Anita Boughen - The Automotive Technician

August 2010Issue 16 www.tat.net.au

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‘s a factproblem solving

• The mysterious check engine light bugs this ex-government Rodeo

• Contamination and corrosion brought this Honda CR-V to its axles

AnitaBoughen Auto electrical traineechampion of Australia

Wire & Gas

Convention wrap-up

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T he more we talk about charge-out rates, and the real value of a

technician’s time, the louder is the groundswell of discontent from those who own or manage auto workshops, and those who work in them.

Owners complain they can’t charge any more because the customer won’t pay it, and besides, there are mavericks in a shed down the road who will do the work for peanuts - forget the quality, because most motorists wouldn’t know the difference. Then the technicians employed in the business complain because they don’t see any advancement in a small workshop and the boss is growling because the business can’t seem to make any more money. In many workshops, it seems the staff members have no understanding of the relationship between their productivity and the success of the business. Hence the point raised in the last issue by TAFE teacher Richard Jordan, who suggested that apprentices

should be taught some basic understanding of business and profitability.

You’ll find a number of references to this debate in this issue of TaT, the most poignant being the You Said It from Steve Caruana at Currumbin in Queensland, who talks about the inequality of wages between one industry and another. The case he mentions would lead one to the conclusion that going to college to learn a trade is a waste of time. It makes you think about who sets these hourly rates and why haven’t they changed probably for a decade or more. Are you all so scared that customers will abandon you and leave their cars to rot by the roadside if you suddenly started charging rates that are commensurate with your level of training and expertise? As Jack Stepanian told his audience at the Wire & Gas convention recently, ‘It’s time to stand tall. Be proud of your expertise and your knowledge.’ His hidden meaning was ‘Stand

tall. You are so damn good you must charge more for your incredible skills and your uncanny ability to make a sick car well again.’

As the story on the Wire & Gas convention in this issue reveals, a new training session on how to improve your business was stampeded by frustrated workshop owners looking for the holy grail of increased income. Do they really think a few business skills will mysteriously boost their bottom line?

Having good business skills is a great idea, by all means, but what many of you are really groping for is a change in the whole culture of the automotive workshop. Converting your own self esteem into dollars.Enter Jeff Smit again with his argument that the world will never change for auto electricians until they throw away the hourly rate. I heard Jeff challenging more than 100 technicians in Brisbane recently at an Auto Partners training night to throw away their hourly charges and start putting value on the skills required on each job. He told how a vehicle limped

into his workshop suffering from one of those tricky electronic problems which took him a whole day to sort out and fix. He really had to work at it, studying wiring diagrams, looking up data, Googling for clues. The customer was impressed that the problem was solved and appreciated it was a big job. So the invoice for $500 was not questioned.

A week later, another car, same model, same problem, limped in to the workshop.They knew what to do. Took barely two hours to fix.

‘What should we charge the customer?’ Jeff asked his audience.

‘Five hundred bucks,’ one smart guy yelled out.

You could almost see the light bulbs flashing above everyone’s head.

Of course you can charge $500, because that is now the value of that repair. How you found the solution and how you attacked it is your intellectual property, and it’s worth a lot of money.

The Automotive Technician 3

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with Ken Newton

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Nick [email protected] Broadywww.broadyauto.com.auGil [email protected]

Garry [email protected]

International correspondentsJulian Hentze - Georgia USA Hayley Windsor - Australia

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- are all registered trade names of The Automotive Technician Pty Ltd.

The Automotive Technician Pty Ltdpublishes technical advice and actual case studies for the purpose of educating technicians.

These advices are given in good faith, and are based on actual workshop repairs. No guarantee is given, nor any liability accepted in respect to any published advice.

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ContentsCover story - Anita Boughen…………3, 4

Wire & Gas wrap up……………………6

You said it - The missing VZ……………7

ABS encoders and corresponding sensors..8

Worldskills awards - engine management ..9

Electric cars - you ain’t seen nothing yet!..10

You said it - The dreaded hourly rate……11

Letter from America - Julian Hentze……13

Street Cred - Hayley Windsor…………14

Tat’s a facts………..………………15, 16

Drive belt systems……………………18

Murphy’s Law…………………………19

World of the diesel particulate filter…21,22

You said it - No brakes………………22

Tat’s interesting..………………………25

Tat training……………………………26

You said it - Call the boss……………27

Don’t take his word for it.…………….29

The Last Word - Chris Lindeman………30


Girls are ideally suited to a career in modern auto electrical, but

they are not exactly rushing to fulfil any latent desire to fool around with spanners and multimeters.

All the more amazing then, that the best young auto electrician in Australia is a girl, 21-year-old Anita Boughen.

Anita’s TAFE teachers in Brisbane, recognising real talent when they see it, encouraged her to nominate for the contest known as the Olympics for young tradies, the Australian Worldskills National Competition, where the best of the best of apprentices from pastrycooks to tinsmiths are tested in a competitive environment on live projects.

She took the Gold Medal in a competition in which she was the only female,

with 94.2 points out of a possible 100, and winning by six points including two perfect scores.

You’ll find Anita in her overalls every day at John Wellings Auto Electrical, a small but very busy workshop at Raceview, near Ipswich on the western outskirts of Brisbane.

And John and her male colleagues are all very proud of her.

She’s been interviewed on radio, featured in capital city press in a half page pic posing with her beloved FJ Holden which she restored herself, and congratulatory messages have been pouring in.

Celebrity conscious workshops, hoping to cash in on the attractive auto electrician, have tried to poach her. ‘Why

would I do that to John?’

She seems

horrified at the thought.

‘I think it only fair that I give something back to my boss for all his support and everything he has taught me.’

Anita knew she was entering a very male oriented work culture, but her strong and confident personality has overcome any negative feelings she might have had.

She’s used to fending for herself, growing up on the family cattle farm at Minden, a little further out in the Lockyer Valley, with a brother and three sisters. The farm was full of machinery and her dad was fond of old Holden FJs.

‘On a farm, we all learnt to do all sorts of jobs. I grew up surrounded by machinery and I fell in love with the old Holdens and wanted one for myself.’

She bought a hulk five years ago, and restored it to pristine condition.

As it happened, John Wellings used to look after the Boughen family machinery and was a little surprised to find this little blond girl always hanging around the machines and watching what he was fixing. ‘She said to me one day – I wouldn’t mind doing this when I grow up,’ he recalls.

So when work experience time came around, a deal was made and Anita starting learning the ropes at John Wellings Auto Electrical.

School over, she began an apprenticeship with John. ‘She surprised the hell out me,’ he recalls. ‘She was so keen about her job. Not that the males I’ve had working for me aren’t, but I’ve found that boys tend to take the work more for granted and don’t talk too much about it in the work environment.

‘Anita was different, and not just because she was a girl. Out of all the apprentices I have trained, she was the only one, ever, who needed to be shown only once how to solder.

Anita BoughenAuto electrical traineechampion of Australia

Cover story byKen Newton

Anita’s beloved FJAnita with Sebastian McWhirter-Milwood (right)

and Robert Smith (left) with John the owner

Another test drive?


She’s always keen to learn and openly shows it,’ said John.

So do girls approach auto electrical work any differently to boys? John was guarded. He’s keen to avoid sexist comparisons.

‘I have noticed that Anita brings a finesse to her work, especially her wiring harnesses.

‘I think it’s a female neatness difference. She certainly looks at things differently and rarely, if ever, lets anything beat her,’ John added.

Anita’s teachers at the TAFE college, Skills Tech Australia where she spent her third year apprenticeship, echo John’s remarks.

Lecturer Chris Naylor makes no bones about it. ‘Anita was a shining light – head and shoulders above the guys.

‘When we gave her a task, she immediately jumped outside the square and would exhaust all avenues to find the solution,’ he recalls. ’She had a real flare for understanding the technologies of the motor car and she took such great pride in solving problems – virtually makes her the perfect auto electrician.’

TAFE would like to see more females in auto electrical and this is being encouraged. But it’s not really happening. ‘Perhaps there is still a nervousness in a very male oriented workplace that a girl may not consider the job as a lifetime career and leave after a short time to get married and have a family,’ said Chris.

