Brake & Front End Blog

Moving to New Location

2007-11-07T13:12:00.000-08:00

NEW BRAKE & FRONT END BLOG

http://www.tomorrowstechnician.com/cs/blogs/brakefrontend/default.aspx

MICRONs and INCHES: Runout specs are getting tighter

2007-06-01T09:06:00.000-07:00

From the June Issue of BRAKE & FRONT END by Thomas Hall, a brake system engineer:
"Measured values should be compared to published service limits but on many vehicles the mounted runout is easily 0.0019-inches(0.05mm or 50 microns) or less. "
"Today, new vehicle are typically built with a thickness variation of less than 0.00078” (20 microns. Thickness variations in excess of 15 microns (0.00059”) can easily generate driver complaints."

When the article came in most of the figures were in microns. 20, 15 or 50 sounds a lot larger than .001. It used to be that .003" was acceptable for a brand spanking new rotor out of the box. Also, .00059 will barely register on my dial indicator. Things are getting a lot tighter

Times are changing. It makes you wonder if the $99.00 brake job or $12 rotor is a possible in the future.

Your comments?

BABE Rally 2007

2007-05-31T08:13:00.000-07:00

The 2007 Big Apple to the Big Easy Rally (BABE) is in the books. The BABE rally is simple, buy a $250 car and drive it from New York to New Orleans. Misfit Toys Racing won 1st place, Queen and Country came in 2nd place, and 2 More Mistfits for 3rd place. The Rickety Van team got Biggest Pile of Crap award.
Last year, I competed in the BABE here is my blog on the event. I wrote an article in BRAKE & FRONT END’s July 2006 issue, here is the story. Automobile Magazine is doing a story on the 2007 rally in their September issue; here is a news item about it. It is nice to scoop the big magazines a year in advance.
I skipped this year's BABE to compete in an even more idiotic event, The 24 Hours of Lemons in Flat Rock, MI. It is another simple event where you race a $500 car around a track for 24 hour while being pelted with lemons, brilliant!

Gas Saving Devices

2007-05-29T09:05:00.000-07:00

I spotted this reprint of a Popular Science article about gas saving devices from 1968 on Jalopnik. The one gallon of gas container idea used to be a standard tool at dealers and some shops to measure fuel economy.
The author's conclusion:
"Our main conclusion is that changes in the weather made more difference in fuel economy than any of the gadgets. Beyond having negligible effects, some either improved performance at some loss of economy, or vice versa."

The article

PRO-CUT UNVEILS NEW WEBSITE

2007-05-29T07:11:00.000-07:00

Pro-Cut International has unveiled of their new website. The site has been completely reconstructed to feature current products and news, and is designed for ease and speed of navigation. Sections and features include video demos of Pro-Cut lathes; an online shop; downloadable versions of tech manuals and support publications; direct lease application; OEM history section and bulletins; and an ROI worksheet to calculate profitability of a Pro-Cut lathe in a shop setting. In my opinion, this PDF about trouble shooting compensation problems is a must read.
Check out the “about” section to see pictures of the Pro-Cut van in front of various American landmarks, I hope they develop that section some more.

Take Stuff Apart Virtually

2007-05-29T06:46:00.001-07:00

Like to take stuff apart? Every really wondered what was happening on the circuit board of a Toyota Prius, Roomba vacuum or cell phone? Then EETime’s Under the Hood digital magazine is for you.
What really caught my eye was the article on the HVECU for the Prius. Good reading.

http://www.techonline.com/product/underthehood/199501619;jsessionid=OWHGOC5XOHRRGQSNDLSCKHA

RETRO: WWII and Gas Rationing

2007-05-24T13:48:00.001-07:00

click to enlarge

This is from our December 1942 issue. With gas prices at an all time high this Memorial Day weekend, the this article makes some good points.

ROAD TECH AUTOMOTIVE

2007-05-24T13:24:00.000-07:00

Nice shop Tony, I like the Video.
More shops should do this.

2007-05-24T13:01:00.001-07:00

Calibration of Bench-Type Lathes

2007-05-24T12:25:00.000-07:00

This tip come to us from Raybestos Brand Brakes BRAKE & SAFETY CENTER in McHenry Ill.
More tips can be found here.
Raybestos Brand Brakes Tech Tip

Bulletin BPI 06-19
Subject: Calibration of Bench-Type Lathes
Vehicle Involved: All
Condition: Calibrating shop bench lathe
1. After refinishing a rotor that is thicker than the specified machine to spec, loosen the arbor nut, hold the inside bell clamp, and rotate the rotor 180 degrees.
2. Retighten the arbor nut, and with the use of a dial indicator, measure the rotor run-out if any.
3. Divide that reading number by two and that will be the run-out that is being machined into every rotor that you cut.
4. If there is any run-out, you will have to machine the inside bell clamp in
place on the lathe, this procedure is for bench lathes only.

Machining the Inside Bell Clamp (Bench –Type Lathe Only)
1. Inspect the arbor shoulder for nicks or burrs they must be removed.
2. An 80 grit stone and penetrating lubricant held in light contact with the
shoulder, with the lathe turning, will polish the shoulder surface.
3. Burrs also must be removed from the inside bell clamp hub surface. Keep
the 80 grit stone flat on the hub surface with light pressure while the arbor
turns under power.
4. With sharp cutting tool bits, machine the bell clamp face. Remove only
enough material to accomplish a 360-degree cut.
5. Before loosening the arbor nut, witness mark the bell clamp hub to the
arbor and align the marks whenever a rotor is cut.
6. If a run-out condition continues to exist, contact the lathe manufacture for
service.

