Underhood Service, September 2013

®A MAGAZINE

CHRYSLER 3.5 V6 SERVICE DECODING DTCs TPMS SIGNALS

Reader Service: Go to www.uhsRAPIDRESPONSE.com

PublisherJim Merle email: [email protected] 330-670-1234, ext. 280

EditorEdward Sunkinemail: [email protected], ext. 258

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

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

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

Ad Services (Materials) Cindy Ottemail: [email protected], ext. 209

Technical Editor Larry Carley

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

Subscription Services Maryellen Smithemail: [email protected], ext. 288

24Tech UpdateFuel Pumps & Scan ToolsWhat controls fuel pressure andvolume on most vehicles is theECM. This article discusses howsome fuel pump problems can besolved using a scan tool.

32

4224

42 Engine SeriesChrysler 3.5

Technical Editor Larry Carley looks at the technology behind the second-generation Chrysler V6.

Diagnostic Dilemmas: Starter & Battery Diagnostics

32Diagnostic Dilemmas Starter & Battery DiagnosticsTechnical contributor GaryGoms expains the evolutionof the starter and what makesit turn and what makes themstop.

Testing Direct Injection Injectors 26Solving Oil Sludge Problems 44Engine Timing 60AVI 69

AUGMENTED REALITY CONTENT IN THIS ISSUE:

DEPARTMENTSA Publication

UNDERHOOD SERVICE (ISSN 1079-6177)

(August 2013, Volume XVIII, Number 8): Published monthly by Babcox, 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: Please send address changes to UNDERHOOD SERVICE, 3550 Embassy Parkway Akron, OH 44333. UNDERHOOD SERVICE is a trademark ofBabcox Media, Inc. registered with the U.S. Patent and Trademark Office. All rights reserved.

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4 September 2013 | UnderhoodService.com

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Columns

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52

58

80

Brent Crago, ownerTop Tech AutomotiveCleveland, Tennessee

Marc Duebber, owner Duebber’s Auto ServiceCincinnati, Ohio

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

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

Anthony Hurst, ownerAuto DiagnosticsEphrata, Pennsylvania

Roger Kwapich, owner Smitty’s AutomotiveToledo, Ohio

Rick O’Brien, technicianCoachworksPortland, Maine

Tom Palermo, general managerPreferred Automotive SpecialistsJenkintown, Pennsylvania

Van Pedigo, ownerRichfield Automotive CenterRichfield, Ohio

Paul Stock, owner Stock’s Underhood SpecialistsBelleville, Illinois

Michael Warner, owner Suburban WrenchPennington, New Jersey

Editorial advisory Board

6 Gonzo’s Toolbox

8 ASE Quick Tip

10 NEWS: Oil Invoice Changes

12 Directions

16 Aftermarket Update

38 Customer States...

48 TPMS Sensor Signals

52 Decoding Diagnostic Codes

58 Volkswagen Belt Service

64 Tech Tips

72 Shop (New Products)

75 Rapid Response

76 Classifieds

80 Wienermobile 101


By Scott “Gonzo” Weaver [email protected]

Hardly a day goesby when I’m notchanging oil in a

car. It’s a simple task toperform, but, today, youmust also reset the oil re-minder system.The procedure varies

from model to modeland year to year.Sometimes, I figure thatsince I’m right there by thecar, I might as well findthe owner’s manual (thatlittle booklet that’s typicallyburied in the glove box underall those extra napkins, brokensunglasses and assortedpaperwork) and look up theprocedure myself. (And,sometimes, the car may be toonew that the procedures arenot yet in an online informa-tion system.)Oftentimes, I might even

use it to find the exactamount of oil I need to add.But, for some reason, not onemanufacturer can come upwith a method of putting theinformation in one conven-ient spot. The information isincluded, but it’s hardly everclearly placed where you caneasily find it. And, you’dthink with years of goingthrough various owner’smanuals to find these resetprocedures, or the vehicle’soil quantity, that I’d have thisdown to an science. NOT!So, here I am, just another

day at the shop, doing anotheroil change, and, just like thelast oil change, I’m sitting inthe car flipping through pageafter page of that crazy booktrying to find the right section.That might explain the crazymechanic in the car, if youwalked by right about then.You’d probably notice meshouting out a few commentsabout what I think of thesepoorly written vehicle exposés.It’s like a maze of confusing

references from one page toanother. Tell me, why do theseowner’s manual writers makeit so difficult to find sucheveryday information? I knowit’s in there; probably oneshort paragraph describing afew steps you need to do to

clear the warning light, but doyou think they’ll put a refer-ence to that particular page inthe index? Good luck on that

one.Of course, for a lot ofthe newer cars, you canreference a CD or go to awebsite where you canview the manual. To me,that just makes it even lesslikely that I’ll look. Instead,I’ll just go to my own com-puter and find the proce-dure in a repair informa-

tion database. I’ve lost count of how

many times that I think I’vefound the page with theinformation I needed, only tobe directed to another sec-tion, which then leads me toan entirely different section.It’s just a pain in the dipstickto read these manuals some-times, and that’s probablywhy most vehicle ownersdon’t read them at all. Youknow what these manufac-turers need to do? They needto spice things up a bit, likehiring a professional dramawriter to write the owner’smanual for them. I can’t sayI’d sit down in my comfychair next to the fireplacewith a copy of Gone With The

Owner’s Manual, but itwouldn’t hurt to make themmore user-friendly, or we’dbe back to square one.

LOST IN THE OWNER’S MANUAL I Know It’s Here, Somewhere...

»Gonzo’s Toolbox



Section B, Item 8 of the ASE L1 certification task liststates:“Interpret OBD II scan tool data stream, diagnostic trouble codes

(DTCs), freeze-frame data, system monitors, monitor readiness indicators, and trip and drive cycle information to determine system condition and verify repair effectiveness.”

What ASE is talking about are the modes of OBD II scan tool protocol. Modes are usually denoted by a dollar sign and a two-digit number. While most rookie technicians can use a scan toolwithout being aware of what the modes mean, L1 certified techni-cians should know what the modes are for advance diagnostic andtool usage.

Mode $01: Used to identify what powertrain information is avail-able to the scan tool.

Mode $02: Displays freeze-frame data.Mode $03: Lists the emission-related “confirmed” DTCs stored. It

displays exact numeric, four-digit codes identifying the faults.Mode $04: This mode is used to clear emission-related diagnostic

information. This includes clearing the stored pending/confirmedDTCs and freeze-frame data.

Mode $05: Displays the oxygen sensor monitor screen and thetests.Mode $06: This type of information is a request for On-Board

Monitoring Test Results for Continuously and Non-ContinuouslyMonitored Systems. There are typically a minimum value, a maxi-mum value and a current value for each non-continuous monitor.

Mode $07: In this mode, the scan tool sends a request for emis-sion-related DTCs detected during the current or last completeddriving cycle. It enables the external test equipment to obtain“pending” DTCs detected during the current or last completeddriving cycle for emission-related components/systems. This isused after a vehicle repair, and after clearing diagnostic informationto see test results after a single driving cycle to determine if therepair has fixed the problem.

Mode $08: Bi-directional testing of components.Mode $09: Retrieve vehicle information like the VIN and the cali-

bration identification.Mode $0: Lists emission-related “permanent” DTCs stored. As per

CARB, any DTC that is commanding the MIL on and is storedinto non-volatile memory will be logged as a permanent faultcode.

»QuickTips SCAN TOOL MODES

ASE L1:Understanding Scan Tool Modes


»OilNews INVOICE REQUIREMENTS

New Oil Change InvoiceRequirements For Shops

Go to www.uhsRAPIDRESPONSE.com

Your customer invoicesmight have to list the engine oil type, brand and

other related information, according to a new recommenda-tion by the U.S. Commerce Department’s National Instituteof Standards and Technology(NIST) and the National Confer-ence of Weights and Measures(NCWM). These recommendationsbecame effective July 1, 2013,for states that approve, and areoutlined in a section known asthe Uniform Regulation for theMethod of Sale of Commodities.But, it is still not clear howthese recommendations will beenforced.“Last year (July 2012), theNCWM added a requirement toits existing model regulationsfor retailers that provide oilchange services to provide consumers with a documentthat lists the oil’s manufacturer,brand name, SAE viscosity andservice requirements as definedin API 1509, SAE J183 or ASTMD4485,” said Ron Hayes, chair-man of the Fuels and LubricantsSubcommittee of NCWM. “Thisfollows concerns expressed to

the NCWM that some retailersmay not have provided con-sumers with product-matchingadvertised specifications.”

Recommendations:• Oil change facilities andrepair shops must disclose theengine oil brand name, SAE viscosity and API service category or categories oninvoices or customer receipts.• The retailer must have labelson all containers, includingbulk storage tanks, with thesame information.• Oil suppliers must providethe information on deliverytickets to the retailer.• Effective Jan. 1, 2014, alldelivery tickets must beretained at retail facilities forone year.• Labeling and disclosure onreceipts are required for engineoil with obsolete API servicecategories with the appropriatecautionary language.To get more information onthese uniform recommenda-tions and to determine the status of your state, visit ASA’slegislative website atwww.TakingTheHill.com.

In 2009, the Car Allowance Rebate Sys-tem (CARS), or the “Cash for Clunkers,”program incentivized drivers to trade in

their gas guzzlers for a more fuel-efficientvehicle. Most of these 690,114 vehicles are nowfour years old and have almost 50,000miles on the odometer. This is a repairsweet spot you cannot ignore.

Below are the top 10 selling Cash for Clunkers cars:

If you look over the maintenance intervals forthe top 10 vehicles, in the past four years thesevehicles have not needed much more than oilchanges and filter replacements. Hope-fully, theowners have abided by these intervals becauseseven out of the 10 vehicles on the list have main-tenance indicator lights.