‘But in reality, auto electrical in today’s high tech, almost white coat, environment is ideally

suited for females, and I think they would be very good at it,’ he adds. Anita sees herself as a person of drive and determination. ‘It required a bit of concentration to settle into an all male environment,

but I’ve done it, and I think if you apply your skills to your best ability, you will earn the respect you deserve as a person, regardless of your sex,’ she says. ‘I love to learn and I will keep doing that. On a daily basis, I make wiring

harnesses, I diagnose difficult faults, I test

alternators and other electronics.

‘I really do love my work and I’m totally content with what I’m doing.’

Cover pic shows Anita with her gold medal and her cheer squad of workmates in the background (from left) Robert Smith, John Wellings and Sebastian McWhirter-Milwood.

The boss looks happy too!

Another test drive?

anzeige_TAT_australien_190x90mm_1 1 04.03.2010 18:18:14 Uhr


Being a successful auto electrician or a technician of any kind in automotive is no longer a

simple matter of knowing your job and applying your skills to customers' cars.

The recent Wire & Gas Training Convention and Trade Show proved beyond doubt that in this highly competitive world, having technical skills is not quite enough.

Recognising the growing need for training on business management, TaT director Jeff Smit teamed up with a noted business trainer, Geoff Mutton, of Sydney, to develop a training program which was delivered at the convention for the first time.

Geoff's courses were not only swamped with eager workshop owners, but extra tickets were sold to wives and business partners when the word spread. In many small workshops, spouses run the office, attend to the book keeping and often double as service manager to check cars in for repair.

The convention, hosted by VASA, was hugely successful from the delegates'

point of view and they lapped up the intensive training by ten of Australia's experts, covering everything from CAN Bus to hybrids to heavy equipment aircon.

TaT is a supporter of the Wire & Gas convention, with two of its directors, Jeff Smit and Deyan Barrie, joining other VASA directors and wholesalers on the organising committee.

In the training line-up, TaT sponsored Jack Stepanian (understanding CAN Bus), Gil Sher (hybrids), Nick Murphy (modern radiators and cooling systems), Gary Reid (engine management systems) and Geoff Mutton (Learn to Earn).

Learn to Earn was adopted as a secondary convention theme, pointing up the growing demand for business expertise to complement technical expertise in many workshops.

As a result of the successful rollout of the business training at Wire & Gas, TaT is preparing a more detailed course, called 'Nine steps to a better workshop' and this will be presented at future training events. The TaT website www.tat.net.au will have details when completed.

Wire & Gas attracted just under 300 delegates and a record number of exhibitor companies which presented a range of the latest tools and technologies to a receptive audience.

VASA president Ian Stangroome encouraged delegates to put their

newfound knowledge to good use in the workshop. He told them that the biggest benefit of the convention was to make

lasting business relationships.

Convention committee chair, Mark Mitchell,

considered the trade show to

be the best collection of technology ever seen at Wire & Gas. 'It’s truly

amazing to see the

range of work done by

the people at this convention,' he said.

In their review of the industry’s future, keynote speakers Grant Hand (air conditioning) and Jack Stepanian (electronic systems) had two strong messages –

‘Smarten up the way you run your business and don’t be afraid of

technology.’

Learn to Earn – the hit show at Wire & Gas

Wire & GasConvention wrap-up

Trainer Jack Stepanian

Trainer Gil Sher

Trainer Gary Reid

Business trainer Geoff Mutton

Trainer Nick Murphy

Air conditioning guru Grant Hand was honoured with the 2010 VASA Pioneer Award for his services to the industry. With him are Mark Mitchell (left) and VASA president, Ian Stangroome

Apprentices were honoured with gifts of tools supplied by major sponsorsAshdown-Ingram, CoolDrive and ADAIR


The car is a VZ, V6, LPG with about 80,000 kilometres on the clock, at a mate’s workshop.

The engine had a missfire but not very often. Over a period of eight weeks the missfire got worse until it became very regular.

Numerous tests revealed the missfire to be on number six cylinder. The injector was not pulsing.

Using a noid light, we found it did not flash on number six injector but was OK on the

other injectors. Because the vehicle was on LPG, the wiring was traced and the LPG wiring disconnected to eliminate any LPG problems.

I was called out to scope for injector pulse. All the wiring was identified and exposed for me to test. After scoping the injector wires we found all were OK (pic 2 and 3) except for number six. It was flat line (pic 1).

It was then decided that the ECU needed removing, testing and repairing.

Note that the Powertrain Interface Module (PIM) in the left-hand front kick panel, Engine Control Unit (ECU) in the engine compartment, Body Control Module (BCM) near the steering column, key reader and

keys all need to be removed and sent away to test the ECU.

The ECU was indeed found to be the problem and was repaired by Logicar, formerly known as Petro-Ject in Victoria.

All parts were refitted and tested OK.

Time taken approximately 2.5 hours.

Jason SmithJDS Automotive MOOROOLBARK VIC

(We agree with you Jason that this is an important case study because this is not the first VZ that has experienced this problem. Keep your eyes peeled for more. Ed)

The missing VZ YOUSAID IT!

pic 1. pic 2. pic 3.


Most vehicle dynamics control systems are activated by wheel speed signals. The Anti-lock

Braking System (ABS) and the Anti-Slip Regulation (ASR) deriving from it are almost entirely based on such wheel speed measurements.

Precise wheel speed measurement under any environmental condition is also vital when it comes to systems such as Electronic Stability Control (ESC), Electronic Stabilisation Program (ESP) and many others.

System description and signal generation

Sensors and encoders form a system where the encoder delivers the measured values which are then read by the sensor and converted into an electronic signal for the Engine Control Unit (ECU).

All wheel speed sensors used to date are based on the measurement of magnetic fields that vary depending on the wheel speeds. The connection between the encoder and sensor is a magnetic field situated in an air gap. (Figure 1)

The first encoders were made of ferritic metal and installed on the axle journal. Unfortunately, the axle vibration often interfered with the speed signal and also the design was very susceptible to contamination. To avoid this, the encoders were integrated into the wheel bearings, initially outside the seal and later actually in the seal itself.

Passive sensorsA magnet in the sensor is absolutely necessary for ferritic encoders. Initially, passive sensors with integrated magnets were used for this purpose. They do not require current and work according to the induction principle. Containing a coil wound around a permanent magnet, the ferritic metal of the encoder causes a change in the magnetic flow through the coil, so that a voltage is generated in proportion to the rotational speed of the encoder.

Therefore, the speed signal frequency of these inductive sensors is dependent on the speeds, which is a desired measurement effect. However, the speed signal amplitude is also speed dependent and this is an undesirable side effect that results in signal loss when driving at lower speeds.

Active sensorsFollowing on from passive sensors came the introduction of active sensors with integrated magnet. Their encoders still consist of ferritic material but, in contrast to passive sensors, these active speed sensors require a current in order to generate an ECU signal. However, they are able to record driving speeds from 0.1 km/h upwards. Some designs have the additional ability to distinguish between forward and reverse motion.

Multipole encodersThe refinement of the entire system brought about the creation of the magnetic multipole encoder which led to the elimination, or significant reduction, of magnets in active speed sensors. Passive speed sensors have completely fallen by the wayside.

The development of multipole encoders was undertaken in cooperation with seal and sensor suppliers. Wheel bearing variants range from types with integrated encoders and sensors, as well as multipole encoders with either axial or radial reading capabilities, through to open and clean systems.

Sensor positionWhile today’s encoders are typically integrated into the bearing in order to minimise interference factors such as rotational vibration, the sensors are installed at different positions. The table below shows the advantages and disadvantages of various sensor positions.

Today most new vehicles incorporate wheel bearings with integrated

multipole encoders. FAG-branded wheel bearings are currently sold for serial production to car makers such as Ford, BMW, Rover, VW,

Audi, Volvo and GM.

Small part – great effectWorkshop understanding of the entire system is becoming increasingly important for any repair, especially with safety relevant components such as wheel bearings. Technicians should be aware that vehicle dynamic control systems can fail due to incorrect repairs. FAG, as one of the leading wheel bearing suppliers, delivers not only the suitable original brand spare parts but also the technical information for correct handling and mounting. This ensures that the entire system will function properly and, above all, safely.

[email protected] 8977 1043

ABS encoders and corresponding sensors

Figure 1.