New Champion Spark Plug Website

2007-05-24T10:22:00.001-07:00

There’s an exciting new destination on the World Wide Web for techs: AlwaysAChampion.com, it is a behind-the-scenes virtual reality experience featuring Federal-Mogul Corporation’s legendary Champion® spark plug brand.

Stocks to Watch: MONRO Muffler & Brake

2007-05-24T08:31:00.000-07:00

OK, admit it, when you start hearing terms like dividend, fiscal or gross margin, you start to drift off. But, buried in some of these news releases and reports there can be some interesting facts, figures and industry insight.
Take for instance Monro Muffler and Brake. Since they are a public company, they have to be up front with the numbers. In their 2006 annual report, they try to explain profits and losses, while make "forward looking statements" like:

"...customers do purchase more undercar service during the period of March through October than the period of November through February. In the tire stores, the better sales months are typically May through August, and October through December."
or
"We have entered into various contracts with parts suppliers that require us to buy from them (at market prices) up to 100% of our annual purchases of specific products including brakes, exhaust, oil and ride control products. These agreements expire at various dates through March 2010."

They must be doing something right. This week the stock split.
Even if you are on the lowest rung of the automotive repair business, reading these reports can help you to make the right move in the future.

Links:
Investor Page: Monro
AftermarketNews.com

TOOL: AC oil injector

2007-05-24T08:15:00.000-07:00

This week, has been a good week for the shops. The week before Memorial Day weekend is usually filled with preventive maintenance and getting the AC working after a long winter. It always the seemed that people waited to the last minute to get their car ready for the family trip. Trying to explain to them that either we were booked solid or it would take longer than an hour to perform a years worth of maintenance was futile.
This morning I spotted YELLOW JACKET’s Oil Injector in the page's of last April's TECH SHOP, it is a great tool that can save a lot of time in maintenance and diagnosis.
The tool has a body and cap of rugged aluminum with an O-ring seal. The male fitting is at one end of a short length of hose with Schrader. The ball valve for control is on the other end with a short length of hose. A valve depressor is in the female end. This saves time on many applications: add oil or UV dye to a system; easy connection to manifold hose; push oil with refrigerant or pull in with vacuum. Available in 2 oz. and 4 oz. injectors for R-12 and R-134a.
For more information, visit
www.yellowjacket.com/ts or call
800-769-8370.

Dry Cleaner vs. Mechanic

2007-05-23T07:45:00.000-07:00

ATE PREMIUMONE “BRAKE POINTS” PROMO

2007-05-23T06:42:00.000-07:00

Continental Automotive Systems (ATE) is offering its aftermarket professional technicians the opportunity to earn valuable VISA® gift cards during its “Brake Points” PremiumOne® Brake Promotion, beginning May 1.
To participate, pro technicians must purchase ATE PremiumOne brake rotors and pads between May 1 and August 31, 2007. Each rotor or pad set purchased earns one brake point. Once eight points have been earned, participants are eligible to redeem them for a $25 VISA gift card. There is no limit to the dollar amount of gift cards that can be earned – the more you buy, the more you earn!

For more information about the promotion, or ATE brake products,
visit www.ate-na.com.

NO ANTI-SEIZE ON WHEEL STUDS OR LUG NUTS

2007-05-22T12:37:00.000-07:00

If you apply any friction modifying substance, like oil or anti-seize, to the wheel stud threads, it is going to change the measured torque values. With less friction on the threads, the torque values increase. So, when you tighten a wheel to 85 ft/lbs, it may actually be torqued at 95 ft/lbs (this includes torque wrenches and sticks). The increase in force will mean that the studs will stretch under the increased torque. This stretching can lead to metal fatigue, changes in thread geometry and the possible failure.
This can be a very significant problem, and I apologize for letting it slip. But, in doing some research, I encountered another aspect of anti-seize on wheel studs that can be an even greater problem. If you encounter a vehicle with anti-seize on the wheel studs, be very careful. Take time to explain to the driver why anti-seize is bad and how it can cause problems. Also, advise them that there is a potential for failure during normal service. You should also put it on the repair order.
Is there a right way to use lubricants around the wheel? Yes, but it has to be a high-temperature lubricant used only in a very light coating. First, a high-temperature lubricant can be used where the hub goes through the center of the wheel. Many vehicles use the hub to center the wheel. These “hub-centric” designs can benefit from a very light coating.
On some conical lug nuts, you can put a light coating on the seating surfaces of the cone, while avoiding any contamination with the threads. This coating can prevent corrosion. Thank you Ed, for setting me straight.
But, in a 1994 Ford TSB they did say it was alright to use anti-seize on studs for some F-250 and 350 trucks, these studs and lugs are so stout and strong, a few extra or less pounds of torque are of little consequence.