Inspecting the Sweet SpotThese vehicles are a golden opportunity for shops.At the 36,000-, 40,000- or 50,000-mile interval, allof the OEMs recommend major inspections.These inspections typically include most vehiclefluids, the HVAC system, drivetrain and mostmechanical systems. Belts, hoses and the battery

get special attention. The OEMs want you to inspect the items on thelist so you can recommend the appropriate servic-es to your customer. Sure, these items could beignored and the vehicle could run 100,000 mileswithout a problem, but beyond that, major partfailures can be expected.

The ShiftI always hear the line, “cars are just built better.”The real truth is that cars are just built different,and they will also last longer, creating even moreservice opportunities. The manufacturers have learned that every driv-er and drive cycle is different. They also knowthat vehicles are lasting twice as long and accu-mulating more miles per year than ever before.Instead of making blanket recommendations, theywant techs to inspect vehicles and make recom-mendations for parts replacement depending onan interval to make vehicles operate longer and bethe most economically sound.The really good news is every vehicle in the top10 has a cabin air filter.

Cash For Clunker Cars AreNow Your Stimulus Package

»Directions By Edward Sunkin | EDITOR


1. Toyota Corolla2. Honda Civic3. Toyota Camry4. Ford Focus5. Hyundai Elantra6. Nissan Versa7. Toyota Prius8. Honda Accord9. Honda Fit

10. Ford Escape


For free e-mail updates with the latest aftermar-ket news, tech tips and supplier promotions,log on to AutoCarePro.com.

MAHLE Clevite Inc. recently announced thethird annual MAHLE Clevite Champion Tech-nician Contest, a contest designed to spot-light talented and forward-thinking enginetechnicians and specialists nationwide.By answering a series of five questions,one grand-prize winner will receive a VIPtrip to the 2013 NASCAR Sprint Cup SeriesChampion’s Week in Las Vegas. “Since its inception in 2011, the MAHLEClevite Champion Technician Contest hasenabled us to recognize the persistence andtireless dedication of today’s engine techni-cians, nationwide,” said Ted Hughes, man-ager – marketing for MAHLE Clevite. “In

this — our third consecutive year of thecontest — we once again will salute onepassionate individual who exemplifies a‘champion’ in every sense of the word.”In order to enter, participants must answera series of five questions that describe thenominee’s passion about engines and enginerebuilding, explains the history of how theirjourney in this field began, describes adefining moment in their career and de-scribes the skills and talents the individualexemplifies to characterize them as a“champion.” Participants can either submitan entry about themselves, or on behalf ofthe nominee.

»Aftermarket UpdateBrought to you by:

MAHLE Clevite Kicks Off Third Annual Champion Technician Contest

» Aftermarket UpdateBrought to you by:

Contest registration forms can be downloadedat www.mahleclevite.com/championtechnician andsubmitted via email to [email protected] or by faxing the completed appli-cation to 248-596-8899 until 11:59 p.m. ET onOct. 28, 2013.The grand-prize winner will receive a trip toLas Vegas Dec. 4-7, 2013, including coach airfarefor two, a three-night hotel stay, a special meet-and-greet with a NASCAR personality, MAHLEClevite VIP dinner for two at a five-star LasVegas restaurant, two tickets to NASCAR Victo-ry Lap and NASCAR After The Lap, as well astickets to the NASCAR Sprint Cup SeriesAwards and the NMPA Myers Brothers AwardsLuncheon, a feature on MAHLE’s website andsocial media sites, Las Vegas and Officially Licensed NASCAR merchandise and a commem-orative plaque. The prize package is valued atapproximately $4,000.

Kevin Byrd and Willie B., the hosts of “TwoGuys Garage,” are talking education andtraining in new “TechTalk by Federated AutoParts” segments. The tech tips are now airingduring new “Two Guys Garage” episodes onGreat American Country Network (GAC).“TechTalk by Federated Auto Parts” will befeatured on every episode of the showthrough the end of the year. The segmentsfocus on time-saving installation techniquesand problem-solving parts from Federatedmanufacturing partners. For more information or to find air dates andtimes, visit www.federatedautoparts.com.

New ‘TechTalk By Federated AutoParts’ Tech Tips Now Airing On‘Two Guys Garage’

Nationwide

are of such exceptional quality they are backed with a 100% labor guarantee. If you purchase and return a defective starter or alternator from AutoZone, you will receive 100% reimbursement for your labor within just 48 hours.*

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» Aftermarket Update


David Byrd of Goldsboro, NC, wasnamed the Mitchell 1 2013 Educatorof the Year during North AmericanCouncil of Automotive Teachers(NACAT) conference held recentlyin Quebec City, Quebec, Canada. Each year, Mitchell 1 recognizesone of the nation’s top teachers forexcellence in automotive repairinstruction. Byrd was presentedwith a check for $500 and a recogni-tion certificate. He will also receivea one-year complimentary subscrip-tion to Mitchell 1’s ProDemandrepair, diagnostic and maintenanceinformation program for the schoolwhere he teaches.

Mitchell 1 NamesEducator of the Year

The new VDO Gauges2Go appallows enthusiasts to viewVDO gauges in a virtual simu-lation as if they were mountedright on their dashboards. Itincludes a fully functional GPSspeedometer, so any mobiledevice or tablet with the appli-cation is able to produce anauthentic-looking dashboard.Called “Gauges2Go,” the newVDO app is available free fromiTunes for use on all iOS smartdevices and on Google Play forAndroid, as well as atwww.vdo-gauges.com/app.

New VDO App forGauges

CARDONE just released a newProTech technical video titled,“Simple Power SteeringContamination Test.” The videoexplains a quick way techniciansand shop owners can show cus-tomers why it’s important theyflush their steering system and/orreplace their steering hoses.Visual proof works best, accord-ing to CARDONE. The video canbe viewed at: youtube.com/cardoneindustries.

New VideoFrom CARDONE

» Aftermarket Update

Are you driving the nextChampion “King of theRoad?” There’s only one wayto find out: by enteringChampion brand’s free Kingof the Road online contest atwww.Alwaysa Champion.com.The contest, which hasalready awarded $2,500 inprizes and generated morethan 50,000 votes, still hasfive weekly prizes remainingbefore the King of the Roadfinals determines the $5,000grand-prize winner. Championspark plugs, wipers andchemical additives are“PerformanceDriven” productsof Federal-MogulCorporation.

The first fiveChampionKing of theRoad finalists are:

• Kenny Fensom, Fayetteville,NC, 2003 ChevroletTrailblazer• Roger Walker, Jacksonville,AR, 1966 Pontiac GTO• James Laurita, Commack,NY, 1970 Ford Mad MaxCobra Jet• Rich Barcia, Selden, NY,1969 Dodge Charger• John Carlson, South Bend,IN, 2008 Ford Mustang

“Our top vote recipients sofar have included everythingfrom the winner’s first car tolegendary Detroit muscle cars

that have been painstakinglymaintained over the decades.The incredible range ofentries demonstrates theowners’ passion for theirvehicles and for theChampion brand,” saidJessica Wynn, brand strategymanager, Federal-Mogul.To enter the free contest,simply submit one or moredigital images and interestingbackground informationabout your vehicle throughthe “King of the Road” link atwww.Alwaysa Champion.com.

Members of theChampion onlinecommunity willvote to determinethe winner ofeach of the fiveremaining $500prizes. Weeklywinners are thenautomatically

entered into the$5,000 grand-prize round.

Anyone may vote in the con-test and participate in otherChampion promotions bycompleting a free registrationon the brand’s website. Thefinal weekly winner will beannounced Monday, Sept. 2,and grand prize voting willtake place Sept. 9-15.To learn more about theChampion “King of the Road”contest and to look up theright Champion product forany application, simply visitwww.Alwaysa Champion.com.

5 Finalist Positions Remain In $10,000Champion ‘King Of The Road’ Contest




The most common diagnostic procedures forfuel pumps in the past were analog andhands on. Most fuel pump-related prob-

lems could be solved with a pressure gauge andvoltmeter. Today, the scan tool is the most impor-tant tool when diagnosing a fuel supply problem.On early import vehicles, the fuel pump wasenergized when the key was turned on and avacuum-operated diaphragm regulated fuelpressure. Today, input from at least two mod-ules and various sensors that are networked on

a high-speed serial data bus is required for afuel pump to operate. While this may sound likeit would complicate the diagnostic process, itactually simplifies diagnostics and can save youfrom unnecessarily dropping a fuel tank.With a scan tool, it’s possible to verify if themodules controlling the fuel pump are receivingthe correct data like oil pressure, crank positionand key position. Some late-model vehicles haveeven turned the fuel pump into its own moduleor node on the high-speed serial data bus. Themodule may share data like the fuel level andtank pressure with the instrument cluster mod-ule and the ECM.What this also means is that this data can bemonitored with a scan tool. If the serial data busis unable to communicate with certain moduleslike the theft deterrent system or even the body control module (BCM), it could cause the fuelpump to shut down.Most late-model vehicles have return-less fuelsystems. Instead of using engine vacuum to apressure regulator under the hood, the systemuses engine data and varies the speed of thepump to meet fuel requirements. The pump isenergized with pulse-width modulated voltage.This means that if you connect your voltmeter tothe fuel pump circuit, the readings will bouncearound instead of being a constant voltage. Ascope is required to graph the amperage andvoltage. These systems have different modes forstart, acceleration, deceleration and fuel cut-off.On some vehicles, these modes can be observedon an enhanced or factory scan tool as part ofthe Mode 6 data.