Multipole encoder with axial reading

capability

Sensor position Mounted inside the wheel bearing Mounted on the wheel bearing

Mounted on the wheel carrier

Advantages Sensor head and encoder are protected against contamination and mechanical wear

Maximum precision of the speed signal

Easy replacement of the speed sensor

Disadvantages Risk of bearing contamination during sensor replacement resulting in bearing failure

Sensor replacement normally not possible

Lower precision of speed signal

Mounted inside the

wheel bearing

Ferriticencoder

Active sensor

Multipoleencoder

Activesensor

Mounted on the wheel

bearing

As if the Anita Boughen story in this issue is not enough

to make the industry feel confident about the next generation and their skills, one of the Worldskills judges, Wayne Mander of Autodata Australia, has first-hand knowledge that that the technicians of tomorrow will step up to the mark.

Wayne was one of two judges in the engine management section. The other was the head of Toyota Australia technical training.

‘The engine management section I judged was one of the hardest disciplines the apprentices encountered,’ declared Wayne.

‘We built some tricky faults into the 40 series Camry.

For instance, we took the airflow meter out and slid a piece of heat shrink into the air mass meter (see pic).

‘This disrupted the calculated airflow and set the fuel trims out over 15%. Nice? We also drilled a small hole in the inlet duct resonator to draw in some unmetered air.

‘In all we created ten odd faults for them to fix in two hours. Most were able to resolve all faults.

‘These were high calibre apprentices,’ Wayne added.

‘They have asked me to judge the regionals next year so I must have done something right.

‘But for me, it was a great reinforcement to see that there are still good techs coming through the ranks.’


Judge Wayne Mander supervises student Sam Cosentino from Melbourne

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With the electric car about to hit the mass market around the world, it should not come as a surprise

that some of the major technology improvements of the next decade will be in mobile electric power, power storage and the very materials cars are made from.

And, just as being a pioneer at the onset of new products can be expensive and short lived (remember the first mobile phones the size of a house brick and just as heavy), it might be a wise decision to wait perhaps a couple of years before spending real money on your new electric car.

News is just out that the European Union has funded a team of scientists for the next three years to develop a new composite material that could see a car’s body parts double as its own power source and power storage. The so-called Storage Project aims to produce a prototype composite material of carbon

fibres and a polymer resin that is resilient, strong and lightweight, making it well suited to the manufacture of car parts themselves. It could be used in future hybrid electric vehicles to store and discharge electric energy. Such a material could make cars of the future more energy efficient, more compact and

altogether lighter, so there would be greater

travel time between battery recharging. The car of the not too distant future could

be drawing power from its roof, its bonnet or its doors

and even satellite navigation could be powered by its own casing.

Large amounts of energy will be able to be stored and discharged and the researchers who are developing the material say the

hybrid car body could be recharged by plugging it

into the driver’s home power supply.

This could mean the end of the huge and cumbersome batteries needed by today’s electric

vehicles.

The work being undertaken by the team which

includes the Imperial College of London, Volvo and other car experts from Belgium, Germany and Greece, may even make components of today’s mobile phones and laptops obsolete and mean the end of batteries as we know them. By making batteries redundant, everyday devices could become smaller and easier to transport.

Imperial College London:http://www3.imperial.ac.uk/

Volvo Group:http://www.volvo.com/

Electric cars - you ain’t seen nothing yet!

The Last Word story in Issue 15, featuring TAFE teacher Richard Jordan, struck some real chords

in the endless debate about the hourly rate and the value auto technicians place on themselves.

Subscriber Steve Caruana wrote this: ‘You really hit the nail on the head in regard to staff pay and the position many employers like myself face every day.

I often feel as an employer of two tradesmen and one 3rd year apprentice, that the staff should be paid more for their services but the business sometimes struggles to meet sustainable targets to achieve this. My business does a lot of air conditioning repair and it is much quieter during the colder months.

I am always quite firm on our charge rate for every job. Unfortunately, many clients somehow believe that if their vehicle is old or they regard it as just a runabout, somehow the repairs shouldn’t cost much.And sometimes, we actually give in to this argument.

If a shop could charge out an average of 70% to 75% of the staff’s time, this wouldn’t be an issue. Reaching that percentage is easier said than done.

My staff are very aware of how important it is for the business to maintain this ratio. We have staff meetings and each worker has a time book for every day as well as a job card for each job. They can sometimes be a bit complacent when work is quiet.

I agree with the contention in your article that apprentices need to be taught some basic understanding of business and profitability before they become tradesmen in a small business.

A few years ago I lost a good tradesman to a larger boat building company. He simply told me the truth – in our workshop, there is no opportunity to advance, and I agree. For him, it wasn’t only about the money, but to further his qualifications and experience.

Apprentices start off after a few years rewiring trailers, and realisticaly, can still be rewiring trailers 20 years later. How is it my 19-year-old niece with no formal skills training has landed a job as a hospital cleaner on a take home pay of $700 per week and gets 15% superannuation.

My qualified tradesman after a four-year apprenticeship, crawls under cars and trucks and has to own thousands of dollars worth of tools, but takes home just under $800?

This is not degrading myself or my business, but I’m making the point about how unequal some industries seem to be on value for work performed. I guess it all comes down to making the client realise that they are paying for our knowledge, experience and service and not just for a part replacement. Easier said than done.

Articles such as yours should be published in newspapers and RACQ client booklets for car owners to read. We, in the industry are already well aware of the message.’ Steve CaruanaCaruana Auto Electrical & Air ConditioningCurrumbin QLD

(Thanks for your very thoughtful response to this article Steve. We all agree that the repair industry, generally speaking, seems to have a universal self image problem with regard to charging for what they know about modern vehicles. I guess we will just keep hammering away with the message to educate motorists and raise the self esteem of technicians. Ed)


The dreaded hourly rate

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Dear readers, let me begin with an update on the US weather this summer. In my (new) home

town of Perry, Georgia it has reached 40 degrees Celsius. Not for one or two days, but for weeks on end.

It’s been the same story all over the south. Hot! Hot! Hot!

It’s been a great summer all round, not just for those of us in the air conditioning trade but the whole aftermarket in general has been experiencing increases, as people still shy away from purchasing new cars. With the closing of so many dealerships there has been an increase in business for the average workshop, which is now employing the up-to-date factory trained mechanics.

The big news currently is Ford. They have just released a second quarter profit of US$2.6 billion (yes, that last word started with a ‘b’) and an increase in new car sales of 20% as they continue to gain market share. Ford has also released information on their new, smoking hot 302 Mustang which is delivering just over 13 kilometres to the litre.

It seems that not taking the bailout has worked in Ford’s favour. The average American has a long memory, despite what you might be told.

As smart phones take over our lives, General Motors has released new apps for their vehicles. Ford has tied itself to Microsoft with the Sync system, while GM has gone for a more general approach, designing apps for different smart phones, like the iPhone and Google’s Android.

These apps will be able to do functions normally found on the key fob. Regardless of where they are, the owner, using the smart phone app, will be able to lock doors, remote start, activate the horn and a few other things. With vehicles fitted with On Star, a whole new world has arrived.

Vehicle information like current fuel level, when to change the oil, and average fuel economy will be available at the touch of a finger.

I like the idea – get off the plane in Detroit in mid-winter, get your phone out, start the car and by the time you get there, it’s warmed up and toasty inside.

For all you Chrysler fans – sorry, no news here, except that the local dealer has orange Dodge Chargers on the lot painted up like the General Lee. I guess he’s hoping the 40-year-olds still remember the Dukes of Hazzard.

On a personal note, my son has recently arrived to spend some extended time with me in the US. A day I thought would never happen. I know there are a lot of divorced parents out there, so keep your fingers crossed. Miracles do happen. Zachary and I spend a lot of our time out of the heat and in the water.

Julian

Letter fromAmerica New apps are ‘appening even for cars by Julian

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I was told that training guru Grant Hand had a go at poorly presented auto-repair shops during his

keynote speech at a recent auto-tech convention.

There was a time when a bit of masculine car talk and some scantily clad calendar girl on the wall impressed your automotive aftermarket clientele, but the customer demographic has altered dramatically. It’s time the modern workshop followed suit.

There’s a woman leading Australia now and, perhaps you’ve noticed, there’s a lot more of us entering your work premises too.

In fact, it’s estimated that up to 65% of customers taking vehicles into workshops these days are women. Glance up from under the hood and you’ll see us. We’re the ones looking around for a comfy seat, interesting magazines, a cup of coffee or tea, a place to keep the young ones occupied, or even wireless internet access so we can continue to work while we wait for our car to be serviced.

