied with5.0 reference volts. As a titania-based sensor heats up, it responds to variationsfrom stoichiometric by changing resist-ance. Although the applications for tita-

nia-based sensors are relatively few, a technicianmust be able to recognize this configuration when adiagnosis is required.

AIR/FUEL RATIO SENSORSAFR sensors are used in engines operating at extreme air/fuel ratios from 12:1 to 20:1 or higher.While AFR sensors are also known as “linear,”“broad-band,” “wide-band” and “lean” air/fuelratio sensors, each of these design variations aregenerally application-specific and can generate aslightly different data stream.

Regardless of how well it tests, a biased sensor

will not produce a stoichiometric air/fuel

ratio. If the sensor is questionable, it should

be replaced.

Photo 3: The shield on this new Toyota oxygen sen-sor is clean. If fuel control is correct, the oxygensensor shield should accumulate only a light coatingof combustion by-products.

OXYGEN SENSOR


Although an AFR sen-sor is basically two zirco-nia sensors or “cells”mated together in planarform, the AFR sensoruses an entirely differentoperating strategy than aconventional zirconiasensor. To remain withinthe scope of this article,suffice it to say that onecell is used to measureoxygen content in theexhaust stream and theother cell, known as apumping cell, is suppliedwith a very small electriccurrent capable of mov-ing oxygen ions in a positive ornegative direction. In so doing,this electric current achieves astoichiometric ratio betweenboth cells. The PCM thereforecontrols air/fuel ratio by meas-uring the amount of electric cur-rent flowing to and from theAFR sensor.

The differences between a con-ventional zirconia and AFR sen-sor are, first, that the AFR sensorwill have five or more wires in

its connector. Second, the AFRsensor must operate at 1,200° F,so it’s generally dependent uponits heater circuits to maintainoperating temperature. And, incontrast to zirconia sensor diag-nostics, AFR sensor diagnosticsare, for practical purposes, scan-tool based.

If you’re using a factory or“enhanced” scan tool, you’relikely to see AFR data displayedin an entirely different format



Photo 4: The locating tabs make this Toyota oxygensensor application-specific. The four terminals indicate that this is a zirconia sensor.

In many post-1996 OBD II systems, the zirconia sensor has changed

from a thimble-shaped configuration to what is known as a “planar” or

flat configuration. The planar designallows a much shorter warm-up time, is more reliable and is more accurate

over its operating life.

OXYGEN SENSOR


than on an aftermarket tool. Many aftermarketscan tools were mandated to display AFR data in aconventional 0 to 1-volt switching pattern format.

While this format is erroneous in one sense, italso becomes irrelevant in another because modernOBD II PCMs have a much greater and far moresophisticated on-board diagnostic capability thanjust a few years ago. So, in most cases, it’s muchbetter to let the modern OBD II PCM run the diag-nostic monitors on the AFR sensor and store therelated trouble codes when the AFR sensor beginsto degrade.

Because AFR sensors can detect a wide range ofair/fuel ratios in the feed gases exiting theengine, they are generally used upstream of thecatalytic converter. Again, remember that leakingexhaust manifolds or EGR systems will create afalse AFR signal to the PCM.

OXYGEN SENSOR IDENTIFICATION

Scan tools identify oxygen sensors according to cylin-der bank and position. Number-one cylinder bank isthe bank closest to the harmonic balancer on a V-blockengine. In relation to the catalytic converter, the B1S1oxygen sensor is the first or “upstream” oxygen sen-sor on the bank one side. B1S2 is the second sensor lo-cated downstream from the catalytic converter. Somesystems use two upstream bank sensors per cylinderbank and are numbered accordingly.

WHEN TO SELL OXYGEN SENSORSAlthough it’s obvious that a new oxygen sensor isrequired when the PCM detects a failure, there areother occasions when an oxygen sensor replacementmight be recommended. As mentioned at the outset,many older import vehicles are equipped with sen-sors that should be replaced at regular intervals orinspected when the vehicle’s orange “maintenancerequired” light illuminates.