INITIAL DIAGNOSTICSThe most common customer complaints when itcomes to fuel pumps are a no-start condition,intermittent no-start condition or even hard

» TechUpdate FUEL PUMP by Andrew Markel, editor Brake & Front End magazine

Fuel Pump Diagnostics Using A Scan ToolCONFIRM THAT A PUMP IS BAD BEFORE GETTING YOUR HANDS DIRTY


» TechUpdate FUEL PUMP

starting. The first step in anydiagnostic process is to performa visual inspection of the vehicle.Next, verify the customer’scomplaint. Many diagnoses gowrong because the technicianfails to verify the customer’sconcern. If the customer says itdoes not run, make sure it willnot start and run.Forget your “noid” lights onmost modern vehicles. This low-cost tool worked well on simplevehicles, but with modern vehi-cles it can lead you down a diag-nostic black hole. If the vehiclehas gasoline direct injection(GDI), there is no way you couldeven access the injectors toinstall a noid light. If you do feelcompelled to prove the injectorsare pulsing, try using a scope.Forget the fuel pressure gaugeat this point in the diagnosticprocess. Even if there is pressureat the fuel rail, this informationis of little use on newer vehicleswithout having access to the

parameters. Some port fuel injec-tion systems and all GDI sys-tems have pressure sensors thatcan be observed with a scan tool.Also, GDI-equipped Asian and European models do not haveports to attach the gauge.After the visual inspection andverifying the customer’s com-plaint, it’s time to connect thescan tool. First, pull the codesand make sure the modules arecommunicating on their commu-nication buses. Some low-endgeneric tools may not be able totalk to all the modules. This iswhere an enhanced or factoryscan tool comes into its own.Many enhanced or factory scantools can perform a “healthcheck” that can pull codes andparameters from the modules onthe vehicle with just one press orclick. Some scan tools have auto-mated tests that can bi-direction-ally control components to auto-matically confirm operation.With the codes pulled, you cancome up with a diagnostic strate-




gies and further tests to resolvethe no-start condition. Serviceinformation is just as critical of atool as a pressure gauge.Every fuel system has a set ofparameters that must be set inorder for the pump to be ener-gized. For some systems, thismay include a crank sensor sig-nal, oil pressure and maybe acheck with the vehicle theftdeterrent module.If the vehicle has any “loss ofcommunication” codes likeU1000, resolve those problemsfirst before diagnosing or replac-ing the fuel pump. While thesecodes may seem like they havenothing to do with the fuelpump, often a dead module orshort in the serial bus can resultin a no-start condition.After you’ve performed thechecks with your scan tool andhave confirmed with the serviceinformation that it could be the

fuel pump causing the no-startcondition, you can carry out thephysical tests to confirm the con-dition of the fuel pump.

GDI STRATEGIES ANDSCAN TOOLSDiagnostics fundamentals forGDI are not that much differentthan conventional fuel injectionsystems. These systems inject theright amount of fuel directly intothe cylinder. These systems arevery efficient and are able to getthe right amount of fuel into thecylinder so no fuel is wasted bynot having to spray on the backof the intake valve.In fact, after working on a fewGDI systems, you may find thatthey get easier to work on due tothe tighter long-term and short-term fuel trim parameters.GDI makes more horsepowerfor a given engine size. This iswhy Mercedes-Benz and BMW


Like the 3.2I V6 FSI engine with Audi valvelift system, the 3.0I V6 TFSI engine uses a supply-on-demand fuel system.



have been able to get away fromV10 and V12 engines. UtilizingGDI systems, their new V8s areable to produce more powerwhile using less fuel.The diagnostic strategies aresimilar to port fuel systems, butmost of these systems have anadditional fuel pump, pressuresensors and a different style ofinjector.With the injector in the com-bustion chamber, the pintle andseat of the fuel injector are underextreme pressures. To overcomethe cylinder pressures, the fuelpressure supplier to the injectormay be as high as 2,000 psi.The in-tank pump in GDI sys-tems is more responsible for vol-ume than pressure. Fuel on thisside of the system is called thelow-pressure side. A fuel pumpon the engine pressurizes thefuel for high-pressure injectors.This pump is driven off a lobeon the camshaft. This part of thefuel system is called the high-pressure side.The pressure from the high-pressure fuel pump is monitoredby the powertrain control mod-ule (PCM) through a sensor andcan be modulated by changingthe volume of fuel entering thepump inlet. While specific pres-sures vary among different vehi-cle applications, most high-pres-sure pumps are capable of pro-ducing at least 2,000 psi of fuelpressure. These extremely highfuel pressure levels are requiredto overcome compression andcombustion pressures inside thecylinder and to inject a relativelylarge volume of fuel directly intothe cylinder in a very shortamount of time.Factory and enhanced scantools can monitor pressure trans-ducers on the high and low

sides of the system. This infor-mation can be used to diagnosethe health of the low-side andhigh-side pumps. These toolswill have the PID parameters forthese components as part of theMode 6 data. These parameterscan tell you what the pressuresshould be during the differentmodes of operation. Also, if thisdata is used in conjunction withthe waveforms of the injectorpulses, it’s possible to performcylinder balance and other diag-nostic tests. The pressure trans-ducers can also be used to moni-tor system pressures to diagnosehard-start problems.Maintenance and the reducedfrequency of engine oil changeshave been known to take theirtoll on some GDI high-pressurepumps. For example, some VWsand Audis are experiencingwear on the follower on thepump due to poor lubricationand oil that has broken down.The follower that rides on thecamshaft can wear and losemetal at the base.The pump is very sensitive tothe changes in dimensions of thefollower and it can result inlower fuel pressures. This condi-tion is initially diagnosed with ascan tool and not feeler gauges.With late-model imports, somuch of the diagnostic processfor fuel pumps can be performedfrom the driver’s seat of the vehi-cle with a scan tool. This makesyou a more productive technicianand the diagnosis more accurate.And this translates into a moreprofitable shop. ~ Go to

www.UnderhoodService.com

and use the search function to

obtain more fuel-system-related

technical articles.



On June 15, 1911,Charles F. Ketteringwas awarded a patent

for an electric self-starter for automobile engines. Thinkingout of the box, Kettering designed a small, high-torquemotor that would deliver aburst of energy lasting onlylong enough to initiate the in-ternal combustion cycle. Fortu-nately for modern commuters,Kettering’s electric self-startertransformed the automobilefrom a temperamental noveltyitem into a practical means oftransportation.

COMPONENT BASICSFrom a historical view, it’s im-portant to remember that Ketter-ing’s conventional field-coilstarter required battery power tocreate the magnetic field neededto make the starter armatureturn. During the 1980s, field-coilstarters were phased out infavor of “ferrite” permanent-magnet starters.Since the fields in permanent

magnet starters don’t requirebattery power, permanent-mag-net starters require much lesscurrent to crank an engine. Theresult is a much lighter, farmore efficient starter motor.But, because permanent or fer-

rite magnets are made of a brit-tle ceramic material, they arevulnerable to cracking causedby sudden impacts. Crackedmagnets can be tough to diag-nose, which is why it’s usuallybetter to replace the starter asan assembly than to repair orrebuild it. See Photo 1.In addition, the rotating mass

of the starter armature is re-duced to create a more compactstarter motor assembly. As pic-tured in Photo 2, the armatureon most modern starters termi-nates into a sun gear matingwith a set of planetary gears(see Photo 3) provide the initialgear reduction for the starter. Asecondary reduction gear can

also be used on starters like theone used to illustrate this story.See Photo 4.The starter “solenoid” is actu-

ally a combination of an electricrelay and solenoid. The relayportion electrically connects thestarter armature to the battery.The solenoid portion mechani-cally engages the starter’s drive


By gary goms, Contributing Writer»DiagnosticDilemmas rotating ElEctrical

Starter & Battery

DiagnosticsPhoto 1: The insulation between the commutator segments should be recessedabout 1/32” beneath the commutator bars.

Photo 2: In this application, the starterarmature is surrounded by six perma-nent magnets.

UnderhoodService.com 33

pinion with the engine’s flywheel gear. While mod-ern solenoids usually incorporate two high-amper-age terminals and one low-amperage, primaryactivation terminal, some older designs might in-corporate an additional primary “bypass” terminalthat was originally designed to boost ignition coilvoltage during cranking. In some applications, thebypass terminal is unused and remains a vestigialremnant of past technology.The starter over-run or one-way clutch is a simple

roller-type clutch that’s designed to release whenthe engine speed exceeds cranking speed. In rare in-stances, the clutch will seize, which can cause the

starter armature to explode from centrifugal force asthe engine accelerates. In other cases, the clutch willsimply wear out, which usually results in a“whirring” sound, indicating that the starter motoris running, but not engaged to the flywheel.

STARTER ACTUATION SYSTEMSFor safety’s sake, the starter’s primary circuit is rout-ed through a neutral safety switch on automatictransmission vehicles and through a clutch safetyswitch on manual transmission models. With thatsaid, current practice is to reduce the electrical loadon the ignition, neutral safety and clutch switches by

inserting a starter relay into the starter primary circuit. In this case, the above switches activate thestarter relay switch rather than the starter’s primarysolenoid circuit.Keep in mind also that modern technology in

some vehicles has delegated the starter engagementprocess to the powertrain control module (PCM). Inthis system, turning the ignition switch or pressingthe “start” button simply commands the PCM toengage the starter motor. Failures in these systemsshould first be diagnosed with a scan tool and byusing diagnostic techniques similar to those used inany other system controlled by the PCM.

BATTERY DIAGNOSTICSThe first step is to make sure that the battery

»DiagnosticDilemmas

Photo 3: This starter motor terminates into a planetary gear setsimilar to those used in automatic transmissions.

Photo 4: The secondary reduction drive gear contains an over-runclutch that disengages the starter motor as the engine speed increases.

Photo 5: Corrosion at the lower solenoid terminal on this startercaused an intermittent “clicking,” no-cranking complaint.

terminals and cables are free of corrosion. Next, determine the battery state of charge (SOC)and condition by testing with a con-ductance or variable-load, carbonpile battery tester. Recharge orreplace the battery as re-quired. Voltage drop fromthe battery to thestarter can be meas-ured by attaching avoltmeter in parallel tothe positive battery terminaland to the solenoid B+ terminal.The rule of thumb is that voltage drop shouldn’t

exceed 0.5 volts during cranking. The voltage dropon the negative ground terminal can similarly bemeasured by attaching the voltmeter lead to a cleanarea on the engine block and to the battery B- termi-nal. Here again, the voltage drop shouldn’t exceed0.5 volts. See Photo 5 on page 33.