Word is out that some aftermarket workshops are providing services above and beyond car maintenance and repair, and it won’t be long before we seek them out and, if we’re happy with what we’re offered, we’ll spread the word. Those with experience in the automotive industry

already know the power of word of mouth. It’s time to start listening.

So what do women want?Here’s a clue. On my travels I found a business called Elle Auto Care in Canada. Branding themselves the Heart and Soul of car care, Elle offers wi-fi, a play area for kids, a shuttle service and spa packages – for both car and owner. A little extreme for a western suburbs repair shop? But I’m sure the repeat patronage is high.

The consensus among all my female pals is that respect, over and above tangible things, ranks highly on the female-friendly workshop wish list and, unlike our male counterparts, we won’t think twice about walking out if it’s lacking.

We want to feel comfortable asking questions and we don’t want to feel belittled when answered. Some women are hungry for knowledge about their car and the service being performed, and they value the empowerment this gives them for future decision-making. I acknowledge the benefits of educating the customer, but

really, if I could trust my technician to do the job in a timely, professional manner, I’d prefer to hand over my vehicle and sip my latte a little distance away from the grease and wires – and I’m sure I’m not the only one.

Intelligent workshop owners have started taking note of the small changes that can make a huge difference to their female customers. My friends and I agree we could do without the spa, but we would be happy to spend time in a clean waiting room, with a comfortable seat, a coffee and a newspaper – but it’s a tall order to find one.

So why not start with the waiting area – clean it up, subscribe to some popular general-interest magazines, invest in a good coffee machine, and cleverly use this space to promote your business and display your certificates, awards and accolades.

For more pointers, I hereby offer my services as a professional workshop make-over auditor. Yes, I’m very expensive. But, you could save the expense by enlisting the advice of your female customers, relatives and friends.

And while women might be fuelling the changes, the good news is you won’t hear the guys complaining either.

Best of luck with the beautifying.

What women want

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210x297 TAT KTS340 Adv.indd 1 18/5/10 9:19:17 AM

Customer ComplaintCheck engine light coming on intermittently and poor performance.

Problem SummaryOwner has had problems with check engine light since he purchased vehicle from government auction two years ago. Had been serviced a number of times with no solution found.

Diagnostic SequenceHooked up to scan tool and extracted two codes.P0172 - System too rich Bank 1P0175 - System too rich Bank 2(PCM had reached max fuel trim and O2 still reading rich)

Hooked up fuel pressure gauge and found the fuel pump pressure was sitting at 4.8 bar.

Checked for specs. All the workshop manuals say it should be around 3 bar.

Suspected fuel pressure regulator first up but we noticed someone had put a dodgy pressure fuel clamp on the return line hose.

Fault DescriptionRemoved suspect fuel pressure regulator, checked the return line and found we could not blow back through into tank.

The blockage was definitely on the return line and inside the fuel pump assembly at the tank end.

Fault SolutionRemoved the fuel from the tank and removed tank assembly.

Inspected the fuel pump assembly and noticed there was a pressure regulator inside on the return line.

After a number of phone calls we worked out that it must be the wrong pump. We suspected it was the one for the higher output AlloyTech motor/system.

New fuel pump assembly was acquired to suit this engine and model. It definitely was different on the inside. The return line did not have any restriction device on the return side.

The correct replacement fuel pump assembly was fitted.

Tank was refitted, original pressure regulator refitted and fuel pressures checked OK – just over 3 bar at idle.

Vehicle road tested and running very well with both oxygen sensors working.

Very happy customer.

Recommended TimeLabour time was 5 hours, taking into account research time, location of parts and actual time spent fixing the problem.

A great deal of time was spent communicating with the owner, asking questions, getting and giving feedback.

This was an important part of the process because there was no way of giving a quote or estimate until the problem and cause were unravelled and the true cause was found.

This way the customer was not shocked by the total cost due to extra time spent in the diagnostic process.

Customer was also advised of possible exhaust problems down the track due to long time rich running.


HOLRO04116HOLDEN RODEORA V6 20046 Cylinders

tips for ideas division

Fuel press/reg and the dodgy

fuel clamp on the return line

Returnline


Customer ComplaintVehicle missing badly. Towed in.

Problem SummaryOwner advised that vehicle was serviced regularly and this problem had just occurred out of the blue, ‘so it should not be a big deal.’ Don’t you just love it when they know they have a problem but wish it away by talking it down?

Diagnostic SequenceWith suspicion, we went through the diagnostic phase, checked spark, KVs low under load.

Removed the plug leads and found they had been taped up because they had been jumping through the tower.

Removed the spark plugs and it was then obvious why they were worn out.

Compression test carried out and the plugs were replaced. Vehicle started and road tested.

There was a lack of power, worse at low rpm and felt like a bad lean miss.

Did a cylinder contribution test and found cylinder 4 not contributing at all. Isolated to none or very little fuel getting into No. 4 cylinder. Fault Description

Removed the fuel rail and found injectors and fuel rail badly contaminated with rust and corrosion.

Opened up the fuel lines and inspected. There was corrosion right through in the in-line and the return line.

Removed the fuel filter and cut it open.

Removed the fuel tank and removed the fuel pump and found rust inside the tank as well as the pump assembly.

Also took a sample of what was in the bottom of the tank.

The owner was advised and asked what fuel they use (the cheapest obviously we were told). Also, said they used E10 because it’s environmentally friendly.

Customer was invited to inspect the damage and then advised on the do’s and don’ts of fuel use.

Was told to use high octane quality fuel and never again to ask a service centre just to change the oil or do a basic service to save money.

Fault SolutionWe had to replace both the fuel lines. Sent the tank out to be cleaned and treated and managed to service the injectors by putting in an ultrasonic bath a number of times.

Also pulsed and back flushed. Ultrasonically cleaned the fuel rail because it was made of alloy. Replaced HT leads and rotor button as well as the plugs.

Vehicle had not run that well for some time, the owner admitted with a blush.

Recommended TimeLabour time was 12 hours, taking into account research time, location of parts and actual time spent fixing the problems.

The owner got a huge lecture from me, firstly about wishful thinking and telling porkies about how the vehicle was running previously because there was no way this sequence of events just happened. The fuel contamination and corrosion had to occur over a long period of time, not just one or two tank fills. My last bit of advice – never get involved in the blame game when the customer wants to blame someone other than themselves for poor judgement.


HONCR02118HONDA CR-V20024 Cylinders

tips for ideas division

Inside the tank where the pump sits

a

b

Sediment collected from the fuel pump

After service and clean



The serpentine belt has only one job – to transmit the torque or power

from the crank to all the accessories in the system.

This torque is transferred by belt friction created by the wedging force as it is being forced into the pulley by the tension created by the tensioner. If either the belt or tensioner is failing, there is less chance the belt can transfer the energy from the crank to all the power hungry accessories until both the belt and tensioner are replaced.

As the belt begins to slip, excessive heat is generated and this migrates through the belt, into the pulley and shafts of the accessories and then into the bearings, creating premature grease boil-out or bearing failure. Loss of tension can also play a part in excessive belt wear or potential pulley wear.

Today’s Ethylene Propylene Diene Monomer (EPDM) belt can run well over 160,000 kilometres, be totally worn out but still look brand new because of its material makeup. The danger of not understanding how to read this failure creates customer comebacks.

A possible example of this could be when your customer comes in for an alternator replacement. You replace the alternator and reuse the old belt because it still looks almost new. Within a few days your customer returns because the alternator is not charging correctly. This happens because the worn belt could not effectively transfer the power as the accessories turned on and off. This is why it is important to understand the root cause of any belt failure or problem in the ABDS before recommending the corrective action. The end result will be a more satisfied customer and increased profits along with reduced comebacks for the shop or mechanic.

A high quality serpentine belt, such as Gates Micro-V will normally not just fail in isolation but can be caused to fail by something else. It’s therefore important to find the root cause of the failure. If the mechanic just installs a new belt, as soon as the engine starts the failure begins all over again, creating a future comeback and potential

loss of customer satisfaction. The following are key indicators of failed components on the accessory drive.

Glazing (shiny) on the underside of the belt indicates that the belt has been slipping. Slippage can occur for a variety of reasons such as not enough spring tension on the tensioner, failing component bearing, contaminated pulleys or an elongated belt due to rib wear or material loss. Refer image: Glazing

Cracks on the underside of a serpentine belt are normal with age. With neoprene-constructed belts, if more than one crack appears and the cracks are two centimeters apart on any one rib, the belt has already used up 80% of its intended life. Newer belts constructed with EPDM inherently resist cracking because of their increased elasticity.