Here is a great source of fastener related tech info from ARP

ALLDATA TECH TIP

2007-05-21T13:20:00.000-07:00

Here is a great tip from ALLDATA .
Rough Road leads to Squeaky Silverado
Eric Seifert Automotive Technical Editor
Chris used his 2001 Chevy® Silverado to pick up some sod for a friend. The rear of his truck has been squeaking ever since taking that bumpy road to the sod farm. Chris was relieved to learn that there was a simple cure for the annoying squeak.
During normal operation, certain vehicles may exhibit a squeaking noise that can be traced to the rear leaf springs. While this noise is an operating characteristic of leaf springs, the frequency and severity of this noise will be affected by the roads on which the vehicle is driven. The noise may be due to debris getting between the leaf springs.
To correct this condition, lubricate the rear leaf springs with GM® P/N 12345996 (in Canada, use P/N 10953501) grease, using the following procedure.
Applicable Vehicles
1999-2007 Chevrolet® Silverado (Classic)
1999-2007 GMC® Sierra® (Classic)

Repair Procedure
(Review safety procedures in the ALLDATA® system before beginning)
Important: It has been found that the application of grease to the rear leaf springs does a better job of preventing the noise from re-occurring than replacement of the spring.
1. Raise the vehicle on a frame lift-type hoist.
2. Inspect the springs for damage. If none is found, proceed to the next step.
3. Pressure wash the rear leaf springs to remove as much dirt and grit as possible.
4. Dry the springs with compressed air.
5. Apply a liberal amount of grease, GM P/N 12345996 (in Canada, use P/N 10953501), under the front and rear tip inserts for the # 2 and # 3 leaves, on top of the tip inserts, and in between the # 1 and # 2, and # 2 and # 3 leaves, as indicated. A screwdriver can be used to gently pry up the tip insert; however, a rag around the screwdriver must be used to prevent damage to the spring. Use a flat-bladed tool, such as a gasket scraper to properly distribute the grease.
6. Lower the vehicle to the ground and test drive to verify the repair.
Inform the customer that this will offer relief, but it is by no means a lifetime repair. Periodic cleaning and grease re-application may be necessary throughout the life of the vehicle.
For 1500 Series (1/2 ton) models only: On vehicles built prior to October 2004, if the above procedure does not correct this noise, it could be caused by an incorrectly dimensioned splay clip (the band holding the ends of the leafs together) that interferes with the leaf springs. A 5 mm (0.197 in) wider splay clip was introduced in early 2005 model year to provide additional clearance. To correct this concern, replace the rear leaf spring assembly.

Written by ALLDATA Technical Editor, Eric Seifert. Eric is an ASE certified Master Technician and Engine Machinist. He is a graduate of the De Anza College Automotive Technology Program, with 20 years of independent shop and parts store experience.
©2007 ALLDATA LLC. All rights reserved. All technical information, images and specifications are from the ALLDATA Product. ALLDATA is a registered trademark of ALLDATA LLC.

Experience

2007-05-18T06:06:00.000-07:00

This is a recent Old Spice commercial about experience. For techs this commercial rings true!

Seperate Internet Sites for Older Techs

2007-05-17T11:07:00.000-07:00

I spotted this at a news site called Tech Crunch. The BRAKE & FRONT END website is due for an overhaul soon, and it after reading this article it makes me think that maybe I should create a separate BRAKE & FRONT END website for older readers.

Do Older People Really Need Separate Internet Sites?
Michael Arrington

Building specialized websites and services for the older crowd has been popular lately. First we had Eons, the social network for people over 50. Founder Jeff Taylor is too young, at 45, to use his own site. Perhaps being out of touch with his target demographic has been what’s led Eons to mediocrity (Alexa, Compete) since launch. Next we had Presto, a combination printer (made by HP) and web service that basically faxes emails to loved ones who don’t have…
More

Also, check out this article on how computers scare old people.

Brake Pad Break-In Procedures

2007-05-16T10:52:00.000-07:00

The subject of brake pad break-in can be a very controversial topic. Almost every tech has their own opinion. But what do the manufacturers have to say?
Part 2 will include Raybestos, Wagner, Satisfied Performance Friction and any other brands I left out.

Tire Rack has put together a great page about this.

In alphabetical order:
AKEBONO
400 to 500 miles of moderate driving is recommended. Consumer should avoid heavy braking during this period.

ATE
400 to 500 miles of moderate driving is recommended. Consumer should avoid heavy braking during this period.

Bendix Brakes
A series of controlled moderate speed stops (15-20 Stops from 30-mph w/30 sec cool down) is required to properly "burnish" or break-in a new set of pads. During this initial stopping period, the process of lining transfer from the disc pads to the rotor surface helps condition the rotor surface to properly seat the brake pads. All pads are cured and all pads need to be burnished.

HAWK
After installing new pads make 6 to 10 stops from approximately 35 mph with moderate pressure. Make an additional two to three hard stops from approximately 40 to 45 mph. Do not allow the vehicle to come to a complete stop.When completed with this process, park the vehicle and allow the brakes to cool completely before driving on them again. Do not engage the parking brake until after this cooling process is compete.

Monroe Brakes
Proper break in is one of the most important factors in determining brake pad performance. Proper break in during the final test drive seats the pads for optimum performance. Monroe® recommends 15 to 20 gentle stops from 20 mph. Monroe® Premium Brake Pads' positive molding technology does not require burnishing. Advise the customer to avoid hard stops for the first week.

Morse
10-12 stops from 10-30 mph to zero, and several slow down cycles from 40-20mph. This will ensure proper seating of the new brake pads to the rotor surface.

Weekend: Points, Plugs and Cash Washes

2007-05-16T06:25:00.000-07:00

Not to bad for 14,000 miles, I have to retorque the head, #1 has ash from coolant.