STARTER CURRENT DIAGNOSISMost starter-related electrical failures can be diag-nosed by measuring current flow into the starter. Actual current flow to the starter can be measuredby attaching a 600-amp inductive current probe tothe battery positive or negative cables. The probecan be attached to a multimeter with a minimum/

maximum (min/max) recording feature or to a two-channel lab scope. To illustrate how a starter workson a vehicle in good condition, I’ve included a labscope recording of battery terminal voltage andstarter amperage draw. See Figure 1.The amperage draw begins from the “zero” point

at the left. The initial amperage drawn by the sole-noid primary circuit occurs at 70 milliseconds (ms).If the voltage remains at zero, it’s likely that the sys-tem has a bad neutral or clutch safety switch, or thatthe starter relay is defective. If the solenoid amper-age remains at 2-3 amps, the solenoid doesn’t havecontinuity to the starter. Bad solenoid contacts,worn starter brushes or an open-circuit armaturecan be the cause. In this case, the primary symptomwill be a clicking noise as the solenoid primary circuit activates. Any of the above failures can result

in an intermittent starter engagementcomplaint.

Once the solenoid closes thecircuit at 100 ms, the amperagedraw increases to 311 amperesat the trigger point. As the engine cranks, the amperagedraw declines until approxi-

mately 300 ms. At about 300 ms, amperage rises slightly as the torque load on thestarter is momentarily increased due to a possiblevariation in fuel delivery or spark advance.


»DiagnosticDilemmas rotating ElEctrical

Figure 1: A lab scope display of the relationship between voltageand amperage can provide valuable information about the condition of the starter and battery.

Figure 2: At 2.5 milliseconds, available battery voltage dropsfrom about 13.0 volts to 9.19 volts as the starter is engaged.After the engine starts at 6.3 milliseconds, the alternator beginsrecharging the battery at 13.8 volts.


»DiagnosticDilemmas rotating ElEctrical

Similarly, battery terminal voltage spikes down to nearly 8.0 volts at 100ms as cranking amperage is suddenly drawn from the battery. The bat-tery terminal voltage begins to rise to about 10.0 volts at 200 ms asthe starter amperage begins to stabilize. As the engine begins tocrank, 10.0 volts should be considered the minimum voltage. If thebattery won’t maintain 10.0 volts during cranking, the PCM mightfail to process data or activate the injector and ignition systemdrivers. See Figure 2 on page 34.

BATTERY VOLTAGE GRAPHINGGraphing available battery terminal voltage also provides a direct insightinto battery condition. Charging voltage should be achieved approximatelytwo seconds after the engine starts. If charging voltage doesn’t increase withinthat time interval, it’s likely that the battery doesn’t have enough remaining plate capacity to fully support starter current draw. In any case, using a lab scope to display avail-able battery voltage and amperage discharge is an easy way to quickly evaluate battery, starter andstarter activation systems.


36 September 2013 | UnderhoodService.com Go to www.uhsRAPIDRESPONSE.com

A LOOK AT IDLE/STOP TECHNOLOGYWe’re beginning to see “idle/stop” or “stop/start” technology enter thenon-hybrid market, with fuel savings ranging from an estimated 5% to15% in normal driving. Although a version of idle/stop technology waspopularly introduced in a European version of Volkswagen in 1983, thetechnology has a number of issues, including how to power the HVACand lighting systems while the engine is stopped.Because idle/stop technology obviously requires a rapid

discharge/recharge cycle, the absorbed glass mat (AGM) battery mostclosely meets those requirements. Similarly, idle/stop engine cranking sys-

tems include integrated starter/generator systems mounted at the flywheel orconnected to the front of the crankshaft by the drive belt. Others use an

“enhanced” starter motor system that is built to withstand repeated cranking cycles.With the advent of direct fuel injection and electronic valvetrains, some manufacturers have

explored using fuel and spark timing alone to initiate the internal combustion process.

»DiagnosticDilemmas


UnderhoodService.com 37 Go to www.uhsRAPIDRESPONSE.com

Almost every repairorder starts with thewords, “customer

states.” In repair shop language,it is the customer’s complaintwithout any speculation. But,most repair orders fail to capture the shear ignorance,neglect or inaptitude of the customer’s treatment of theirvehicle. This picture was sent in by areader to show how an ownerchose to fix a worn motormount with a tie-down strap.Or, maybe it was done to

prevent a vacuum or coolantleak from the intake manifold.If you have your own “customer states...” story andpicture of a problem that wasignored for too long, pleasesend it and you could win $50if your entry is selected toappear in the magazine. It could be an air box filledwith a squirrel’s nut stash oran engine where the oilchange interval was extendedway too long. Send your entryto [email protected]!

»CustomerStates...

‘There is a clunkingunder the hood whenI accelerate’WHAT HAPPENS WHEN CUSTOMERS FAIL TOTELL THE FULL STORY...


UNDERHOOD ODDITIES




If ever there was a service opportunity ripe forthe taking, Chrysler’s 3.5L SOHC V6 engine(and its 2.7L, 3.2L and 4.0L cousins) is it. This

engine was introduced back in 1993 as an “up-grade” from the earlier 3.3L pushrod V6 engine.Some would question whether themove was a step forward orbackward because the3.5L V6 (and itsvariants) has a poorreputation for reliability. Lubrica-tion issues, oilsludging, coolantleaks, overheatingand low-mileage engine failures haveplagued this enginefamily from the get-go. Some blame thedesign of the engineitself for all the ills ithas suffered, while others blame consumersfor not maintaining theirengines properly. Butregardless of who’s at fault,these engines do represent a signif-icant service opportunity.

Engine DetailsThe new 3.5L engine used essentially the samecast iron block and crankshaft as the 3.3L (same 81mm stroke), but the bore size was increased from

93 to 96 mm and the compression ratiowas bumped up to 10.4:1.

Chrysler designed newheads and mani-folds to accommo-date the overheadcams, and a sexydual-throttle crossram intake systemwith a manifold tun-ing valve. The front ofthe block was modifiedto accommodate a front-mount oil pump and atiming belt drive for theoverhead cams. The waterpump was built into thefront cover so it could be driv-en by the timing belt.The 3.5L V6 was used in 1993-

’97 Chrysler LH cars (DodgeIntrepid, Chrysler New Yorker and LHS,

Eagle Vision) and the ’97 Plymouth Prowler.In 1998, the 3.5L was reworked and given an alu-minum block and additional tweaks to increase

»EngineSeries 3.5 CHRYSLER

ENGINE SERVICE

By Larry Carley, technical editor

Chrysler 3.5L SOHC V6


» EngineSeries 3.5 CHRYSLER

44 September 2013 | UnderhoodService.com Go to www.uhsRAPIDRESPONSE.com

the power to 253 to 255 hp, depending on the appli-cation. Unfortunately, Chrysler failed to upgradesome things that needed to be upgraded, like theundersized oil galley passages in the block, the trou-blesome coolant pipe that runs under the intakemanifold, the undersized PCV system that doesn’tpull enough air through the crankcase and the over-all reliability of the engine itself.The 1998 to 2010 all-aluminum versions of the 3.5LSOHC V6 were used in a wide range of Chryslermodels including the 300and 300M, Avenger,Challenger, Charger,Concorde, Intrepid,Pacifica, Prowler andSebring.The last 3.5L V6s wereproduced in 2010. Formodel year 2011, theengine was replacedwith a totally new 3.6LDOHC Pentastar V6.

Oil SludgingProblemOne of the most commonproblems with these engines is that the oil tends tosludge and break down — especially if the oil is notchanged every 3,000 miles. These engines run hot,and with a PCV system that barely flows enough airto pull moisture out of the crankcase, it doesn’t takelong to create an oil sludging problem.As sludge and varnish build up inside the engine, itcan restrict the small oil passages that deliver oil tothe crankshaft bearings, increasing the risk of oil

starvation and bearing failure. Many of theseengines have failed at relatively low mileages (lessthan 80,000 miles) because of spun bearings and/orbroken connecting rods. If you have a customer who drives a Chryslerproduct with a 3.5L V6 (or a 2.7L, 3.3L or 4.0L), youneed to stress the importance of frequent oil changes(every 3,000 miles, not the 7,500-mile intervals rec-ommended by Chrysler). If you find evidence of maintenance neglect such as

foaming or sludge on theunderside of the oil filler cap,a plugged PCV system or oilthat looks like tar when itdrains out of the crankcase,recommend a crankcase flushto remove as much of theaccumulated sludge and var-nish as possible when the oilis changed. Also, inspect and clean thePCV valve when the oil ischanged, and replace thePCV valve every 30,000 milesto keep the PCV systemworking at peak efficiency.