For EPDM belts, the proper diagnostic method is to inspect for loss of rib material. This reduction of belt rib material results in loss of system tension, creating more belt slippage and noise. Replace both tensioner and belt together. Refer image: Cracking

Side abrasion on the belt is a prime indicator that there is misalignment in the system. It must be found and corrected first, before reinstalling a new belt. A good place to start may be the tensioner with a worn pivot bushing. Refer image: Abrasion

Pilling can be identified by the shiny streaks of material bonded to the apex of the belt. Pilling indicates the belt is no longer gripping the pulley effectively and has begun riding on top of the pulley’s apex. The belt is no longer performing its job properly and should be replaced along with the tensioner. Pilling may also be an indication that a pulley could be failing as well, so inspection and cleaning of all pulleys is very important at this point to find the probable cause. Refer image: Pilling

EPDM is a superior technology with better performance characteristics but, like any wear part, these belts don’t last forever. It can be harder to

detect when these new belts are worn because as EPDM belts age they don’t show wear in the same way as neoprene. To help technicians accurately diagnose belt wear in EPDM belts, Gates has developed a belt wear gauge.

Belt wear is a critical failure for belts. You can find belt wear in a glazed and shiny, pilling, cracked belt or simply by itself with no other apparent damage. As little as 5% material loss can facilitate loss of tension in the system. A slipping belt is absolutely the worst thing that can happen to the ABDS.

A customer’s complaint of any belt noise such as chirp or squeal should be the first clue that there is loss of tension in the system due to a slipping belt or a failing tensioner. It is now a systems issue and not a belt problem. As the belt slips, every accessory is allowed to operate at a diminished output and this creates heat for the bearings – and complaints of noise from the customer.

The consequence of a slipping belt can be one of

the following:

• Creation of heat, resulting in premature bearing/accessory failure

• Reduction in performance from the a/c

• Poor charging from the alternator

• Pulley wear• Belt glazing/wear resulting

in loss of power transfer • Belt noise

ABDS components, belt wear and tensioner failure are not understood by some technicians so they may feel there is no urgency to replace them until they begin to squeal or to fall apart. Understanding the root cause failures will help eliminate customer comebacks and lost profitability.

In the next issue we will look at belt tensioners and tensioner inspection procedures.TaT thanks Gates for assistance in providing information for this article.

For more information:[email protected].

Glazing

Abrasion

Pilling

Cracking

Understanding the impact of loss of tension in the accessory belt drive system (ABDS)Drive Belt System


Get ready – you are in for the ride of a lifetimeMurphy’s Law

There are pros and cons for electronics in the humble motor car.

Think back to our working life before electronics – such as adjusting ignition points. If you started working on cars after 1978 you would be wondering what the hell I’m talking about.

Let me clear some facts. Your fuel system is now monitoring fuel from cold start to operating temperature, making sure the fuel delivery is just enough to make the engine run at its most efficient.

Airbags sit dormant until you need a soft landing for your head in a hurry. At the same time seat belt pre-tensions activate so the last thing that goes through your mind isn’t the windscreen.

That’s just the beginning. I can remember training on the operation of electronic ignition when fellow mechanics were threatening to give the trade away because it was getting way too technical.

If they only knew it, their trade actually becomes easier with electronics. With self diagnoses and systems that almost tell you what’s wrong, the industry has changed, and so must we.

There are lots of demands on the motor industry. We want low fuel consumption but higher output, smaller capacity engines producing higher kilowatts, transmissions that think for themselves and body control units that control all creature comforts.

The electronics war stared in the 1980s in the European market. ABS systems became standard equipment, fuel

delivery was more accurate than ever before and luxury extras, such as heated seats, windows that went up when locking the car, wipers that slowed down with vehicle speed and self adjusting mirrors and seats through the driver memory system, became the norm.

Then we wanted better safety.The list goes on: airbags and safety restraint systems, electronic stability program (ESP), electronic braking distribution (EBD), electronic handbrakes that apply the same force every time the handbrake is applied.

There are so many different systems that technicians really have to take stock of what they are dealing with. When it’s all boiled down, we are still using fossil fuels and hydraulic brakes.

There is little doubt that, because of growing environmental concerns pushing the industry towards fuel efficient hybrids with massive reduction in the use of fossil fuels, the next 20 years will deliver huge differences in electronic control systems.

Electronics have already replaced a large number of mechanical components such as throttle linkage with drive-by-wire and BUS systems have also reduced the amount of wiring required.

Now we are stepping up to a new level of electronics such as self parking systems which, with a push of a button, will enable the car to estimate parking clearances with the help of sensors(Fig 1).

There’s the camless engine that uses smart valve actuation (SVA) and, via electromagnet plates, the valves can be operated by the engine computer (Fig 2).

There’s GPS governed throttle control, whereby the GPS will recognise the speed limit and reduce the throttle to the correct speed. Drive-by-wire technology replaces the traditional mechanical and hydraulic control systems, with electronic control systems using electromechanical actuators and human-machine interfaces such as pedal-feel and steering-feel emulators.

As a result, the traditional components like the steering column, intermediate shafts, pumps, hoses, fluids, belts, coolers, brake boosters and master cylinders are eliminated from the vehicle.

Examples include electronic throttle control and brake-by-wire (Fig 3).

Brake-by-wire represents the replacement of traditional components such as the pumps, hoses, fluids, belts and brake boosters, and master cylinders with electronic sensors and actuators (Fig 4).

Some commercial vehicles already have steer-by-wire, and throttle-by-wire. Brake-by-wire technology is still under development and has not been widely commercialised.

This is mainly due to the safety-critical nature of brake products. So far, Mercedes-Benz (Sensotronic) and Toyota (Electronically Controlled Brake) already use brake-by-wire systems almost fully on the Mercedes-Benz E-class and SL models and on Toyota’s

Estima.

So there you have

it – our future and what we

have to look forward

to. It’s simply a question of do we keep up with it or do we sell novelty toys at the flea markets.

It’s an exciting time which is bound

to be laced with frustrations but there’s a lot of satisfaction for those who want to stay in the game.

The value of a technician’s services reflected on the average invoice has to improve, if only to justify the many hours all technicians will have to spend studying this stuff. So hang in there. We’re in for the ride of a lifetime

There’s a lot of training about and even if it’s just an information night, many things can be learnt. Don’t forget to check the TaT training calendar for the next schedule of training courses.

Happy diagnosing

Nick Murphy

Fig 1

Fig 4Fig 3

Fig 2


In the last issue, we faced a tricky situation with the diesel engine Peugeot 307

(HDI) which needed a routine service, but then came back a week later with the Check Engine Light glowing, together with the message, Diesel Filtration faulty staring at us from the centre console.

We faced a number of options, such as:

a) The wrong oil was used during a routine service and fouled the DPF,

b) The ECM needed to be forced to go into regeneration mode, simply because it failed to do so,

c) The ECM program had failed and needed to be reprogrammed,

d) The DPF had failed due to excessive soot build-up and needed replacing,

e) Faulty wiring was giving false information to the ECM to act upon,

f) The voltages from the DPF sensor might indeed be incorrect and confusing the ECM.

We chose a very systematic approach.

Logged DTCs

Before proceeding with any diagnosis we thought we should practise what we preach and that is, check the supply, grounds and charging voltage at the battery terminal. All were OK.

The next step was to connect a diagnostic scan tool, decipher the trouble codes and ascertain if there were any freeze frames (data list captured at the instant the DTC was recorded). The DTC was clear.

As can be seen from the options available, the freeze frame was chosen and unfortunately did not reveal much that could have been used, diagnostically speaking.

Freeze frame data

This is a snapshot frozen in time at the instant the DTC was stored. A thorough analysis of data displayed did not reveal the cause of the DTC logged. P0472 kept logging, denoting Exhaust Pressure Sensor Circuit low. While the DTC denoted low, it was not quite the answer we were hoping for.

Live data listing

The next logical sequence was to read live DPF data information and see if there were any abnormalities or aberrations in the data displayed, such as abnormal voltage low swings, abnormal low supply voltage and so on. Unfortunately, the solution was not so simple.