Because pre-1996 OBD I vehicles lack the on-board diagnostic capability to detect a failing zirco-nia oxygen sensor, it’s always best to test sensorvoltage range and sensitivity with a labscope ordigital multimeter. When removed, the sensorshield should exhibit a nearly clean-metal appearance. If the sensor is crusted with oil contamination, it should be replaced and theengine tested for excessive fluid consumption.

Similarly, if an oxygen sensor has been exposedto coolant from a leaking cylinder head gasket, itshould be replaced to ensure the PCM’s ability toestablish correct fuel control.

Last, if the vehicle is failing an emissions test,remember that sensors can produce a biased volt-age due to internal or external contamination, or afaulty ground connection. In any case, a question-able sensor should be replaced to ensure accuratefuel control. IC




Gary Goms is a former educator and shop owner who remainsactive in the aftermarket service industry. Gary is an ASE-certi-fied Master Automobile Technician (CMAT) and has earned the L1advanced engine performance certification. He also belongs tothe Automotive Service Association (ASA) and the Society of Automotive Engineers (SAE).

OXYGEN SENSOR




RIDE CONTROL[TechUpdate

A new strut or shock is only as good as the parts attached to it.These “required” components (notice that I did not say add-ons)should be sold as part of any shock or strut replacement.

UPPER BEARING PLATE

One mistake to avoid when replacing struts isreusing the original bearing plates. It’s like re-building an engine with a new crankshaft andreusing the old bearings. Replace the old bearingplates with new ones, or install preassembledstruts that come with new bearing plates. The pre-assembled struts are faster and easier to installthan bare struts, and they reduce the risk of comebacks.

Struts may also need to be replaced if theupper strut bearing plate has been hammered todeath. The bearing plate serves as both the upperspring support and the steering pivot. The bear-ings in the plate are sealed assemblies and can-not be lubricated. So if the bearing plate is rust-

ed, loose, worn, noisy, binding or damaged, ithas to be replaced.

The symptoms of a bad bearing plate include:• Steering noise such as snapping, popping,

creaking or groaning sounds when turning;• Suspension noise such as clunking, rattling

or popping on rough roads;• Increased steering effort (most noticeable

with manual steering) brought on by binding inthe bearing plate;

• Steering snap-back after turning caused by afrozen upper strut bearing assembly and springwind up; and

• “Memory steer” or poor steering returnwhere the car doesn’t want to go straight after



[TechUpdate

turning due to binding in the uppermount.

BUMP STOPSBump stops that fit on the rod of a strutshould always be transferred from theold assembly or replaced with new parts.This is affordable insurance against dam-aging the new unit if it bottoms out.Even if the old strut doesn’t have one,check the parts catalog for a replace-ment.

If a strut or shock bottoms out, it candamage the valves in the piston or atthe bottom of the bore.

BOOTSThe boot on a shock or strut is critical tothe outside and inside of the unit. When a stone hitsthe chrome shaft of a shock or strut, it can first produce a pit or scratch. This might cause damageto the seal, which might cause a loss of fluid. If thedamaged area starts to corrode, it could cause theshaft to lose even more chrome.

The seal at the top of the body is the barrierbetween the harsh environment outside and thefluid and gas within the unit. The seal can not beeffective if the surface of the shaft is pitted or dam-aged. Poor sealing surfaces can cause the unit toleak. If the pitting or lost chrome plating is great

If you’re replacing the rear struts, pay specialattention to the upper strut mounts and replacethe spring insulators. If you do not take care toinsulate the upper strut mount from the body,the customer may come back complaining of aticking noise in the rear. The solution recom-mended by Toyota is to apply foam tape to thethree surfaces of the strut mount.

Tech TipToyota Camry 2001-‘11

RIDE CONTROL


enough, it can damage the seal.This can lead to water anddebris getting into the unit anddamaging the valves and pistonseal. It’s essential to replace theboots to protect the seal. If anyof these items are missing, itcould cause premature failure ofthe new unit.

ALIGNMENT AIDSWhen you remove a strut, it’salso the time to replace the cambolts to adjust the camber angle.Failure to sell these up frontcould lead to a second phone callto the customer to get approval. Itcould also tie up the alignmentbay while you’re waiting for theparts and the time it takes to install them.