I installed new points, and set the dwell and timing to factory. Last time I set up the timing I set it to 6º (the 232 spec), it should have been set to 10º (199 spec). I guess that explains the great winter starts.

On my other car, all I had to do was wash it. I like the multi-color soaps.

Pure Genius: Three-Wheel CRX

2007-05-15T06:36:00.000-07:00

Lately in the news there has been a lot of hype about cross-country rallies like the Bull Run and Gumball 3000. These events can cost between $17,000 to $40,000 in just entry fees. Any idiot can enter these events if they have the money. Nothing more than a wanker parade.
Last year around this time, I entered the Big Apple to the Big Easy (BABE) Rally. It was a 1,500-mile rally from New York to New Orleans that cost $250 to enter and it had to be in a $250 car. It takes a special idiot to enter this race, and I am proud to count myself as one of them. This event was filled with real car people.
The car that should have won the whole thing was Team Triangle with their three-wheel Honda CRX. The car started out as an ice-racing car that was hit in the rear. John and his son cut the rear of the car off and welded a square tubing frame that supported a severed end of the rear trailing arm axle in motorcycle swing arm style. This feat of engineering tops even the most exotic car at the Bull Run or Gumball and would probably draw a larger crowd.
They were only pulled over once by the police in New Jersey for a misunderstanding between them and another motorist over a picture taken of his brown SUV for digital camera road snooker. The New Jersey State Police combed over the car for violations, but all they could find was a broken windshield.

Jughead: The Later Years

2007-05-14T11:30:00.000-07:00

May is Hand Tool Safety Month!

I received a press release from the Hand Tool Institute that had a public safety message about the proper use of pliers. As I was scrolling through I noticed a familiar face.

Wow! it is Jughead from the Archie comics!

Poor guy, I guess he hit rock bottom after the gang split up. The only work he could get was as a stunt drawing.

Carbon Footprint: Old cars better than new?

2007-05-14T08:08:00.000-07:00

This past month, the term “carbon footprint” has become the new eco buzzword. One source estimates that an average American produces 7.5 tons per year of CO2. You can calculate your footprint here.
I have to scratch my head about some of the calculations and advice some of these websites dish out, like how not eating red meat can reduce your carbon footprint.
But, the one thing these people have dead wrong is their stance on cars. Manufacturing a new car takes up a HUGE amount of carbon, and it only increases if the vehicle has to be transported from overseas. Also, these transport ships that cross the Pacific Ocean still use high Sulfur fuels. Also, hybrids and other vehicle technology like battery packs is not exactly the most environmentally friendly stuff to manufacture or recycle.
It got me thinking about how the Mennonites view their cars. Yes, some Mennonites own cars. They are a simple people that share some of the views about technology as the Amish. If you visit some of their communities, you will see old cars that look new, except for the chrome, which is sometimes painted black.
To them, waste is a sin, and not being considerate to their neighbors (no matter where on the planet) is another sin. So they take care of their cars meticulously because they do not want to create waste or pollute the world with their garbage.
It got me thinking about hybrid owners. The bought the car for its low fuel mileage and eco friendliness. Technically they are reducing their direct contribution of carbon. But, in my opinion if you counted the amount of carbon it takes to manufacture and ship the car against them, they would have a huge carbon footprint. In my opinion, if they would have kept their old car and maintained it properly, their carbon footprint on the world would have been a lot smaller.
For shops, can you imagine selling a service and telling the customer that it will reduce their carbon footprint by a certain amount?

Why Read BRAKE & FRONT END?

2007-05-14T07:57:00.000-07:00

Simple, we have the best information and we know the market.
I asked Thomas Hall, who is a Brake System Engineer and writer for BRAKE & FRONT END the question:
“Will poor quality brake pads that do not have the same friction value or profile change how the ABS/TCS or ESC work?”
His answer is in the May issue of BRAKE & FRONT END. Here is a small sample:

By changing the pads to a material that has a different friction value, you have changed half the equation the system is counting on.
As a result, the system will not get the torque reaction it expects for an optimum result. All of these systems operate on what is called a feedback control principle. In simple terms, this means the system calculates its best estimate of the required amount of correction and applies it. It then watches to see if that estimate was effective.
If it sees that it did not get the job done, it calculates another correction and applies again. This cycle continues throughout the event. By the way, the system is checking its progress at the rate of approximately 100 times each second and employing corrective actions perhaps around 10-15 times a second in multiple directions.
When the friction value changes, which it will most certainly do with different friction material, the system will not get to the best correction as quickly as it was capable of when it had all of the parts it was expecting. In most cases, the system will learn and correct for the “error” the new pads have introduced. It just will take more tries to get there and take longer. This results in reduced efficiency by some measurable factor…

WOW! You will not find this in any other magazine. The magazine is still 75 years old and still changing and challenging the industry. Why? our readers demand it.
More in the May issue
Subscribe now

NUCAP's NRS: Backing Plate Tech

2007-05-10T05:52:00.000-07:00

For post #100 I present to you a video from NUCAP. The first half of the film shows how a bonded and integrally molded brake pad can fail in some cases. The second half shows NUCAP's mechanical attachment system.
According to NUCAP, NRS relies on a series of chips, or hooks, that protrude from the surface of the steel plate. Since the hooks are part of the plate itself, the new system offers a 100-percent mechanical lock. Height, curl and direction of the hooks are controlled and strategically positioned in the shadow of the friction. So, when the hooks are molded with friction, the steel plate and friction become one.
The video shows the plate and friction working as one, making shear and retention not an issue. The NUCAP's selling claims is that at any temperature, performance is at its maximum and edge lift is at its minimum. And, with no need for punched holes, the plate delivers more strength and stiffness — leading to less vibration and quieter performance.