Live data parameters

A quick analysis of live data revealed no abnormal information, and yet kept logging the P0472, denoting Exhaust Pressure Sensor Circuit low.

While not certain, it seemed by now that all fingers of accusation were pointing towards the sensor itself. It was time to physically locate the DPF pressure differential sensor.

The two tubes that began at the DPF were traced, only to show that the two tubes disappeared into oblivion behind the near side front fire wall, near the brake booster.

Physical location of DPF sensor

Indeed, to actually physically find the DPF sensor was a hurdle in itself. It was concealed behind the battery compartment and induction airways, among other things, and fixed onto a bracket which was then fastened onto the brake booster. The main challenge was not only to locate and expose but to have the engine management system, including the battery, functional so that voltage and operational waveforms could be performed.

Actual position of the original DPF

Once the DPF sensor was exposed, the three-wire connector was accessed. A circuit diagram (vital) allowed identification of the wires through their colour, and the trace back to the ECM.

The ECM terminals exposed to check the credibility of wires

With the help of the circuit diagram, terminal numbers and connector designations were identified and disconnected, and the integrity of the three wires was measured. It seemed a simple task.

After all, what can possibly go wrong with three wires – short to ground, short to supply, open circuit and perhaps shorting to another or adjacent wire. Our three wires passed all tests.

Ground at DPF sensor

It was time to engage the oscilloscope and measure waveforms. Since there were only three wires, we decided to start with the ground (grey wire). The connectors at the ECM and the sensor were reconnected and waveforms were captured as they performed a dance before our eyes.

You can see from the waveform almost exactly half way through the sweep (centre line) we began to crank. The ground did not lift and it rendered OK.

It was well and truly below 0.3 volts while cranking.

Supply at DPF sensor

The next logical sequence was to go on to the sensor’s supply. Let’s face it, if there is no steady regulated 5 volt supply from the ECM to the DPF sensor, it will indeed log the dreaded DTC code.

The wonderful world of the Diesel Particulate FilterPart 2 by Sam Nazarian and Jack Stepanian


Ignorance or innocence? You be the judge.

It was only days after receiving the latest TaT magazine and reading about Anthony’s disc rotor story (Bad brakes! Bad motorist! page 9) that we had a similar scenario at our workshop.

What’s more scary is that they drove in with the brakes like that.

We got the phone call first. ‘The brake pedal’s gone a bit funny and it kind of feels like maybe a brake pad has fallen out.’The pictures sure tell the story.

In 20 plus years I’ve seen plenty of brakes metal to metal, but this one I think beats Anthony’s.

It brings a whole new meaning to minimum thickness on disc rotors. At first glance my fellow mechanic thought it was a drum brake rear end but he quickly realised that something was missing – the rotor – where had it gone? Really, are people these days

totally oblivious to sudden changes in the noises that their cars make? You be the judge.

Roy Chapman, Claredale Motors Dandenong VIC

(You win Roy. And you are right, some people just don’t hear things because it suits their wallet. Ed)

No brakes – I see it but don’t believe it!YOUSAID IT!

Again, as you can see from the captured waveform, almost exactly half way through the sweep (centre line) the supply voltage jumped up to a steady 5 volts. So far, it can hardly be faulted.

Old DPF sensor signal wire – suck then blow (upstream orifice)

It was now time to check the fidelity of the signal. Since the sensor was a pressure differential sensor and was meant to measure the difference in pressure of upstream relative to that of downstream, it would have followed that an increase and a decrease at either end of the DPF sensor would have produced an up-going and down-going signal.

As you can see from the waveform, this was not the case. There was an upsurge signal at only one of the orifices (and not the other).

It must be noted, however, that while we were able to obtain a

circuit diagram, nowhere was there any mention of what the voltage should have been at a given condition.

Old DPF sensor signal wire – suck then blow (downstream orifice)

The other orifice was then considered for an increase and a decrease at either end of the DPF sensor. To our surprise, it too had only up-going signals. This seemed to be very uncharacteristic of a DPF pressure differential transducer.

How can a sensor be uni-directional? Mechanical fittings such as tubes fitted to and from the sensor to the DPF were all checked and all were free from blockage.

It was now almost certain that the sensor was at fault. We phoned to order a replacement. The OEM spare parts people asked if we were sure of our diagnosis since the sensor seldom fails and they had not sold one in a blue moon. They added that the replacement

DPF sensor was now available in a modified version and had to be shipped from France.

New DPF sensor signal wire – suck then blow (upstream orifice)

The customer was happy to wait for the arrival of the parts from Paris. The new sensor, with all modified parts, was fitted and tested. The oscilloscope pattern now shows an up-going and down-going signal. It had a positive and negative signal as the pressure was decreased and increased at one of the ports.

New DPF sensor signal wire – suck then blow (downstream

orifice)

This almost confirmed that we were on the right track. The vehicle was superficially assembled to get it running for a test drive. To our enchantment the prognosis was correct.

By implementing and executing a systematic diagnostic approach we eliminated unnecessary energy, time, replacement of parts and cost to the end user.

This modest account of a diesel engine Peugeot 307 (HDI) illustrates how exact the automotive electronic controls are in modern vehicles.

While we showed how an oscilloscope and waveform analysis were used to trace the feedback signal of this intricate electronic control, the principle of DPF operation had to be fully understood prior to carrying out any informed diagnosis.

So our advice is – look out for vehicles with DPFs and try to capture some waveforms of the DPF sensor.

They may come in handy one day. If not, examine the live data and attempt to decipher the information displayed.

Sam and Jack

The wonderful world of the Diesel Particulate Filter…continued


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2. Injectronics – RAE mergeInjectronics Australia Pty Ltd has acquired the distribution of RAE Distributors and ignition components. RAE has been selling new and remanufactured distributors as well as other related ignition parts for more than nine years. The company has relocated to the Injectronics head office at 8 Becon Court, Hallam, Victoria 3803 but they have retained their same phone numbers. Injectronics was established in 1984 and remanufactures automotive electronics,. The company has received export and manufacturing awards and was inducted into the Victorian Manufacturing Hall of Fame in 2008. Gino Ricciuti, Sales and Marketing Manager, Injectronics Australia, 0419 353 522

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4. Warmth in the cab The 12/24 volt Eberspächer AIRTRONIC D2 diesel Air Heater will keep you warm in the cab without the engine running. It generates 2.2 kW of hot blown air, automatically reducing as the heat rises. It runs totally independently of the engine and features a wide control range with fully electronic

microprocessor control. A special offer of free digital modulator and a thermoelectric cooler/warmer is available on this product until 31 August 2010.www.dometic-waeco.com.au 1800 212 121

5. Problem circuitry coveredProblem circuitry in Falcons and Commodores dominates a wide-ranging coverage of body wiring in Autodata’s latest information system update that contains more than 250 completely new individual models. The software update, version 37, addresses

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6. New battery testerIconic Australian company, Century Batteries, has joined forces with Midtronics, a leading name in battery testing, to become the Australian distributor of the Midtronics battery testing equipment. Midtronic’s testers and their patented conductance

technology are recognised worldwide as the standard for determining battery condition. The core range features three automotive, one powersports and one VRLA tester. 1300 362 287 email:[email protected]

7. Narva’s finger on the Pulse The Pulse range of high output strobe lights from Narva is suited to harsh mining, construction sites and local councils. The strobes feature 360° rotating flash patterns, essentially simulating the performance of a rotating beacon, yet with all the benefits of LED technology. Eight specific light patterns are built into the strobes including three different rotator patterns each designed for various applications. The high output LEDs provide dual 12/24 Volt operation with low current draw and up to 100,000 hours lifespan. Twelve supplementary LEDs in the top of the lamp provide global illumination.

‘s interesting

Firstly I would like to apologise for phoning Jeff Smit with an oil pressure problem on a 308 VT Commodore.

I was stressed out after many hours of unpaid diagnosis.

We eventually had the engine rebuilt, the vehicle started first go with instant oil pressure. We quizzed the engine rebuilder as to what the problem could have been. No real answers, great mystery!

We had another humdinger towed in – an RA Holden Rodeo, 2004 3.5 litre V6, misfiring on offside cylinders. The owner had replaced the coils and sparkplugs, swapped injectors but still no good.