AIR SPRING COMPRESSOR

An air compressor that is not operating correctly could haveleaky or obstructed air lines, or afaulty compressor or spring sole-noids. Make your diagnosis via theself-test and visual inspection. Abad compressor or solenoid mustbe replaced, but damaged air linescan be repaired by splicing.

An air leak (usually in the airsprings or lines) is one of theleading causes of compressorfailure. If the compressor is constantly running, it’s going towork itself into early failure.

AIR DRYERIt’s also very important to ensurethat the source of air for the com-pressor is as clean and dry as pos-

Circle #64 for Reader ServiceArticle continues on page 68

[TechUpdate RIDE CONTROL



The independent rear suspension on the Pilot will gainsignificant camber and toe if it’s overloaded. Thesealtered angles can lead to tire wear on the insideedge. Even loads like batting equipment for a littleleague baseball team can cause some sagging. Oneoption is to replace the springs when the shocks arereplaced.

Aftermarket rear spring airbag kits are available forthe rear springs that can increase load-carrying capa-bilities between 500-750 lbs. while, at the same time,improving rear tire wear. Prices for the airbags startaround $100 and can go up from there depending onhow the bags are inflated.

Tech TipHonda Pilot 2003-‘08



sible. When air is compressed, thewater vapor contained in the air iscondensed into a liquid. If there isno means of removing this waterfrom the system, it will find its wayto all parts of the system, causingcorrosion damage or freezing.

Most air spring systems have adryer that is connected to thecompressor outlet to absorb thewater entering the system. Thedryer contains a moisture-absorbing desiccant such as sili-ca gel. The desiccant can hold agiven amount of water and onceit’s saturated, it will also allowwater to enter into the system.

The dryers that are installedon most air spring systems donot have an indicator that willshow when they’re saturatedand no longer able to absorbwater. An additional dryer witha moisture indicator can beadded to the original equipmentdryer. It can be installed in thesupply line and placed in a posi-tion where a periodic check canbe made. IC


The bearing plate serves asboth the upper spring support

and the steering pivot. Thebearings in the plate are

sealed assemblies and cannotbe lubricated. So, if the

bearing plate is rusted, loose,worn, noisy, binding or

damaged, it has to bereplaced.



More and more vehicles are beingequipped with pressed-in wheelbearings. Servicing these bearings

requires a little bit more finesse and toolswhen compared to hub units or taperedroller bearings. But, with the right tools andinformation, these jobs can be moneymakers.

The driver of this 2002 Jaguar was complainingof noise, the ABS MIL light was illuminated andthe speedometer was inoperative. The noise wasconfirmed on the test drive and was isolatedwith the vehicle in gear and running on the lift.

Thisbearing and knuck-le design is also used on Mazda and Volvo.Using a scan tool, no data was coming from thewheel speed sensor, which is used by the ECM todrive the speedometer.

As a rule, there should be no perceptible playin the wheel bearing. On this vehicle (see Photo1), there was no endplay, but the bearing wasvery noisy.

1. Removal of the axle nut should be per-formed while the brake caliper bracket is still onthe vehicle. Lock the rotor into place with apunch in the fins of the rotor.

2. On vehicles with solid rotors, remove thenut while the vehicle is on the ground and thewheel is on the vehicle. Do not use an impactwrench. Damage can occur to the CV joint or differential.

3. Remove the caliper bracket and rotor.Inspect the wheel flange for damage and any



WHEEL BEARING REPLACEMENT[TechUpdate

Pressed-In Wheel Bearings:

Doing The Job In Less Time With Fewer Comebacks

Photo 1



[TechUpdate

signs of distortion. A damaged flange can causerunout and, ultimately, a pulsation complaint.

4. On most late-model vehicles, active wheelspeed sensors are mounted in the knuckle (seePhoto 2). Active sensors have two wires and therelator wheel is part of the rear seal or the bearing.An easy way to identify this type of sensor is theflat blade of the head.