Coolant LeaksAny engine can develop coolant leaks after years ofservice, and the 3.5L V6 is no exception. Theseengines have a small metal heater tube that runsfrom the front of the engine under the intake mani-fold. There’s an O-ring seal at the front of the enginethat tends to fail and leak after so many years ofservice. The metal tube can also rust from the insideout and leak coolant. Replacing this tube is a labor-intensive and time-consuming repair job, as itrequires removing the upper intake manifold andfuel injector rail.The replacement O-ring is P/N 06505692AA, andthe metal tube is P/N 04792185AC. Replace both atthe same time to prevent further trouble down theroad.The cooling system on the 3.5L uses a water pumpwith a molded plastic impeller. The design is moreefficient than a typical stamped metal impeller andproduces less cavitation, but the soft plastic impellercan be eroded and worn down by rust and sedimentin the coolant. If this happens, the pump won’t cir-

Go to www.uhsRAPIDRESPONSE.com UnderhoodService.com 45

culate as much coolant, causing the engine to runhot and overheat.If an engine is running hot and there are no obvi-ous external coolant leaks, and the radiator coolingfans are cycling on and off, and the radiator isn’tclogged or obstructed, pressure test the cooling sys-tem to check for an internal coolant leak. Leaky headgaskets are also a common problem on theseengines.If the cooling system holds pressure, and the cool-ing fans are functioning normally but the engine isrunning hotter than normal, it’s probably a wornwater pump. If you do change thewater pump, change the ther-mostat too. One other pos-sibility would be arestricted catalytic con-verter that’s creatingbackpressure and caus-ing heat to remain in theengine.Regular coolant mainte-nance is absolutely essentialon these engines, so if thecoolant has not beenchanged in five years, it maybe time to drain, flush and refill thecooling system. Using a coolantexchange machine will make it easier tokeep air out of the system.For 2001 and newer vehicles, Chryslerrecommends a long-life HOAT (HybridOrganic Acid Technology) or GO-5 type ofantifreeze that meets its MS9769 require-ments. HOAT coolants contain a combinationof inorganic acid and organic additives for addedprotection against aluminum corrosion, which isimportant with the all-aluminum 3.5L engines. Thesame coolant can be used in the older 1993-2000applications instead of a conventional green formulacoolant.If you’re replacing a water pump, be sure to inspectthe upper and lower radiator hoses, and heaterhoses. Replace any hose that is not in perfect condi-tion. If the hoses are more than 10 years old, replaceall of the hoses.On 2006-’08 Dodge Charger and Magnum andChrysler 300 vehicles, Chrysler issued a recall(L08110617-010) regarding a fan separation problem.

It only applies to cars equipped with the severe-dutycooling package. The free fix involves replacing bothfans with new ones (P/N CBHZL080AA) that hope-fully won’t come apart and damage the radiator.

Don’t Forget the Timing BeltChrysler probably should have used a timing chainin this engine, but instead opted for a less expensivetiming belt. The factory recommended replacementinterval for the belt is 100,000 miles.The early 1993-’97 3.5L engines are non-interferenceengines, so if the timing belt snaps or jumps time,

the engine won’t bend any valves. Theall-aluminum 1998-2010engines, however, areinterference engines.If the timing belt isnot replaced at therecommendedmileage, the risk ofbelt failure increaseswith every mile that’sdriven. If the belt breaks,the vehicle owner will belooking at a very expen-sive repair. On older cars,the cost of the engine

repairs will be more than thecar is worth.Replacing a timing belt on a

3.5L V6 is typically a two- tothree-hour job, so the cost of preven-

tive maintenance is relatively cheap com-pared to what a broken timing belt could

cost the vehicle owner.The life of the water pump is about the same as

the timing belt, so if you’re replacing one, youshould replace both at the same time.

Other Preventive MaintenanceThe newer 3.5L V6s came factory-equipped withlong-life platinum resistor spark plugs with a recom-mended replacement interval of 100,000 miles. Thefirst generation 1993-’97 engines have conventional60,000-mile plugs. Replace them with same or betterand gap to 0.048” to 0.053” on the ’98 and newerengines, and 0.035” on the ’93 to ’97 engines.The second generation 1998 and newer 3.5Lengines have a coil-on-plug ignition system, so you

» EngineSeries

» EngineSeries 3.5 CHRYSLER

obviously have to remove thecoils before you change the plugs.Be sure to inspect the long tubeon each coil that fits down overthe spark plugs for cracks or car-bon tracking. Replace as neededto prevent misfires.Caution: Chrysler TSB 18-024-01warns against cranking theengine with any of the coilsremoved. If any of the coil circuitsshorts to ground in the enginebay, you can damage the coil

driver circuits in the PCM!Also, if you notice oil residue onany of the spark plugs, the sparkplug tubes in the valve cover andthe valve cover gasket might beleaking. Replace them as needed.On the first-generation engineswith a distributorless ignition sys-tem, be sure to inspect the sparkplug wires when changing theplugs. The original suppressionwires on a high-mileage enginewill likely need to be replaced. Be careful when changing thespark plug wires. The wires rununder the fuel rail on the left sideof the engine. There should beenough clearance to run the wiresunder the fuel rail without havingto remove it. Don’t attempt tobend or force the fuel rail upwardfor added clearance as doing somay damage the rail. Also,change one wire at a time so youdon’t mix up the firing order.The older 3.5L V6 engines havetwo drive belts, a poly V-belt (flatbelt) for the alternator and powersteering pump, and a convention-al V-belt for the A/C compressor.So unlike the newer 3.5L engines

that use a serpentine belt with anautomatic tensioner, tension onboth belts needs to be checkedand adjusted periodically. Eachbelt has its own separate tension-er pulley. Chrysler recommendsadjusting the belts on the olderengines every 15,000 miles. Use abelt gauge to check and adjust thetension. For the flat poly V-belt,set the tension to 190 lbs. (new) or160 lbs. (used). For the A/C com-pressor V-belt, set the tension to160 lbs. (new) or 120 lbs. (used).

Misc. FixesIf you encounter a 2008 Chrysler300, Magnum or Charger with aMIL light on and a DTC P050D(cold start rough idle set), thePCM may need to be reflashedwith updated programming toeliminate the false code. Refer toChrysler TSB 18-031-08 fordetails.On some 2008 and 2009 Chrysler300, Magnum and Charger mod-els with the 3.5L V6, a strangewhistling noise may be heard inthe engine compartment whilethe engine is running. It could bea vacuum leak, but it could alsobe a noisy purge control solenoid.Chrysler TSB 18-036-08 says thefix for this is to reprogram thePCM with updated software thatcorrects the condition.On 2009-’10 Dodge Challengersand 2008-’10 Chrysler 300,Magnum and Charger cars, theMIL may come on because of afalse DTC P0339 code (crankshaftposition sensor intermittent set).The fix is not to replace the cranksensor, but to reprogram the PCMwith a software update (TSB 18-005-11). If the code persists afterthe software update, it may benecessary to shim the crank sen-sor or replace the crankshaft flexplate.



»TPMS Sensor IDsBy Andrew Markel, editor, Brake & Front End magazine

To understand any TPMS relearn pro-cedure, you have to understandthis: SENSORS ONLY

TRANSMIT, THEY DO NOT RECEIVE. No vehicle asks a sensor for infor-mation on how it is doing. I knowyou’re thinking a sensor doesreceive signals when the vehicle is inrelearn mode and the technicianholds a TPMS tool to the sidewall of atire. The tool excites the transmittingantenna with either a magnet or a radio signalat a preset frequency. This is more like a “poke”or “nudge” that triggers the device. Some earlysensors do not have this feature and require the technician to deflate by 10 psi in 20 seconds duringthe relearn procedure. When the sensor is poked, it will transmit its sensorID and other required information. This must bedone in a pre-determined sequence so the vehiclemodule knows where each sensor is positioned.

NORMAL OPERATIONIn normal operation, sensors transmit informationat programed intervals when the accelerometer isactivated by movement or if the pressure sensordetects sudden deflation of the tire. When it ismoving, it is transmitting information in 15-, 30- or60- second intervals, depending on the application.The sensor will also stay active approximately10-20 minutes after the car is parked. Knowing theexact amount of time required for the sensor to goto sleep can be helpful for some relearn proce-dures. If a relearn procedure is attempted on somevehicles with the sensors active, it can make therelearn procedure impossible because the systemmight hear more than one sensor talking at a time.

SIGNAL STRENGTH The sensor has to last at least seven years on thesame battery. This means that the transmissionfrom the sensor is relatively weak when

compared to other radio signals that could be inits surroundings. But the signal only has to travela few inches or a few yards, depending on theapplication. For an outside device to interfere with a TPMS signal, it must do three things. First, it must be trans-mitting a signal in the same bandwidth. Second, itmust be transmitting for a long enough period oftime that it interferers with multiple transmissionsfrom the sensor. Third, it must transmit a signal withthe same code or protocols as the sensor. In otherwords, the interference must occur at the right time,right place, while saying the right things.Cell phones cannot interfere with a TPMS system.The same is true with Bluetooth devices. Their signals are not continuous and they are not in thesame bandwidth. The biggest problem for some sensors and systemsis sensors from other vehicles transmitting duringthe relearn procedure. Some OEMs recommend thatthe relearn process is performed away from othervehicles and outside.The main culprit for sensor interface during therelearn process is not a high-tech gadget, but the caritself. Sometimes a sensor can have its signal blockedby a brake caliper, control arm or other large metalobject placed between the sensor and antenna. Theonly solution is to move the car forward a few feet to


Why, Where and When



unblock the signal. On some vehicles, the wiring harness or electronic accessory cancreate problems if the wires getclose to the antenna. CAN bus orother serial data wires can interferewith TPMS signals if the data wiresget close to the antenna.

SAVING IDSIf a tire is dismounted or the sensor is dis-turbed, the TPMS sensor ID# should be record-ed and saved in the customer’s records. Also,some scan tools can read and store the IDs.Regardless of the method, save the IDs. In somecases, a camera can be used to capture the ID. Why? It comes down to productivity. First, itcan save you from having to dismount a tire tocheck the ID number once the relearn process

has started and a dead or inactivesensor has been detected. In somecases, a transmitter may not functionproperly and may need to bereplaced. For this procedure, thesystem must be reset so the controlmodule can relearn the transmitted

ID of the replaced sensor.Second, depending on the type of sensor youare using, having the ID can help you code orprogram a new sensor. Third, if you have a repair where the keylessentry systems or TPMS module have beenreplaced, having the sensor IDs and locations canhelp during the relearn process when writing IDsto the vehicle. Last, it can serve as a way to check that theTPMS module has the correct IDs written ontothe module.