We confirmed the firing of spark plugs on the right bank on all three cylinders.We checked compression – none at all on the right bank. Checked timing belt valve timing and it was OK. Checked the right bank valve timing inside the tappet cover – camshaft gear dots to drive gear, spot on.

This had me stuffed. The engine turned over fine and the cams turned fine. On closer inspection we found slight discolouration of the inlet cam bearing cap No. 2. Removed the cap and found lack of oil marks, the oil feed hole was blocked.We ended up removing the camshaft and still no clue. Pressed gear of the camshaft and presto, a small dowel tore in two pieces. The gear to camshaft timing was out by about 10 degrees.

What must have happened is the cam momentarily seized which tore the dowel. The engine was switched off and cooled down. On restart, the cam came free. This was the first time we had seen the vehicle and we found out that oil changes weren’t the owner’s major priority.

Hope this can be of benefit to other technicians. My engine rebuilder has encountered the same problem before.Thanks again and love TaT.

Jeff Neve Wallacia NSW (You’d think that after all these years of cars hurtling around the streets, the people who buy them would remember the little thing called regular maintenance. Thanks for the story Jeff and also for your love. Ed)

Owner pays the price for neglecting oil serviceYOUSAID IT!

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Advanced engineeringBendix Street Road Track brake pads have been engineered with advanced technology that was originally created for European racetracks. Now it is available for you to match your high performance driving style. Street Road Track has been developed by one of the world’s leading high performance friction material manufacturers incorporating the latest race technology and extensively tested under extreme conditions. The rear of the pad also features a gasket, for reduced noise and increased heat resistance. These brakes are the standard choice for highly skilled drivers who command absolute control of their vehicle.

CONTINUOUS HARD BRAKING WITH LOW FADE

few hard stops and the friction level typically fades meaning you have to push harder to engage the brakes.

their friction level even as the temperature rises with continuous stops, for the same pedal effort.

FRICTION LEVEL MAINTAINSOPTIMAL RELIABILITY

to maintain excellent performance through the rigours of stop start braking as found in heavy traffic situations.

outstanding friction stability for complete control on the road.

STABILITY THROUGHOUT THE STOP AT ALL TEMPERATURES

offer the stability that is paramount for optimal brake balance.

brake distribution preventing the car from locking up and spinning.

extremely stable and reliable in performance compared to other leading competitors.

Street Road Track

FOR MORE INFORMATIONFreecall the Bendix Brake Advice Centre on 1800 819 666 (8am-5pm Monday to Friday EST) or +61 3 5327 0211 from overseas.

bendix.com.au/performance or bendix.co.nzBendix is a trademark of Honeywell International Inc.

Put your foot down with confidence

The TaT training program is well under way and receiving top marks from technicians.

Head trainer Jeff Smit has teamed up with wholesaler partners Burson, Coventry and Motor Traders, to deliver a dynamic new series of training sessions to help technicians to hone up their diagnostic skills and learn about the latest equipment and technologies. In New Zealand, the training program is being organised by Petroject.

Full details of the Australian training sessions, including a booking form, can be found at www.tat.net.au.

Each of the sessions will be held on a week night, starting sharp at 7pm through to 10pm, with a supper break. Prices have been retained the same as last year, at $85, with technicians from the same workshop down to $75.

This is excellent value for such intensive training. Technicians are reminded that these training sessions are provided from the perspective of an operational workshop, with case studies and real life diagnostic issues put under the microscope.

One-day training sessions organised by VASA featuring Jeff Smit and air conditioning guru Grant Hand are also listed on this page, and booking forms for these can be found at www.vasa.org.au

THE BURSON PROGRAM

Classes will cover vehicle diagnostics – getting it right the first time, problem solving to minimise wrong diagnosis and using real life case studies from TaT workshops and reviews of the latest equipment and techniques.

VICTORIAMonday 16 August AlburyTuesday 17 August BendigoWednesday 18 August EchucaThursday 19 August Shepparton

NEW SOUTH WALESTuesday 24 August DubboWednesday 25 August Caringbah

QUEENSLANDMonday 6 September VirginiaTuesday 7 September CapalabaWednesday 8 September NambourThursday 9 September CabooltureMonday 13 September Acacia RidgeTuesday 14 September ToowoombaWednesday 15 September GC/NthRivers

NEW SOUTH WALESThursday 16 September LismoreMonday 20 September Tamworth Tuesday 21 September Coffs HarbourWednesday 22 September Port MacquarieThursday 23 September Newcastle

VICTORIAMonday 11 October SunshineTuesday 12 October GeelongWednesday 13 October Altona/HoppersThursday 14 October Sunbury Monday 18 October BairnsdaleTuesday 19 October MorwellWednesday 20 October DandenongThursday 21 October ClaytonMonday 25 October BayswaterTuesday 26 October BrunswickWednesday 27 October FrankstonThursday 28 October Campbellfield

NEW SOUTH WALESMonday 8 November Central CoastTuesday 9 November Blacktown Wednesday 10 November LiverpoolThursday 11 November Penrith

VICTORIAMonday 15 November BallaratTuesday 16 November HorshamWednesday 17 November MilduraThursday 18 November Wagga Wagga

THE COVENTRY PROGRAM

These sessions will concentrate on scan tools and their use in the diagnostic process.

WESTERN AUSTRALIATuesday 3 August North Perth, DuncraigWednesday 4 August South Perth, Cannington

THE MOTOR TRADERS PROGRAMThese sessions will concentrate on scan tools and their use in the diagnostic process.

SOUTH AUSTRALIATuesday 10 August North Adelaide Wednesday 11 August Richmond

THE NEW ZEALAND PROGRAM

Scanner secretsOscilloscopes/waveforms

SRS/ABS

For all New Zealand training contact Lawrence Fisher Phone: 9 448 1071Email: [email protected]

THE VASA PROGRAM

ADELAIDE SA Saturday 16 October 2010

BRISBANE QLDSaturday 30 October 2010

MELBOURNE VICSaturday 13 November 2010

SYDNEY NSWSaturday 20 November 2010

(venues to be announced on the registration form)

training

This magazine is justthe tip of the iceberg!

www.tat.net.auThis is where you find the database of repair solutions, stories from all TaT

issues, training programs and much more.This is where you reap the real benefits of

your subscription to TaT.



Two ML Triton common

rail diesels came into our workshop, both with the complaint of surging sometimes at just over 2500 rpm and when they surge they blow a blue-white smoke from the exhaust. No codes are logged.

Couldn’t investigate much because both vehicles were still under warranty, but I did find out it could be one of three things.

1. There are computer software upgrades that can help, so the vehicle may need to be returned to the dealer.

2. There have been three injector upgrades so far for these engines because of problems with injectors that can cause surging.

3. The local dealer told me the most common problem causing this is carbon build-up in the intake manifolds which are in two sections. Either section can cause this trouble.

Apparently Mitsubishi has rectified the problem in later models. Hope this helps someone.

Paul YoungYoungs Garage, Ridgley TAS

(Thanks Paul. All information like this is gratefully received. That’s what the TaT network is all about – helping each other. Ed)

Some good advice on smokey-surgey Tritons

YOUSAID IT!

The car was a Toyota Hilux, 2204-2005 model with a 1GR-FE V6 engine.

Complaint: Sometimes cranks over for up to seven seconds before firing up so the driver (not the owner) booked it in for a service without telling us about the problem just to see if that might fix it.

When we rang to say the car was ready he asked us if we fixed the hard starting.

We were surprised because we carbon pile and hydrometer test all batteries on a service so we advised that as his battery had quite a poor response and failed the reserve capacity test he should replace it, particularly with winter coming up.

We advised him that a new battery might also fix the intermittent hard starting.

But the response was, ‘That’s not it because it cranks fast enough. I will wait till it dies’.

In view of the battery condition and the fuel pump voltage supply code, we gave him a long explanation of why we would like to change the battery. After refusing to leave the car so we could check the intermittent problem, we decided on a polite call to his boss. The driver booked it in again but would still not accept that it could be the battery.

We hooked up our data logging labscope to the voltage supply to the pump. The vehicle had an odd way of supplying pump power – showing an initial 12 volt spike then settling in to about 10 volts running. But after many starts and stops we noticed no supply voltage to the pump after the initial 12 volt spike. The voltage supply returned after the alternator boosted up the battery.

We hooked up a jump battery, with spiked protected leads, and the problem was fixed. Then we removed the leads and the problem returned.