5. Push the CV joint out of the stub axle with aforcing screw (see Photo 3). Using a hammer candamage the threads on the axle. Once the CV joint isfree in the splines, use a slide hammer to pull thestub axle from the knuckle (see Photo 4).

6. The stub axle will typically come out with theouter seal, race, bearings and carrier (see Photo 5).Remove any C-clips in the bore, if equipped.

7. On this vehicle, the bearing will be removedand a new bearing installed while the knuckle ison the vehicle.Note: Tool kits to perform this type of work are

available on most tool trucks and online. They cansave time by not having to remove the knucklefrom the vehicle. This can prevent an alignment ormaking a trip to the press. Most instructions adviseusers to detach the knuckle at the ball joint. Inmost cases, this provides the knuckle with enough

WHEEL BEARING REPLACEMENT

Photo 2

Photo 3

Photo 4

Photo 5

Push the CV joint out of the stub axle with a forcing screw.

Article continues on page 76


[TechUpdate



The reason why this bearing failed is two-fold. First,there was a significant impact that caused the ballsto make a mark in the outer race (see belowphoto). When a vehicle hits a curb, pothole or other

object in its path,the force is trans-ferred to the smallsurface area ofthe bearing. Theimpact maycause damageto the races and

the rollers/balls. This damage is called Brinelling.Brinell marks may cause the bearing to make

noise immediately, or it may not. But, as the markskeep rotating, they damage the entire bearing. Ifthe impact is great enough, the pre-load on thebearing can change. This can lead to more damage and noise.

On this bearing, it’sobvious the pre-loadwas destroyed by thecondition of the seals(see photo at right).The balls impacted theinner seal. The reluctorring on the outer sealshows signs of heatdamage. When thering separated from the rubber material, the wheelspeed sensor stopped working. The tone ring ismagnetic and can be detected using a card thatdetects the permanent magnets in the seal.

What Failed?


swing to be able to remove the CV axle. But, thereis an easier way on some vehicles.

On this vehicle, removing the bolt that holds thefront of the control arm provides enough clearanceto pull the axle free (see Photo 6). This can elimi-nate damage to the ball joint boot.

8. Set up the bearing press tool so the rearadapter makes contact with the inside part of thebearing. On the other side, there should be a cupinto which the old bearing will fall (see Photo 7).Lubricate the bolt of the tool before using it. I rec-ommend a few drops of 80w-90w gear lube. Do

not use lightweight lubricant. 9. Once the bearing is removed, inspect the bore of

the knuckle for damage. The bore should be freefrom corrosion. Check the bore for roundness usinga snap bore gauge (see Photo 8). The gauge shouldrotate in the bore easily. Any distortion in the borecan cause a new bearing to prematurely fail.

10. When pressing in the new bearing, make surethe adapter does not come in contact with the seal(see Photo 9). Make sure the seal with the tonering is facing inward. It’s recommended that animpact not be used for this part of the repair.


[TechUpdate WHEEL BEARING REPLACEMENT

Photo 6

Photo 7

Photo 8

Photo 9

Check the bore for roundness using a snap bore gauge.


11. The stub axle and flange canbe installed in a variety of ways.Using a forcing screw can do theleast amount of damage if theinner race is supported (see Photo10). Some technicians swear byfreezing the flange in a freezer orwith dry ice. The stub axle shouldnot be seated fully. The final posi-tion of the stub axle should be setwhen the axle nut is tightened andthe final pre-load is applied. Note: Don’t reuse the old hub

nut on the axle, if possible.12. Install a new one and torque

the bearing to the OEM specifica-tions (see Photo 11). It’s nearlyimpossible to give a general torquespecification for a locking nut. Therecan be large differences dependingon bearing type and housing. IC


[TechUpdate



Photo 10

Photo 11



INFINITI EVAP LEAK DTC DIAGNOSIS — DTCS:P0440/P0442/P0455/P0456/P1440/P1456

Applied Vehicles: 1998 and later Infiniti vehicles with an EVAP service port.

DTCs: P0440, P0442, P0455, P0456, P1440and P1456

If one or more of the DTCs listed aboverelated to EVAP system leaks is found storedin Self Diagnosis, use the Repair Flow Chartshown in Fig. 1. Use the EVAP system diagram(Fig. 2) for reference.