TAKE YOUR TIMETechnicians can become frustrated by new sensorsstuck in storage or “super sleep” mode. Sensormakers are putting sensors in this mode toincrease their shelf life by conserving the battery.Waking up a new sensor may require a rapiddeflation or driving. Check the service informa-tion or the sensor’s manufacturer information.When a relearn process is started, vehicles wantonly one sensor talking at a time. Sometimes allof the sensors are active and sending out signalsbecause the vehicle was repositioned or there isradio interference. For the sensors to go into asleep mode, the car has to be still for a setamount of time (which varies from vehicle tovehicle). If you are having a difficult time with arelearn procedure, let the vehicle sit for 20 minutes. This should put the sensors into sleepmode, and then you can turn the sensors on oneat a time so the IDs and positions can be read bythe TPMS system.Most TPMS systems are smart enough to realizethat something is interfering with the signals, andwill disregard a bad sample and wait for the nexttransmission from the sensor before turning onthe light and warning the customer. By that time,the vehicle has moved away from the interferencesource.

» TPMS Sensor IDs


De-Coding Diagnostic Codes


Ilike to take full advantage of the codes themanufacturers offer. One of the ways to dothat is to understand what all those letters and

numbers represent that are in a diagnostic troublecode. Each of the five digits actually has a pur-pose and can make the job of diag-nosing a vehicle’s problem mucheasier if you understand the break-down of the code’s letters andnumbers. I don’t want to evenbegin to try and remember each in-dividual code, there are just toomany of them, only what section ofthe car the code is referring too.Let’s say you’re on the phonewith a prospective customer andthey mention a code number.While you’re talking to the cus-tomer, they are usually looking forsome confidence in what you’retelling them. Knowing how tobreak down the code and explain

it to them could make the difference in whetheror not they’ll call the next shop on their list ornot. Keep in mind that codes are designed to helpidentify a particular problem with an area of the

» ScanTalk DIAGNOSTIC CODES

De-Coding Diagnostic CodesBy Scott “Gonzo” Weaver, contributing writer

The “P” indicates it’s a powertrain code. The first “1” indicates it’s manufac-turer specific. The second “1” indicates it’s related to fuel or air metering.




vehicle. They are a “guide” not acure. Codes should be used inconjunction with proper diag-nostic procedures, scanner read-ings and technical information.All circuits and componentsshould be thoroughly testedbefore replacement of any component.

Breaking Down the CodeThe first character of the five-digit code is a letter,it defines the section or system in the vehicle thatthe rest of the code is referring too. The letter codesare: P, B, C and U. (There are a few older modelswith an “E” code to. Treat those like a “P” code.)The letter “P” represents the powertrain (Engineand transmission)The letter “B” represents the body systems. Thisis a rather large list of systems, HVAC, interiorlighting, exterior lighting, air bag and seat beltsystems, wipers, dash and instrument panel, andelectric seats. There are more added all the time.The letter “C” represents the chassis systems.This generally consists of the anti-lock brake sys-tem and its numerous speed sensors. You can

find steering-related codes and emergency brakecodes here as well.The “U” represents network codes. These are thecodes related to the internal communicationbetween different modules in the vehicle. Thesecodes will also lead you to the other major sectionsof the car by way of the buss line information.You may also find some codes that will overlapinto other areas such as the “P” codes and “C”codes.The next digit of the code is for OBD II or directmanufacturer codes. You’ll most likely see “P0XXX”or “P1XXX.” However, there are some rarely seencodes with a 2 or a 3 after the letter codes.The third position is for the sub-system based onthe first letter of the code:

1: Fuel and Air Metering2: Fuel and Air Metering (injector cir-cuit malfunction only)3: Ignition System or Misfire4: Auxiliary Emission Control System5: Vehicle Speed Control and IdleControl System6: Computer Output Circuits (theftcodes)

7: Transmission8: Transmission

Manufacturers are not required tofollow the generic numbering systemabove but most will follow the samecode identifications. The last twonumbers refer to the actual componentor area the first three digits represent.

Example: P0301, the “P” would represent the “powertrain,” the “0”

“C” or chassis codes are some of the most difficult todecode. Often, the codes are more dependent on themanufacturer of the ABS system rather than the OEM.

The advantage of a full-feature scan tool is the ability to decode theDTC and give possible causes.




represents it’s a generic code (OBD II), the “3” rep-resents it’s an ignition misfire, and the last twodigits represent which cylinder it has detected themisfire on. In this example the “01” would repre-sent cylinder #1.

Types of CodesWhen we refer to codes, there are two types thatare of interest: current codes and history codes. Current codes are codes that the internal monitor-ing system of the computer has deemed necessaryfor attention. History codes are codes that have hada fault that either has been repaired or is no longerconsidered as important tothe overall vehicle condi-tion by the computer. But,the computer program stillfeels it is necessary to leavea trace for the technician tofollow for any needed eval-uations.History codes areextremely helpful in diag-nosing intermittent failures. These history codesbecome a “bread crumb trail” back to the source ofa problem. I would advise not to just clear historycodes unless you have written them down andchecked them out thoroughly.

Code Reading with a ScannerAs far as reading a code, as long as we are talk-ing about generic codes, any OBD II-compliantscanner will more than likely be able to readthose codes. If a scanner does run across a codethat it does not understand, a message is dis-played across the screen: “Manufacturer OnlyCode” or “Unreadable Code.” What it’s actuallytelling you is, it’s a “1” code (second digit of thecode, or more to the point, a manufacturer-specif-ic code). You’ll have to step up to a better scannerto read that particular code.GM and several other manufacturers haveadded additional information to the five-digitcodes. These are not “codes” but are “Symptomcategories.” The DTC symptom is made up of anadditional two-digit code that is place after thefive-digit code (usually a space between the twocodes). The first digit following the DTC indi-

cates the symptom category, while the seconddigit refers to the subsystem or more in-depthinformation about the symptom. There are 16possible symptom categories available for 0 to 9and A to F. Currently, there are only eight cate-gories in use, 0 through 7.

0: General Electrical fault (standard wiring fail-ures)1: Additional Electrical failures (overflow fromthe “0” code

2: Frequency/Pulse Width (frequency and pulsemodulated inputs and outputs of the PCM.

3: PCM internal failures(memory, software, inter-nal electrical failures ofthe PCM).4: PCM programmingfailures (operational soft-ware)5: Algorithm failures,PCM failures or inputcomparison failures

6: Mechanical failures (faults detected by inap-propriate motion in response to a PCM-con-trolled output)

7: Bus signal failures (signal integrity or bus hard-ware failures)8: Reserved codes (reserved for future use)

The second digit of these “symptom” codes refersto a specific problem area. For example:01: represents a code for “short to battery”

02: represents a code for “short to ground”

As you can see, the first digit represents the gen-eral area of the code while the second digit is moreprecise with what it wants to tell you to look for.I’ve counted more than 80 subsystem codes in useright now. I’m sure they’ll be more. Coding and deciphering the code has become aregular part of a technician’s daily job. Knowinghow to interrupt and break down the internalstructure of the code will help in determining howto make the proper repairs. The more time we canspend doing the correct diagnosis means the lesstime we’ll spend on the job, and the quicker wecan move onto the next.

OBD II connector


We don’t work on those V8s.” I’ve oftenheard that said in reference to the 4.2LVW and Audi 8 cylinders. Some criti-

cisms are that the timing belts require too manyspecial tools and you can’t see the engine (seePhoto 1). I hear a lot of excuses when it comes to V8Audis and VWs, but, in reality, they are not muchdifferent than the V6s and most models don’t re-quire too many special tools. There are many shopsthat don’t want to do a timing belt replacement onthe 4.2 V8, but it’s time to buy the tools and stopsending good paying jobs to competitors.A friend of mine, the chief of police of a nearbycommunity, recently acquired a confiscated 2004Volkswagen Touareg at no cost as a result of adrug bust. It had a few rattles and needed wiperblades, so the chief stopped by to have me take aquick look.It’s widely believed that the timing belts onVWs are due at 105,000 miles, but that is not always the case. This car has a recommendedchange interval of 80,000 miles and it was 15,000overdue. Because we stock the parts, he decidedto leave the car so I could take care of the belt before it failed and a catastrophic engine failureresulted. Let’s get started.

1. In most 4-, 6- and 8-cylinder cars, the frontof the car comes off and what VW calls the lockcarrier gets put in service position. The Touareghas plenty of room so that step was not necessaryin this particular case.

2. Lift the car and remove the under pan. Care-fully vent any pressure in the cooling system. Release the retainers holding the upper radiatorhose to the fan assembly. Pull the clip and discon-

nect the hose from the radiator (see Photo 2). 3. Disconnect the electrical connectors, then release the retainers on the sides of the fan assem-bly and remove the cooling fan assembly.

4. Release the tension on the serpentine belt byturning the tensioner clockwise (see Photo 3). Ifthe belt is to be reused, mark the direction of rota-tion. Our belt looked pretty bad and needed to bereplaced.

5. Release the clips and remove the left andright upper timing belt covers. Rotate the crankpulley until the mark lines up for top dead center(see Photo 4). The large holes on the camshaft se-curing plates should be aligned on the inside sothe camshaft locating bar 40005 will fit betweenthe two cams (see Photo 5). If the large holes areon the outside, rotate the engine 360° and theyshould line up properly.

6. Remove the sealing plug from the left side ofthe block and you should be able to carefully install the crankshaft holding tool 3242 and lock


By Bob Howlett, owner, The Swedish Solutionwww.swedishsolution.com

»Volkswagen Feature Timing BelTs

“

Don’t Miss Out on Missed Maintenance

Photo 1

the crankshaft in place (see Photo6). Remove the center timing beltcover and then remove the eightbolts holding the crank pulley on(see Photo 7).

7.Next, remove the side boltfor the oil filter housing (seePhoto 8), followed by the threefront bolts that hold the timingbelt dampener cover on, and thenremove the cover. Slowly depressthe dampener until you can install

locking pin 40011 (see Photo 9). 8.With the cams in place andthe crank locked in place, youcan now loosen the cam gear re-taining bolts and remove thegears using puller 40001 (seePhoto 10). Leave the cam adjust-ing bar in place while pulling thecam gears to prevent the camsfrom turning. Once you removethe cam adjusting bar, you can remove the belt.