NUCAP's Website

Carb Rebuild

2007-05-09T10:17:00.000-07:00

Earlier this week I finished rebuilding the carburetor on my 1967 Rambler American. It runs great now and gets a little better fuel economy. The only problem was finding a “welsh plug” for the choke piston housing. But, I found an alternative that cost me only 10¢, it was a dime. I could have used a penny, but I am not that cheap.

2007-05-09T06:45:00.000-07:00

I love this time of year. I took this picture at Mid Ohio last week and it reminds me that the world is a wonderful place. The sky is blue, the car is fast and the track is open. This Saturday night, I am going to try to make it out to a dirt track to watch a race. This time of year is magical.

The car is a copy of a Lotus 7 chassis with a Stuart Taylor racing body. It is powered by a 900cc motorcycle engine.

The Mid Ohio School: Kumho Tires

2007-05-08T08:44:00.000-07:00

Last week I got a chance to attend the Mid Ohio School in Lexington OH, thanks to the folks at Kumho Tire. The Acura High Performance Driving Course is great for any driver to learn new skills and sharpen old ones. The instructors are some of the best in the industry and include Speed Channel commentator Brian Till.
The cars are outfitted on a variety of Kumho tires, including the SOLUS KH16, the ECSTA SPT, the ECSTA MX and the ECSTA V710. Kumho uses the partnership as an opportunity to utilize The Mid-Ohio School for testing, training days, ride and drive programs, media and public relations activities. The day we were there, two American Le Mans racing teams that use Kumho tires were testing on the track.
The most amazing program at the school is the Honda Teen Defensive Driving Program is the school’s most popular and significant, as over 8,000 teens have participated since its inception in 1993. The Knox County Juvenile Court reports a 76% reduction in second-time traffic offenses for teens it sends to the Honda Teen Defensive Driving Program. Also, it is a great way to introduce teens to brands and products like CORSA exhaust system, Performance Friction Brakes and Kumho tires.

Bosch 5.3 ABS and ESC

2007-05-08T06:32:00.000-07:00

This comes from our February 2001 issue and is the best article on Bosch ABS systems.

ABS Series: Bosch 5.3, Beyond ABS, Larry Carley

As anti-lock brake technology continues to evolve, ABS systems are becoming more sophisticated, complicated and compact. Many systems today are capable of providing stability control, as well as traction control, and some have also taken over the job of handling front-to-rear brake proportioning. The Bosch 5.3 ABS system fits this description.

The 5.3 system is manufactured by the Robert Bosch Corporation and is the successor to the earlier Bosch 5 ABS system. Functionally, the two systems are nearly the same, but the 5.3 system is smaller, lighter (by nearly 3 lbs.), less expensive to manufacture and can, if the vehicle manufacturer chooses to do so, provide stability control and/or brake proportioning.

The first Bosch 5.3 system was introduced in 1997 on the Subaru Legacy and Toyota Camry. In 1998, it appeared on a number of General Motors’ models including the Cadillac Catera, Chevrolet Corvette and Camaro, Pontiac Firebird and Grand Prix, and Oldsmobile Intrigue. In 1999, Ford added it on the Contour, Mustang, Mercury Cougar, Mystique and Villager. Mazda also added it on the 626 and MPV minivan, and Nissan adopted it for its Altima, Frontier, Quest and Sentra models. Porsche also switched to the 5.3 system in 1999 on the 911. In 2000, the 5.3 system became standard on the Cadillac DeVille and Pontiac...

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Foot Cam: V8 Super Cars

2007-05-01T10:28:00.000-07:00

I spotted this at Jalopnik at lunch. This is an amazing view of what is typically never seen by the TV viewer. It looks like the transmission has a "flat to the floor" shift system. This type of systems allows the driver to keep the gas pedal buried while shifting by cutting the spark when the clutch is depressed. Or, the guy and transmission could be really good.

WIKIPEDIA: GM Platforms

2007-04-30T07:28:00.000-07:00

Typically I don not trust Wikipidia, but some user really went all out in detailing the GM platforms. It can be very useful.

Link

Airbus A380 Brake Test

2007-04-30T07:15:00.000-07:00

BRAKE FAQ: A company would not sell an unsafe brake pad?

2007-04-30T06:56:00.000-07:00

Not true, some inexpensive brake pad manufacturers are constantly playing the odds game by weighing profit against braking performance. Their pads may perform well during normal operating conditions like city and highway driving, but if the pads encounter a situation like a panic stop or steep hill decent, they could fail or have longer than normal stopping distances. This is because they might not have spent the money for testing or on quality raw materials. They are betting that you might not encounter extreme conditions. Would you really want to “call their bluff” when you have to go “all in” during a panic stop?

In the United States, there are no federally mandated laws that regulate the performance of replacement brake pads. The burden of selecting a safe replacement brake pad is up to the shop and driver.

2007-04-30T06:54:00.001-07:00

You read the blog so get the magazine...

Click here to fill out the form

Selecting The Right Friction Material-Ceramic? NAO? Semi-Met?