This Service Procedure can be used in addi-tion to the procedure(s) outlined in the applica-

ble service manual, andother bulletins applicableto specific EVAP leakDTCs when necessary.

If a smoke (leak detec-tion) machine is avail-able and preferred, theRepair Flow Chart canstill be used. This toolwould be used in placeof watching for a pres-sure drop and sprayingwith soapy water.

Caution: Use EssentialTool J-42909 or equiva-lent to pressurize theEVAP system. Do notpressurize over theamount specified in theapplicable service manu-al. Do not use shop airpressure.

Note: If one or moreEVAP system DTC(s) notrelated to EVAP leaksis/are found stored inSelf Diagnosis, this bul-letin does not apply.Refer to ASIST and theappropriate service manual for diagnosticprocedure(s) as needed.

Courtesy of ALLDATA.

[ImportTechTips

FIG. 1: INFINITI

FIG. 2: INFINITI

Holds pressure AND nodirt/debris/oil: Advise customers of proper filler cap installation.

Does not hold pressure ORdirt/debris/oil found: Replacevent control valve. Clean/replace other parts as needed. Re-test for leaks.Perform DTC confirmation.

Remove fuel tank vent line atcanister. Block off * canisterconnection (not hose). Ispressure still dropping?

Yes No

Re-connect the fuel tank ventline. Re-apply pressure. Spraysoapy water on the filler capand neck, fuel tank and itslines, and around the fuellevel sensor area. Look forbubbles.

EVAP leak DTC stored

Is the fuel cap properly secured?

Yes No

Secure fuel cap

In CONSULT, select WORK SUPPORT/EVAP SYSTEMCLOSE. Apply pressure withpressure pump at the serviceport until bar in graph is nearthe middle. Does pressuredrop?

Yes

Block off * purge controlvalve’s vacuum line on intakemanifold side. Is pressure stilldropping?

No

Replace purge control valve. Re-test for leaks/performDTC confirmation.

Perform WORKSUPPORT/EVAP SYSTEMCLOSE test two more times.Does the system still holdpressure? Inspect the ventcontrol valve fordirt/debris/excess oil.

Block off * vent control valvevent line. Is pressure stilldropping?

No

Replace vent control valve.Re-test for leaks/performDTC confirmation.

Spray soapy water all overthe canister, EVAP pressuresensor (if mounted on canister) and vent controlvalve. Look for bubbles.

Repair/replace as needed.Re-test for leaks/performDTC confirmation.

* Pinch off or plug line, as appropriate.

Yes

Yes

No

Start Here


VOLKSWAGEN DTCS P1297 OR P1557 STORED IN DTC MEMORY

Model(s) affected: All 1998–20061.8L Turbo vehicles.

Condition:DTCs P1297 (17705) or P1557

(17965) are stored in DTC memo-ry. This may be caused by intakehoses leaking (during boost con-ditions), due to incorrect torqueon clamps or improper place-ment, or worn or torn intakehoses, etc.

Service Procedures:Perform an intake system pres-

sure test to detect leaks in theintake system as follows:

1. Separate the intake hose from

the mass air flow sensor (MAF)assembly.

2. Remove the crankcase venti-lation hose from the PCV valveand close off the crankcase sideof the valve with the plug(orange arrow, Fig. 3), hose andclamps (supplied with the tur-bocharger tester, P/N VAG 1687).

Tip: This will disconnect theengine crankcase from the intakesystem.

3. Insert the air pressure adap-tor, P/N VAG 1687/1 (bluearrow, Fig. 3) into the intake hosebetween the MAF sensor and theintake system (clamp using theexisting hose clamp).



FIG. 3: VOLKSWAGEN

FIG. 4: VOLKSWAGEN

[ImportTechTips


Tip: The hose at the throttleassembly will stay connected during the test.

Pressure Test:1. Attach the outlet hose of the

turbocharger tester to the fittingon the air pressure adaptor (bluearrow, Fig. 4).