9. The water pump is timing-belt driven, so before you installthe new belt, replace the waterpump (see Photos 11 and 12 onpage 60) and also install a newthermostat (see Photo 13 onpage 60). Our timing belt kitcame complete with the hydraulic dampener and bothrollers. Once those were put inplace, the belt was put onto thecrankshaft gear first, then the


Photo 2 Photo 3 Photo 4

Photo 6

Photo 5 Photo 7

Photo 8 Photo 9

Photo 10

dampener roller, aroundthe tensioner roller, thenonto the still loosecamshaft gears and finallyaround the water pump(see Photo 14).

10. Reinstall thecamshaft adjusting bar. In-stall a 5 mm drill bit be-tween the tension arm andhydraulic piston (see Fig.1). Then, using tool 40009,turn and hold the ten-sioner in the 1 o’clock po-sition and tighten the bolt to 45Nm (see Photo 15 on page 62).You can now remove the drill bitand pin from the hydraulicdampener.

11. Lift the tension arm and in-stall a 7 mm drill bit between thetensioning lever and the hydraulic tensioner housing (see Fig. 2 on

page 62), torque the cam bolts to55 Nm (see Photo 16 on page 62),and remove the cam adjuster bar. Remove the crankshaft holdingtool and install and torque theplug to 30 Nm.

12. Rotate the engine 720°and check that the distance be-tween the top of the hydraulic

dampener and the roller armis about 5 mm. If everythinglooks good, reinstall thecrank pulley.

13. Install the timing beltcovers and install the newserpentine belt (see Photo 17on page 62).

14. Reinstall the coolingfan assembly and skid plate.

15. Refill the cooling sys-tem using an airlift, andyou’re ready to start the car.While it was clear that the

timing belt had never been done,it did look like the car had beenfairly well maintained. We re-placed the rattling sway barlinks, put on a set of wiper bladesand it was ready to go. It’s important to note that wealmost missed out on this main-tenance opportunity. Many tim-


» Volkswagen Feature Timing BelTs

Photo 11 Photo 12Photo 13

Photo 14Fig. 1



» Volkswagen Feature


ing belts have different change intervals even in the same car line. The change intervals can be differentnot only because of engine size, but also due to model year. Don’t miss out!When a vehicle comes in, if even for a quick check, let the customer know about its required maintenance.We usually make a lot more money doing routine maintenance than diagnosing intermittent driveabilityproblems. Don’t let these significant maintenance opportunities pass you by — ones that will also help youkeep your customers’ vehicles in top-running condition.

Photo 16

Fig. 2

Photo 17

Photo 15


» TechTips FORD \ KIAThis month is sponsored by:

Issue: Some 2004-’07 Explorerfour door/Mountaineer vehiclesmay exhibit the malfunction indi-cator lamp (MIL) on with diag-nostic trouble code (DTC) P0463or an erratic fuel gauge concern.This could be from sulphur con-tamination in the fuel, causing anopen or high resistance on thefuel sender card.Service Procedure:1. For vehicles with a customersymptom of erratic fuel gaugeoperation (with no MIL on), pro-ceed to Step 1a. For vehicles witha customer symptom includingthe MIL on, proceed to Step 1b. Ifunable to verify the concern, donot continue with this TSB. a. Follow the appropriate pin-point test (PPT) for “Fuel GaugeInaccurate” in Workshop Manual(WSM), Section 413-01. If PPTtest results lead to fuel pumpmodule replacement, proceed toStep 2. If PPT test results isolateany problem other than fuelpump module replacement,repair as indicated and do notcontinue with this TSB. b. Install a scan tool to retrieveany DTCs. If DTC P0463 isretrieved, proceed to Step 2. IfDTC P0463 is not retrieved, thisTSB does not apply, follow nor-mal WSM diagnostics. 2. Remove the fuel tank. 3. Remove the fuel pumpassembly from fuel tank. See thechart to determine if a kit

(contains a fuel level sensorassembly, a wire harness and heatshrink tube) or fuel pump assem-bly is required for repair. Forvehicles that can be serviced with

a kit, go to Step 4. For vehiclesthat require fuel pump assemblyreplacement, go to Step 12. 4. Remove the fuel level sensorassembly (sender card/float rodassembly) from the fuel pumpassembly. 5. Detach the electrical connec-tor from the fuel pump housing(Figure 1). 6. Remove the wiring harnessfrom the fuel pump assemblyflange by depressing the retain-ing fingers on the harness con-nector at bottom of the flangeand by pushing upward out ofthe flange (Figure 2 on page 66). 7. Install the new wiring har-ness by feeding the wires throughthe flange hole and inserting theharness connector into the flangeuntil an audible click is heard.Check for proper retention. 8. Re-attach the electrical con-nector harness to the fuel pumphousing. Prior to making the


MIL On with DTC P0463 or ErraticFuel Gauge Operation

Figure 1


connection, place one loop inthe pump wires away from theconvoluted feed tube (Figure 3). 9. Re-attach the signal wire(yellow) on the harness to thesignal wire (yellow) on thereplacement fuel level sensorassembly (Figure 4). 10.Wrap the ground wirearound the signal wire one timeand attach the ground wire ter-minal to the terminal on the fuellevel sensor assembly. Check forproper retention. Note: The ground wire must bewrapped around the signalwire, as described in Step 10, toprevent potential interferencewith the float rod arm.11. Re-attach the fuel levelsensor assembly to the fuelpump housing, making surethat both the signal wire andthe ground wire are routedthrough the gap between thefuel level sensor assembly andthe fuel pump bracket. Torquethe fastener at the bottom of thefuel level sensor assembly to 1 Nm (9 lb.-in.).

12. Re-install the fuel pumpassembly into the fuel tank. Note: Take care not to dam-age/bend the float rod orsender card during installationof the fuel pump assembly.13. Re-install the fuel tank. Courtesy of MotoLOGIC® Repair &

Diagnostics: www.motoshop.com/motologic

» TechTips FORD

Figure 4

Figure 2


Figure 3


» TechTips KIA

KIA CONSTANT VARIABLE VALVE TIMING OIL CONTROL VALVE INSPECTION

This bulletin provides information related to the oilcontrol valve (OCV) used in constant variable valvetiming (CVVT) systems. If, at any time, the OCV issuspected as a cause of rough idling, poor accelera-tion, camshaft timing misalignment-related troublecodes, misfire-related trouble codes, etc., on a Kia vehicle equipped with a CVVT system, be sure to per-form the OCV inspection procedure below before replacement.If the OCV operates normally, inspect for other engine malfunctions. Do not replace the OCV.Note:Make sure the oil filter is OE; aftermarket oil filter flow rates differ and may affect the CVVT system’s performance. See Figure 5.

Related Diagnostic Trouble Codes: P0011, P0012, P0014, P0015, P0016, P0018, P0021,P0022 and P0300

Basic Inspections:–Monitor the waveforms of the crankshaft andcamshaft position sensors with GDS. – Check if the OCV connectors are securely con-nected and the pin tension is correct. – Check that OCV connector seals are well seated;LH and RH OCVs are installed in place. Note: The LH and RH OCV connectors are differ-ent in colors on V6 configurations.–Measure resistance between the OCV power andground terminals.

> If resistance is within specifications, proceed tothe OCV test: Determine if OCV operates normallyby providing 12V power and ground.– OCV is operating as designed; inspect other

related areas. > If resistance is not within specifications, replacethe affected OCV. (See chart below.)

OCV Supplier OCV Coil resistance (at 68° F)Denso 6.9 ~ 7.9 ΩDelphi 6.7 ~ 7.7 ΩSiemens 6.8 ~ 8.0 Ω

– If the OCV does not move or cycle, examine forforeign objects like flashing or aluminum chips inside the OCV.

> If no foreign objects are found, replace the OCV. > If foreign objects are found in the OCV, remove

the foreign material and then verify that the DTC ordriveability concern is corrected.1.Measure the resistance between the OCV powerand ground terminals.2. Check if the OCV operates normally by provid-ing a 12V power supply. Do not apply voltage forlonger than five seconds at a time; do not overheatthe OCV windings.Note: Careful attention is necessary to avoid a

Figure 5

Engine Vehicle Model OCV Supplier

Alpha 1.6L/ Rio (JB), Soul (AM) DensoGamma 1.6L

Theta 2.0L, 2.4L Optima (MG), Rondo (UN), DensoForte (TD)

Beta 2.0L Spectra (LD), Sportage (KM) Siemens

Mu 2.7L Optima (MG), Sedona (VQ) Delphi

Lambda 3.3L/3.8L Amanti (GH), Borrego (HM), DelphiSedona (VQ) , Sorento (BL)

Tau 4.6L Mohave/Borrego (HM) Denso


short circuit when providing the OCV with 12Vpower because the spacing between the OCV powerand ground terminals is very narrow.3.When 12V power is provided to the OCV, theOCV must move forward as shown in Figure 6.A: Maximum retarded valve timing condition (12Vnot provided), Normally open.B: Maximum advanced valve timing condition(12V provided), Closed when energized.4. If the OCV does not move forward, examine itcarefully for a foreign object like an aluminum chipor flashing, which may be jammed inside the OCVpassage. See Figure 7.– Blow out the foreign object using compressed air,reuse the OCV and then verify that the fault is cor-rected.The OCV can be replaced for the following conditions:• Resistance is out of specification;

• Valve does not move when voltage is applied;and • Foreign debris cannot be removed from the OCV. Courtesy of Kia Motors America.

» TechTips KIA

Figure 6

Figure 7

Measured Resistance (68° F) Action to Take

Denso (6.9 ~ 7.9Ω) Check if the OCV Delphi (6.7 ~ 7.7Ω) operates normally by Siemens (6.8 ~ 8.0 Ω) providing 12V power.