2007-04-30T06:27:00.000-07:00

How do you select the right brake pad for a vehicle? And, how do you select the right friction line to stock at your shop or have as your first call? These are difficult questions to answer. Every time your shop installs a set of brake pads on a vehicle you are taking a gamble that the friction formulation will meet your customer’s expectations. But, like all risky situations you have ways to stack the deck in your favor.

Buying a quality brake pad is like buying medicine. When you are buying a legal drug, you are not just paying the cost to manufacture, package and market the pill. The bulk of what you are paying for is research and development. The same is true for brake pads….

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Tech Image and Certification

2007-04-27T10:59:00.000-07:00

In the past week, there has been a lot of talk about technician certification and the overall image of the industry. It is not a new discussion, but one that has been brewing for a long time. It reminded of an something that happened 20 years ago.
In the December 1987 issue, BRAKE & FRONT END dressed up two employees as technicians and put them on a couch watching a training video. But, thanks to some extra props in the form of beer cans and a half-eaten pizza, we got into some trouble.
“This cover was a prime example of how intentions and perceptions can sometimes be at distinct odds. The photo was intended to show two off-duty undercar technicians sitting down for an exciting evening of self-education using industry training videos,” said Doug Kaufman, former editor BRAKE & FRONT END, now the editor of our sister magazine ENGINE BUILDER, and pictured sitting on the left on the cover. “But, was perceived by many to be a blatant attack on professionalism, the undercar industry in general and ASE in particular.”
Comments from the readers included:
•“Many mechanics are… clean living individuals.” –R.J.M, Green Lake, WI;
•“…The scene depicted is hardly conductive to good study…” G.G. Scottsdale, AZ; and
•“Normally we leave the magazine in the waiting room. Not this one.” T.N., St. Louis, MO.
“As one of the ‘cover models,’ (the other being John Battle), I can assure everyone who felt insulted by this image that the goal was to portray both eagerness and skepticism about video training, which was in its infancy in those days,” said Kaufman. “If you remember some of the material that was distributed as ‘training,’ you remember why skepticism was warranted.”
The cover sparked a debate in the industry that is still brewing today. Even after almost 20 years, the image of the technician is still being portrayed poorly by the media. But, after that cover we learned our lesson.

CARDONE: Ford Escort and ZX2 Calipers, Grinding on Bracket

2007-04-25T12:52:00.000-07:00

CARDONE's PROTECH Club, is one of the best sources of information for techs and counter people. If you are not a member, sign up today!
This technical bulletin comes from CARDONE, and can save you time and money.

Explanation of “A or B” Version Caliper Part Numbers
Application: Ford Escort, EXP, ZX2 1991- 2001 Front Caliper Loaded or Unloaded.
Problem: Brake rotors grind against caliper bracket.
Cause: installation of 1336/7 calipers on vehicles requiring "A" version. It is possible to put the non-A version caliper on the "A" version vehicle but clearance between the rotor and bracket is minimal. Road shock could cause rotor-to-bracket contact. Noise, customer dissatisfaction and unit failure will result.
Solution: Counterperson must make sure customer gets the correct caliper for the application. Please reference the catalog for specific applications. The pictures below show casting numbers that can be used to assist in caliper identification.

CARDONE

Cornwell Ad

2007-04-25T11:53:00.000-07:00

Click Picture to View Large Version

Here is an ad from the September 1931 issue of BRAKE & FRONT END for CORNWELL Quality Tools. It is amazing that one tool kit could adjust the brakes on every vehicle.
Cornwell Quality Tools was founded in 1919 by Eugene Cornwell, a skilled blacksmith operating in Cuyahoga Falls, Ohio. By the early 1930s the company had moved to Mogadore, Ohio, they are still there today. Check out the history page and video on their website. Cool!

Rare Parts: Mat's Brake & Alignment

2007-04-25T11:05:00.000-07:00

This tale of part sourcing for rare and obsolete vehicles comes from BRAKE & FRONT END advisory board member “Mat” Mathiesen of Mat’s Brake & Alignment of San Louis Obispo, California, you might remember him from this previous post. Mathiesen is someone who, without a great source for hard-to-find parts, wouldn’t even touch older cars. In fact, when he opened Mat’s Brake and Alignment in 1960, and for several years afterward, he wouldn’t even take older or rarer vehicles.
Part of the reason was not being able to trust parts sources. “You get rubber that comes out of India that never lasts,” Mathieson says. “Or, for example, some people sell suspension kits, and you only get half the pieces you need.” This kind of quality, obviously, won’t satisfy customers.
But some years back Mathieson, too, discovered Rare Parts, Inc. and as with others they have saved him jobs. In fact, he recently had a classic 1950 Willys Jeep Jeepster in his shop—a vehicle for which most parts are not available except from this source. Because of them, he was able to not only repair the vehicle but also save his customer considerable money. “The steering gear was in very bad shape,” he says. “It was very, very loose. I was going to send it out to have it rebuilt, but then decided to take it apart and see what it looked like. We found that the bushings for the sector shaft were worn out. I called Rare Parts and told them I needed a set of bushings, and they were able to fabricate them for me. We saved the steering gear, and it saved the customer about $300 - $400.”
He was also recently able to service an odd vehicle that happened his way—an old grape picking machine. The brand name of the vehicle was lost in obscurity—the owner had no idea of the original make. It needed tie rod ends, but without knowing the manufacturer, ordering them was a challenge. Mathiesen was able to pull a tie rod end from the machine, though, and send it to his source. They were able to provide them. You might even be drinking a glass of wine from grapes picked by this machine.
Another time, he had a 60s-era Ford with twin I-beam suspension, and the axles would no longer accept the kingpins—hence, the kingpins were too loose. Ordinarily, this would have been a major problem, as axles for this car were not available anywhere. He was able to pull the axles and send them in, and the company re-bushed the axles and placed the kingpins back in. “We saved the customer a lot of hassle, a lot of money and he can still use his car,” Mathiesen says. “It’s as good as new.”
For more information visit Rare Parts, email rparts@rareparts.com; call (209) 948-6005; fax (209) 948-2851; or write to Rare Parts at 621 Wilshire Avenue, Stockton, CA 95203.