2. Close the outlet valve afterthe gauge.

3. Back off the pressure regula-tor knob of the turbochargertester fully to protect the gaugewhen shop air supply pressure isapplied to the assembly.

4. Attach an air line to the inletfitting on the turbocharger tester.

5. Open the valve between theregulator valve and gauge.

6. Adjust the test pressure upto 0.5 bar by turning the regula-tor valve.

Note: Do not pressurize thesystem above the 0.5 bar! Doingso will force oil into the intakethrough the throttle body assem-bly, causing damage to theengine.

7. Slowly open the outlet valve(after the gauge) to test the hoseconnections.

8. Observe the pressure gaugefor a drop in pressure.

Tip: Some pressure will be lostpast the throttle plate.

9. Apply soapy water or leak-check liquid to all intake systemconnections to check for leaks.

Tip: An ultrasonic tester mayalso be used to locate leaks.

10. Repair any leaks that arefound.

11. Remove the plug from thecrankcase ventilation hose.

12. Remove the air pressureadaptor and reinstall the hoses.

Courtesy of Mitchell 1.

HONDA FIT’S HVAC BLOWER MOTOR WORKS ONLY ON HIGH SPEED

Applies To: 2009-’10 Fit – All2011 Fit - From VIN

JHMGE8...B5000001 throughJHMGE8...B5000012

2011 Fit - From VINJHMGE8...BC000001 throughJHMGE8...BC012605

Symptom:The HVAC blower motor

works only on high speed.Probable Cause:Excessive current draw from

the HVAC blower motor causesthe blower resistor to fail.

Corrective Action:Replace the HVAC blower

motor and the blower resistor.Parts Information:HVAC Blower Motor: P/N

79310-TF0-G01 Blower Resistor: P/N 79335-

TF0-G01.

Repair Procedure:1. Remove the passenger-side

dashboard undercover (see Fig. 5): a. Gently pull down the front

edge to detach the clips.b. Pull the cover toward you to

release the pins.2. Replace the HVAC blower

motor (see Fig. 6):a. Disconnect the connector.b. Remove the three screws

and the blower motor.c. Install the new blower motor

with the three screws, then con-nect the connector.

3. Replace the blower resistor(see Fig. 7):

a. Disconnect the connector.b. Remove the two screws and

the blower resistor.c. Install the new blower resis-

tor with the two screws, thenconnect the connector.

4. Reinstall the passenger’sdashboard undercover by push-ing the pins and the clipssecurely into place. Replace any damaged clips.

Courtesy of ALLDATA. IC


FIG 5: HONDA

FIG 7: HONDA

FIG 6: HONDA

[ImportTechTips

Import-Car.com 85

Through Nov. 30, independent service centersearn an ACDelco Spin toWin token for every $250 inparts purchases. Each tokenis worth from $15 to $150 inreward points that can beredeemed on more than3,000 products and services.For rules, eligibility and redemption details, visitwww.acdelco360.com orsee your participatingACDelco distributor.

CARDONE hasadded 95 newSKUs of its CARDONE Selectbrand new Window LiftRegulators (some with mo-tors) in 2012 with more on theway. A few of the popular newapplications include: 2003-’07 82-15016AR Honda Accord F/R and 82-15017AR F/L 2003-’07; 2005-’10 82-1358CR Nissan trucks F/R and82-1359CR F/L; and 2003-’10 82-3427C Mercedes E-ClassF/R and 82-3428C F/L.Circle #100 for information

Get 5 quarts of Castrol GTX Conventional Motor Oil plus aNAPA Silver Oil Filter — on salefor $20.56 at your local NAPAAUTO PARTS Store this October.And don’t forget to watch MartinTruex Jr. and the #56 NAPA Carin their hunt for the Sprint CupSeries Championship! See participating stores for details.Circle #101 for information

Airtex Vehicle Electronics now offersa broad new line of replacementknock sensors featuring a variety ofdesign enhancements that ensure better-than-OE performance and durability. Breakage of brittle piezosranks as a leading cause of prematurefailure of many knock sensors. Airtexengineers identified a significantlymore robust sintered piezoceramictechnology that virtually eliminatesfractures. Visit www.AirtexVE.com.Circle #103 for information