(See Step 2.)

Infinity Open circuit→Replace the OCV.

Abnormally low or Short circuit→zero resistance Replace the OCV.

Fuel PumpInstallation Tips

After having identified the fuelpump as the cause of a failure,empty the fuel tank in an appropri-ate container or gas buggy. Before re-moving the fuel pump from the tankand to prevent contamination, cleandirt off the top of the tank. Remove the retainer ring and liftthe fuel pump out from the tank.With the fuel pump removed,inspect the interior of tank for con-tamination. If contaminated, havethe tank cleaned or replaced toensure the new fuel pump will not

prematurely fail.Install all accessories suppliedincluding the replacement connec-tor. Install the new O-ring or gasketand reinstall the retainer ring. With the fuel tank in place and allfuel/vapor and electrical connec-tors in place, fill the tank withenough fuel to soak the pump andso that fuel can be drawn by thefuel pump suction port. Especiallyfor modular units, fill the tank atleast 50% as pumps are mountedhigher in the module.Install a new fuel filter to preventexcess pressure differential betweenthe pump and filter. A dirty filtermay exhibit a restriction that can

reduce the pump’s life, as it will rununder considerably higher pressure. Cycle the ignition switch severaltimes without starting the engine.This will enable the fuel deliverysystem to pressurize correctly andprevent long cranking time, whichcould be misdiagnosed as a defec-tive pump.Install a fuel pressure gauge andverify pressure. On return-type sys-tems, test the fuel pressure regulator.To ensure proper fuel pump opera-tion, road-test the vehicle with fastaccelerations and quick left andright turns.Courtesy of Spectra Premium,

www.spectrapremium.com


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Ranger Products, a division of BendPak Inc., has equipped the Ranger DST64Twheel balancer with revolutionary DataWand and inner data set arm, allowing operators to quickly and automatically enter wheel parameter settings in less thanthree seconds for exact balancing every time. A soft-touch keypad and displaypanel includes dynamic, static and variable alloy settings, and features dynamic tireand wheel graphics to help guide technicians through balancing procedures. Aweight optimization feature automatically calculates the minimum amount ofweight needed to achieve an optimal balance so shops use less weight and increase profits. Go to www.bendpak.com/wheel-service/wheel-balancers/dst-64t-wheel-balancer.aspx for details.Reader Service: Go to www.uhsRAPIDRESPONSE.com

»Shop

Schaeffler Group USA Inc. announces the release of the 07-202 LuK RepSet.This clutch kit was developed for the 2005-’10 V6, 4.0L Ford Mustang in response to a national dealer inventory shortage and high aftermarket demand.Every LuK RepSet is 100% functionally tested and guaranteed to meet OEMperformance specifications. The 07-202 clutch kit contains everything you needto get the job done right. The all-new components include: clutch, disc, flywheel, release bearing, slave cylinder, pilot bearing, spline tool and lubricant.Visit www.Schaeffler-Aftermarket.us to receive the most up-to-date catalog andproduct information.Reader Service: Go to www.uhsRAPIDRESPONSE.com

The Innova PRO 31603 expertdiagnostic tool allows techniciansto quickly retrieve vital information in order to diagnoseOBD II, ABS and SRS issues. Extended Asian and EuropeanABS and SRS coverage is available so technicians can complete more repairs, more efficiently. Shop managementsoftware reports manage vehicle diagnostics. Visitwww.pro.innova.com.Reader Service: Go to www.uhsRAPIDRESPONSE.com

Autolite XP Xtreme Performance Iridium enhanced spark plugs areone of Autolite’s most technologically advanced spark plugs ever.With an iridium-enhanced 0.6 mm finewire design and proprietaryV-trimmed platinum sidewire technology, these spark plugs provide

better durability* and a more focused ignition for better overall ignitability** and optimal performance. *Compared to 0.8 mm finewire, multi-electrode design and standard plugs. **Compared to average of other premium brands.Reader Service: Go to www.uhsRAPIDRESPONSE.com

»Shop OTC’s Genisys Touch features more than 70 onboard training videos, helpingtechnicians diagnose and fix vehicle issues faster. Videos walk techs throughnew fixes, tool operation, scan and scope and more, providing answers underthe hood instead of away from the vehicle. Wi-Fi capability also aids insearching for repair solutions with one device. Visit www.otctools.com.Reader Service: Go to www.uhsRAPIDRESPONSE.com

The EnviroShield Cabin Air Filter— NAPA Filters’ EnviroShield Cabin Air Filterhas the added advantage of BioShield75, a unique, patented coating to thefiltration media, formulated to destroy harmful molds, bacteria, allergens andother pathogens. A dirty cabin air filter clogged with dirt, dust, smelly moldand allergens can have a negative impact on the performance of a vehicle’s defroster, heating and A/C systems.Reader Service: Go to www.uhsRAPIDRESPONSE.com

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

Advertiser Page Advance Auto Parts Professional 26, 27Airtex Corporation 30, 31APA Management Group 7Autel.us 49Auto Value/Bumper to Bumper Cover 4Autodata Publications 62Autolite 40, 41AutoZone 18, 19Bartec USA, LLC 50BendPak Insert, 72Bosch Automotive Service Solutions 57CARDONE 43Champion Spark Plugs/Federal-Mogul 28, 29Delphi Products & Service Solutions 16, 17DENSO Products and Services America, Inc. 21, 51Dipaco Inc. 37Fel-Pro 22, 23, 46, 47Ford Parts 3GMB North America 61Innova Electronics Corp. 35Jasper Engines & Transmissions 65NAPA Cover 2, 1NGK Spark Plugs 55O'Reilly Auto Parts 13

Parts Plus 53Penray 5Schaeffler Group USA 8, 9Solv-Tec Inc. 66Spectra Premium Industries 25Toyota 14, 15TYC/Genera Corp. 63Volkswagen Parts & Accessories 20Wagner Brakes/Federal-Mogul 10, 11WAIglobal 36WIX Filters 38, 39, 67

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It all started in 1936 when Carl Mayer pre-sented the crazy idea to his Uncle Oscar totransport the company spokesperson, “Lit-

tle Oscar,” by way of a 13-foot-long hot dogcar. Fortunately, Oscar Mayer liked the ideaof a giant hot dog roaming the streets ofChicago to promote his product and theWienermobile is not only still around, but it istruly a treasured American icon. It’s time now for a behind-the-bun journeyto ketch-u-up on the history of the beloved

Wienermobile. Designed by the General BodyCompany of Chicago, the Wienermobile was origi-nally created with open cockpits to be driven exclu-sively in Chicago. Then in the 1940s, the vehicle wasrevamped to include a glass enclosure and expand-ed its scope to include the East and Midwest. After World War II, fuel rationing was discontinuedin 1952, Oscar Mayer not only created the infamousWiener Whistles, but also enlisted the design bril-liance of Gerstenslager in Wooster, OH, to designfive new Wienermobiles. These 22-foot-long vehicleswere built on a Dodge chassis, complete with a sun-roof and sound system. The next design was built on

»MemoryLane

XX

An appearance in a 1940s Swiss ColonyCheese Days Parade in Monroe, WI.

The First Wienermobile 1936

Wienermobile 101Wienermobile 101


a Willys Jeep chassis and begins to look more likehow you and I know the Wienermobile, because forthe first time, this hotdog had buns! The next cou-ple models were built on a Chevy motor homechassis, complete with V6 engines and includedfranktastic features like Ford T-Bird taillights.Disappointed Americans were forced to say sor-rowful goodbyes to the retired Wienermobiles in1977. But this anguish didn’t last for long! Only 11years later, due to the enthusiastic response of mul-titudes of dedicated fans, a six-vehicle fleet ofbrand-new, 23-foot-long, fiberglass Wienermobileswas born. In addition to happily resting on aChevy van chassis powered by V6 engines, a stereosystem was included that joyfully played over 20versions of the Oscar Mayer Wiener jingle.Bigger is better, reasoned California automotivedesigner Harry Bradley when he devised the designplan for the 1995 Wienermobiles. At an impressive11 feet high, 8 feet wide and 27 feet long, these GMunits set the dimension requirement for futureWienermobiles at pretty franking big.

Most of the Wienermobiles you see on the roadtoday were built in 2004 at Prototype Source inCalifornia. The custom-made grilled fiberglass dogsits atop a lightly toasted fiberglass bun on a con-verted GM Chevrolet four-speed/W4 series chassiswith a Vortec V8, 6.0L, 300 hp engine. These dogshave evolved quite a bit from their original 1936form with seating for six, a hot dog-shaped dash-board, a Gull-wing door with automatic retractablesteps, a removable bunroof, an exterior back-upcamera, condiment-splattered carpet, blue sky ceil-ing art, a smiling front grill, a control panel andstorage space for 11,000 Wiener Whistles. The twonew models were released to the road in 2012 andeven include state-of-the-art solar panels so theplaying of the beloved jingle isn’t dependent onbattery power.Oscar Mayer made its 125th anniversary morecelebratory by introducing a Mini Wienermobile!Appropriately sporting the name LTL LINK, it’sbuilt on a BMW MINI Cooper “S” chassis. Eventhough it’s referred to as “Mini,” it still weighs3,600 pounds and is a whopping 15 feet long and8 feet high!Because there are only six Wienermobiles currentlyroaming the open American roads, make sure to rel-ish those times that you’re lucky enough to run intoa Wienermobile. Also, don’t be too bashful to singalong with the jingle — you know you want to.

“…’cause if I were an OscarMayer Wiener, everyone wouldbe in love with me.”

»MemoryLaneA current Weinermobile and the MINICooper transformed into LTL LINK

“Little Oscar” with Houstongrocery store managerBennie Demarco and theWienermobile in 1969 A new feature on the 1958 Wienermobile – buns!

1952 Wienermobile

By Shannon Wilkes,Editorial Assistant


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