Brake & Front End Retro: Burma Shave Style

2007-04-25T08:38:00.000-07:00

Click picture for readable text
of the April 1931 page

The founder of BRAKE & FRONT END, Edward S. Babcox was originally an ad man for Firestone. In the first issues, he would start out with what some people might call a poem. Taken out of the context of the times when it was written, the reader might be confused, but when you look at the phenomenon of Burma Shave signs that started in 1925, it all makes sense.
The Burma Shave advertising campaign used four or five consecutive billboards would line highways, so they could be read sequentially by motorists driving by. This use of the billboard was a highly successful advertising gimmick, drawing attention and passers-by who were curious to discover the punch line like: He played/ a sax/ had no B.O. /but his whiskers scratched/ so she let him go/ Burma-Shave.
Edward’s editorial takes the Burma Shave gimmick to another level.

AllData: Bravada Letting You Down?

2007-04-25T08:14:00.000-07:00

This is the newest tech tip from AllData:
Bravada Letting You Down?
Eric Seifert Automotive Technical Editor
I borrowed a friend’s 2002 Oldsmobile Bravada to pick up some supplies from the local home improvement store. After loading it with weekend-warrior bounty, I started the vehicle and noticed that the rear end was sitting low. The Electronic Controlled Air Suspension (ECAS) compressor was running, but the back end would not return to normal ride height.
Doing some research, I found the compressor check valve sticking in the compressor housing, not allowing the compressor to build pressure and raise the rear of the vehicle. Good thing that GM has a ECAS Compressor Service Kit, P/N 15183676, to fix the problem.

Applicable Vehicles
• 2002 GMC® Envoy®/Envoy XL (New Body Style) with Electronically Controlled Air Suspension
(RPO G67)
• 2002 Oldsmobile Bravada (New Body Style)

Repair Procedure
(Review safety procedures in the ALLDATA® system before beginning)
Important: Do not replace ECAS compressor P/Ns 15094346 or 15745306.
Caution: A sudden release of pressure may cause personal injury or damage to the vehicle. The air suspension system is under pressure until the air supply lines are disconnected. Use the following precautions when servicing the air suspension system:
• Wear gloves, ear protection, and eye protection.
• Wrap a clean cloth around the air supply lines.
Important: Depressurize the air suspension system only after the rear axle is supported and is set between D- Height and Full Jounce. Remove the air suspension system fuse before working on the rear suspension components or the rear axle. Failure to remove the air suspension system fuse could cause the calibration of the air suspension leveling sensor to change and the air suspension system not to function properly.
1. Remove the #1 30 amp ECAS fuse from the UBEC.
2. Lower the spare tire (Envoy XL ONLY).
3. Raise and support the vehicle.
4. Remove the air spring compressor to frame mounting bolts.
5. Disconnect the air inflator switch electrical connections, the air supply lines and the air spring compressor vent hose from the air spring compressor.
6. Remove the air spring compressor from the vehicle.
7. Clean the ECAS cylinder head area with Brake Cleaner and compressed air.
8. Remove the air compressor valve cylinder head screws (1) using a T25 TORX® bit and remove the cylinder head (2).
9. Remove the 0-ring (3), the spring (4) and the check valve (5).
Important: DO NOT allow any foreign material to fall into the compressor head.
10. Clean the old thread locking compound from the aluminum body (6) tapped holes using a M5 x 0.8 thread cleaning tool.
11. Clean any foreign material away from the sealing area.
Important: The new check valve (5) and 0-ring (3) come pre-greased. DO NOT add additional grease. Also, The groove in the cylinder head (2) must be installed facing the compressor (6) in order to properly retain the 0-ring.
12. Install the new pre-greased check valve (5), the spring (4), the 0-ring (3), the cylinder head (2) and the screws (1) from the service kit, P/N 15183676. Tighten the cylinder head screws (1) to 5 N.m (44 lb in).
Important: Ensure that the color on the air supply lines match the color on the air spring compressor for reassembly. The right side line is clear and the left side line is black. Right and left is also indicated on the compressor.
13. Install the air supply lines with existing fittings to the air spring compressor. Tighten to 2.25 N.m (18.5 lb in).
14. Connect the air inflator switch electrical connections, the air supply line and the air spring compressor vent hose to the air spring compressor.
15. Install the air spring compressor to frame mounting bolts. Tighten to 25 N.m (18 lb ft).
Important: Inspect the rear air springs for proper seating before inflating the rear air springs.
16. Lower the vehicle.
17. Install the spare tire (Envoy XL model).
18. Install the # 1 30 amp ECAS fuse in the UBEC.
19. Start the engine and run for approximately 1-3 minutes to ensure that the air spring leveling system is functioning properly.
20. Inspect the D height.
21. Inspect for air leaks.
Eric Seifert. Eric is an ASE certified Master Technician and Engine Machinist. He is also a graduate of the De Anza College Automotive Technology Program, with 20 years of independent shop and parts store experience.