TRICO Ice, an all-new, winter weather blade, features awedge-shaped spoiler that clears away snow and icebuildup. The new design conforms to glass shapes to distribute even pressure for a clear wipe, while the low-profile contour complements new vehicle models andmaximizes line of sight. Teflon-infused rubber resists tear-ing and ripping in sub-zero temperatures to eliminatechatter for a smoother, quieter wipe. TRICO Ice is offeredin lengths of 16-28 in. Visit www.tricoproducts.com/ice. Circle #102 for information

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Brought to you by Essentials]


[EssentialsSchaeffler Group USA and Litens have announced a jointadvertising program aimed at educating the automotive aftermarket on the importance of replacing OE OverrunningAlternator Pulleys and Overrun-ning Alternator Decouplers withlike products. The four-page in-sert is included in this issue ofImportCar and features technicalinformation regarding the differ-ences between OAPs and OADsand common applications foreach type of technology. Formore information, visitwww.Schaeffler-Aftermarket.usor www.decouplerpulley.com.Circle #104 for information

Arnott Inc. has introduced new front air suspensionshocks for the Land Rover LR3/Discovery 3 and RangeRover Sport. Based on years of research and develop-ment, Arnott’s new design features Bilstein shocksequipped with specially tuned valving for maximum

ride control and comfort, along withGoodyear air spring bladders.

These shocks are engineeredand made in the USA,

and come with alimited lifetime warranty.

Circle #106 for information

The Bosch DistancePlus high-perfor-mance oil filter is specially engineeredwith advanced materials and technolo-gy to offer greater ability to keep theengine performing efficiently over along period of time. The DistancePluskeeps oil clean, protects the engineagainst harmful contaminants and pre-vents engine wear. It works with anybrand of synthetic and conventionalmotor oil. This oil filter includes apressure relief valve to prevent oil re-striction and ensure proper oil flow,and a silicone anti-drainback valve. Circle #105 for information

The Fel-Pro gasketsline from Federal-Mogul recently introduced 64 new gaskets, sets and related parts for theseapplications: Head Sets: 2005-’08 InfinitiV6 3.5L DOHC, 2006-’08 Mazda L4 2.3LDOHC and 2009-’11 Hyundai/Kia L42.4L DOHC; and Head Gasket: 2007-’09Mini-Cooper L4 1.6L DOHC. AdditionalFel-Pro coverage includes cylinder headconversion sets for Saab 2.0L L4 DOHCand Toyota (Tacoma) 2.7L L4 DOHC engines, and intake manifold, plenum,valve cover and oil pan gasket sets forlate-model applications. Circle #108 for information

MAHLE Clevite Inc. recently expanded the Victor Reinz gasket product offering with anew catalog including 1,570 newpart numbers and expandedcoverage on model years 1990and newer. The catalog is avail-able in print or on www.mahle-aftermarket.com. The new prod-uct numbers and coverage canalso be viewed in Launchpad, aportal of eCatalogs. This catalogcontains a total of 6,875 uniquegasket part numbers that covermore than 221,255,000 vehicles in operation. Circle #107 for information

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AD INDEXAdvertiser . . . . . . . . . . .Page NumberACDelco . . . . . . . . . . . . . . . . . . . . .34, 35ADVICS . . . . . . . . . . . . . . . . . . . . . . . .49Air Suspension Parts by Arnott, Inc. . . . . . . . . . . . . . . . . .18, 19