We replaced the battery and the problem was solved. After choosing not to tell the driver what we had done, we rang his boss after two weeks to see if the driver was happy and the driver had responded, ‘It goes great. I don’t know what they have done.’

The charge was two hours diagnostic time.

Gary HomanNudgee Automotive ServicesNudgee QLD

(Sometimes you have to pull rank to get your message across. You obviously knew how to do that. Thanks for that useful information Gary. We are compiling a system to catalogue all the info we get from readers so that all our subscribers can access it easily. Great input. Nick Murphy)

When the driver won’t listen, call his boss YOUSAID IT!


Call us today, and we’ll show you how we are

ticking the boxes for Australia’s New Car Dealers and

Independent Workshops, and over 100,000 others

worldwide, every single day. We can do it for yours too.

Increased service customer satisfaction.

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Service teams trained to be the best, every day.

To deliver a noticeable difference to every car that leaves your service department.

A supplier focused on driving sales, not delivering inventory.

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Everybody knows that road service patrols don’t fix cars any more. Their service is little more than a

semi-calculated guess once the normal checks are done. Their job is to get the vehicle and the owner off the road and into a repair shop as quickly as possible.

It’s a common scenario – the vehicle stops, the road service patrol guesses that the fuel pump has failed and the vehicle is towed to a repairer.

When it gets there, it may start or it may not. Either way, the customer tells the repairer that the fuel pump should be replaced because that’s what the patrol guy said.

The repairer may take the easy way out and just replace the pump without wasting time on the cause and effect. The fuel pump is replaced, the money is handed over and the vehicle is driven away.

Maybe a day or a week later the same car is on a tow truck. Why? ‘Fuel pump failure again’, the owner wails.

By now, the owner is disappointed and inconvenienced. It’s likely his car has ended up in another workshop and the fault is found to be the connection as you can see in the images.

The main point is that if you were the original repairer you are responsible for doing the job right the first time.

Sure, the pump may have to be replaced but you should have inspected it properly to determine the cause and effect.

The owner of this vehicle will justifiably blame you and not the road service guy who took a punt and advised a new fuel pump. The owner expected you to diagnose it correctly because you are the expert and the one who took the cash.

I see this scenario so often that I’m moved to issue the warning to never take anyone else’s diagnosis for granted. Check it yourself. Ask yourself the question ‘Why am I replacing this? Is there a reason and what else is affected?’

Don’t be lazy – be sure and confident. Check the car’s symptoms yourself if possible and always have a really good look.

Look at the images here. There are two connectors on the in-tank module. One is at the top of the fuel tank sender assembly. The other end of the small harness has a larger connector that plugs into the top of the 36mm fuel pump.

When the pump is changed, the bottom plug is disconnected. The top one is not usually disconnected but it is the weak link and the connector is actually smaller.

Therefore if the pump starts to draw excessive current due to wear this is the first point that suffers.

by Deyan BarrieDon’t take his word for it

‘Firstly let me congratulate you on an excellent magazine for the automotive trade. I particularly like the real life approach you have adopted. It seems to be a most informative and easily understood way of diagnosing and repairing faults in today’s complex motor vehicles.

However, I write to you with a concern that the industry may now be faced with another ‘environmentally friendly refrigerant’ not because it is a better product but to cater to a blatantly political decision by the European Union.

Do we honestly believe that introducing another refrigerant into the market place will solve all the environmental concerns surrounding refrigerants used in vehicle air conditioning systems?

The major issue in my mind is the raft of problems and costs the industry went through as we changed or retrofitted automotive air conditioning systems from R12 to R134a. Who can forget the hysteria, misinformation, untruths and ill-informed technical advice that demanded major system component changes, hose changes, compressor changes, oil changes and more. And the need to purchase expensive and poorly engineered flushing systems, the proliferation of blends and, of course, the

nonsensical and opportunistic introduction of LPG blends as an alternative refrigerant.

The most costly outcome, in terms of customer satisfaction and the damage to many a repairer’s reputation, was the poor standard of retrofitting, in most cases leading to major cross-contamination issues (R12/R134a). This had the self appointed gurus and the technically incompetent alternative refrigerant suppliers crying out that ‘R134a is a dud so you should use our untested and dangerous alternative’.

We still suffer from this misconception today. I understand the need for the refrigerant manufacturers to have a refrigerant superior to the other less efficient replacement CO2. But this alternative HFO1234yf has its own environmental problem. It is flammable at atmospheric pressures and temperatures.

Although its flash or ignition point is higher than the LPG blends (>2%) it is still a risk at just over 6% which would still bring it under operational health and safety guidelines in most national and international jurisdictions for dangerous goods.

Of course, this is a fact completely ignored by the proponents of LPG

blends

This I believe would slow its introduction into the vehicle manufacturing industry until air conditioning systems included major safety design initiatives.

Due to what I believe will be the manufacturers’ concerns, the take-up rate will more than likely be slow, therefore it will need to be introduced into the aftermarket and it will possibly be expensive due to its lower production numbers. Because the automotive industry is so focused on shop recycling of refrigerant, the cross-contamination issue will come back to haunt us again.

My workshop services and repairs air conditioning service equipment including recovery and recycling equipment. Cross-contamination in these machines is still evident today. So what does the responsible workshop manager or owner do? Purchase and dedicate new equipment specifically designed for HFO1234yf? Release this product to atmosphere regardless of its cost and the possible dangers?

All this to satisfy a European Union directive based on its own poor work practices, an unworkable refrigerant collection and destruction system in a culturally diverse Europe, and an exaggerated

response to the environmental effects of R134a.

Australia has a world class collection and destruction system for fluorocarbon refrigerants (Refrigerant Reclaim Australia*) and it is pleasing to note that both Honeywell and Dupont (the developers of HFO1234yf) are major contributors to this system. Using this collection and destruction system will minimise the risk of cross contamination. However, it will still require investment in specifically designed workshop equipment for collection of HFO1234yf refrigerant and the servicing of air conditioning systems containing this refrigerant.

*Refrigerant Reclaim Australia (RRA) is the product stewardship organisation for the Australian refrigeration and air conditioning industry. It is a not-for-profit organisation created to work nationally with industry to share the responsibility for, and costs of, recovering, reclaiming and destroying surplus and unwanted refrigerants. RRA’s aim is to improve the industry’s environmental performance by reducing the level of emissions of refrigerants through its take-back program. Since its establishment in 1993, RRA has become part of the industry fabric.’

THE LAST WORD byKenNewton A different slant on the new refrigerant

There are few people in Australia as knowledgeable about refrigerants and their standards as Sydneysider Chris Lindeman whose company, Fluoroclaim, specialises in refrigerant recovery and services the equipment used for it. For more than a decade, Chris worked closely with VASA,

the vehicle air conditionioning network, developing standards and work practices which are now commonplace in the industry.

Chris always had the answer to questions of standards or regulation, so we took notice when the following letter arrived.

Chris Lindeman trained as an instrument fitter specialising in refrigeration and air conditioning.

He was the technical officer (air conditioning) for the NSW Motor Vehicle Repair Industry’s licensing authority, a job which included investigation into possible breaches of the ozone protection legislation.He was principally involved in setting the training and

examination module for the CFC accreditation courses and vehicle air conditioning courses for retrofitting R12 systems to R134a.

Chris is a qualified trainer and has presented papers on refrigerants and air conditioning in many countries.

He has served on many Australian Standards committees.

The Automotive Technician 30The Automotive Technician 30

A different slant on the new refrigerant


The Equipment SpecialistsThe Equipment SpecialistsAll enquiries: VICTORIA / TASMANIA

SCAN TOOLS, GAS ANALYSERS, EFI CLEANING AND AIR CONDITIONING

ROB CAMERON 0412 959 348 IAN BATEMAN 0412 517 673

HOISTSJOHN WILKINS 0412 925 587

WHEEL SERVICE(Incl. ALIGNERS, BALANCERS, TYRE CHANGERS, BRAKE LATHES)

BRIAN BUCK 0447 391 819

NEW SOUTH WALESALL EQUIPMENT

BEN CROCKETT 0409 540 808

QUEENSLANDALL EQUIPMENT

ERNIE LINNING 0429 020 781

7742 Burson Adv A4 21/11/08 3:12 PM Page 1


Wiring diagrams postcard 2009:Layout 1 13/11/2009 09:48 Page 2

Anita Boughen - The Automotive Technician

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