Airtex Corporation . . . . . . . . . . . . .14, 33Aisin World Corp. . . . . . . . . . . . . . . . . .8Akebono Corporation . . . . . . . . . . .39, 40Atlas Copco Compressors LLC. . . . . . .41Auto Value/Bumper to Bumper . . .Cover 4Best Tech . . . . . . . . . . . . . . . . . . . . . . .53Bosch . . . . . . . . . . . . . . . . . . . . . . . . .55CARDONE . . . . . . . . . . . . . . . . . . . . . .75CRP Industries . . . . . . . . . . . . . . . . . .26DEA Products/Pioneer Inc . . . . . . . . . .73Equus Products, Inc. . . . . . . . . . . . . . .59ExtremeWrench . . . . . . . . . . . .22, InsertFederated Auto Parts . . . . . . . . . . . . . .13GMB North America . . . . . . . . . . . . . . .77iATN . . . . . . . . . . . . . . . . . . . . . . . . . . .78Idemitsu Lubricants America Corp. . . .58KYB Americas Corp. . . . . . . . . . . . . . .69LIQUI MOLY GmbH . . . . . . . . . . . .11, 27MAHLE Clevite . . . . . . . . . . . . . . . . . . . .5Mercedes-Benz USA . . . . . . . . . . . . . . .7Moog Steering & Suspension . . . .64, 65NAPA . . . . .Cover Card, 3, 21, 29, 63, 79NGK Spark Plugs . . . . . . . . . . . . . . . . .51Nucap Industries . . . . . . . . . . . . . .48, 68O'Reilly Auto Parts . . . . . . . . . . . . . . .67Parts Master . . . . . . . . . . . . . . . . . . . .71Parts Plus . . . . . . . . . . . . . . . . . . . . . .45Promotec Spa . . . . . . . . . . . . . . . . . . .83Raybestos Brakes . . . . . . . . . . . . .16, 17Ross-Tech . . . . . . . . . . . . . . . . . . . . . .32Schaeffler Automotive Aftermarket . . . . . . . . . . . . . . . .9, Insert

Snap-on . . . . . . . . . . . . . . . . . . . . . . . .81Tenneco/Monroe Brakes . . . . . . . . . . .46Tenneco/Monroe Shocks . . . . . . . .61, 66Tenneco/Walker . . . . . . . . . . . . . . . . . .10Timken . . . . . . . . . . . . . . . . . . . . . . . . .74Toyota . . . . . . . . . . . . . . . . . . .Cover 2, 1Trico Products . . . . . . . . . . . . . . . .56, 57TYC/Genera Corp. . . . . . . . . . . . . . . . .37VDO TPMS Replacement Parts . . . . . .44Volkswagen Parts & Accessories . . . .82Wagner Brakes/Federal-Mogul . . .42, 43WIX Filters . . . . . . . . . . . . . . . . . . .30, 31WORLDPAC . . . . . . . . . . . . . . . . .Cover 3

88 October 2012 | ImportCar


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The Tech Group

Bobbie [email protected], ext. 238

Dean Martin [email protected] 330-670-1234, ext. 225

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

Classified Sales Tom [email protected], ext. 224

Import-Car.com 89


90 October 2012 | ImportCar


Import-Car.com 91


“Something has changed,” was acomment made by a colleaguewhen stopping by my office. Ittook her a few minutes to realizeI had rearranged my office furni-ture. My hope is that you have already noticed a few changeswith your October issue of ImportCar beginning with a newand more vibrant logo, plus alarger type size and bigger photos.

We know you’re busy andunderstand we need to get to

the point. That means fewerwords and more photos toenhance the in-depth, technicalarticles that you count on withevery issue of ImportCar. Wework every month to fulfill ourpromise to you by deliveringcompelling content, industrynews, product information and

messaging from our valuedadvertisers.

Our plan to make a change,which began earlier this year,wrapped up in mid-September.We addressed every detail ofour magazine by involving anumber of our team membersacross our organization. Thisre-design exercise reminded meof what an incredible, passion-ate and opinionated bunch wehave under one roof. Our tal-ented group of professionals,

pictured below, includes ourinspiring graphic designers,smart and industry-engagededitors and supportive man-agement team. Collectively, ouraftermarket and publishingexperience exceeds 175+ years,but that doesn’t mean muchunless you are pleased with

the results.Our project isn’t completed.

We have exciting plans to bringinteractive technology withinour pages to connect youdirectly to video and ultra-coolgraphics from your smartphone or tablet.

All great stuff! Stay tuned!Please share your comments

with me. It’s always nice tohear from you. IC

Jim [email protected], ext. 280

By Jim Merle|PUBLISHER

We Know You’re Busy...

“Something has changed”

} }

[Publisher’sPerspective



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