ALLDATA

HOW TO: Build a simple vibration meter

2007-04-25T07:54:00.000-07:00

Here's a guide and parts list on how to make a basic vibration meter. Commercial vibration meters will typically cost $1000+, and may be more than your average hobbyist needs. The parts cost of this project is $85, and it gives you a basic vibration meter that could be used for comparative testing.

Link

RARE PARTS: White Post Restorations

2007-04-24T10:42:00.000-07:00

A partially disassembled car is sitting in the shop. The vehicle’s owner is calling daily, asking if it’s fixed. In desperation, you’re haunting salvage yards, hitting every source you know, then following up every source your sources know, and still…you can’t find that part. If you do find it, trust is a major issue, because you don’t know until it arrives if you’re getting the right one, or more importantly, if it’s good enough quality. When a part is the only thing between the car and its tires—such as with steering and suspension components—you really don’t want anything questionable. But when losing the customer is your only other option, you’re really between a rock and a hard place.
Billy Thompson of White Post Restorations in White Post, Virginia, knows what it’s like to search for hard-to-find parts. His company has been in the antique and classic car restoration business since 1940—it was founded by his father and is now being run by his son and grandson. When dealing with antiques and classics, no substitutes are accepted; they must be 100% genuine. “We do everything original, we don’t modify,” says Thompson. “To do a complete restoration, that means seat springs, upholstery, body, paint, sheet metal, engine, transmission, fuel pump, water pump, carburetor, and every piece of every car. It’s got to be all done right and when all assembled, it all has to work. And all the parts have to work together, as a team, to make a perfect car.”
Obviously that won’t happen if any of the parts are defective, and it certainly won’t happen if the parts can’t be found at all. White Post Restorations literally goes to the ends of the earth if need be to get them. Before they had trusted sources, they hunted through salvage yards hoping to find parts in decent shape and, if necessary, would build or repair the parts themselves. As many shops and individuals have done and still do, they would also sometimes place an ad in Hemmings Motor News, and usually hear back several months later with someone who claimed to have the part. Hopefully the part was actually what they needed, and hopefully it was high enough quality that it would work or could be restored.
A number of years ago, though, Thompson ran across a gold mine—at least when it came to hard-to-find steering and suspension parts—in the form of Stockton, CA-based Rare Parts, Inc. This unusual company makes a practice of stocking high-quality hard-to-find parts. And if they don’t stock it or it can’t be found elsewhere, they will build it.
This source has saved Thompson from losing business several times. One notable occasion was the time White Post was restoring a 1951 Lincoln Cosmopolitan, for which tie rod ends were not available anywhere. It had to be 100% right before it left the shop, because it was going to an overseas customer, to a place where further repairs would be impossible. Thompson’s son, W. R., sent an old tie rod from the car to the company. They quickly manufactured the needed tie rod ends—and added the item to their catalogue for anyone else potentially in the same situation.
“It’s always a job to find the parts,” Thompson says. “So once you find someone good and trustworthy, you stay with them, and we’ve been dealing with them for 20 or 30 years now.”

For more information visit Rare Parts, email rparts@rareparts.com; call (209) 948-6005; fax (209) 948-2851; or write to Rare Parts at 621 Wilshire Avenue, Stockton, CA 95203.

CORSA Performance: Exhaust System Testing

2007-04-23T13:41:00.000-07:00

Last Thursday, I had a chance to visit CORSA Performance in Berea, OH. In a future issue of BRAKE & FRONT END we will have a full feature on how CORSA tests it exhaust systems in real world conditions, like on I480, I20 and the Ohio Turn Pike.
Jim Browning, President of CORSA Performance, does all of the final testing and I had a chance to ride along. It a great conversation about the physics of exhaust noise and how different frequencies can cause drone and other unwanted sounds.
I also had a chance to visit CORSA's manufacturing facilities where the bend, weld and polish their systems for automotive and marine products. If you have never seen one of their boat systems check them out at the website. The marine exhaust systems have things like water cooling jackets and electric cutouts, uber cool! More in the May issue...

Management Tips of the Month from AutomotiveManagementNetwork.com

2007-04-23T10:31:00.000-07:00

Here are the latest Management Tips of the Month from Tom & Deb Ham at the AutomotiveManagementNetwork.com.

#1: There’s Money In Those Abandoned Cars!
Every shop gets them and every shop needs to make them disappear somehow. Instead of having them hauled away, try to secure legal possession. Then spend a small amount of time making them look presentable, take a good assortment of pictures, write a thorough description, and place them on Ebay or similar sites. It is often surprising how true the phrase: “Once man’s junk is another man’s treasure” can be!

#2: Ten Items To Include On Your Web Site:
Keep is simple and practical. Include the following: Night drop form, prices for common services, current special, pictures of the staff, request an estimate form, appointment form, brief list of what you do, a map, transportation options, and a number to call for towing.

#3: Get Those Emails!
If you have not started yet, it’s time to get going. Email is fast becoming the way to market and communicate. There are many creative ways to gather emails, but the best one is to simply get in the habit of asking every customer. Make it a policy for you staff. The future benefits will be huge!

More Here

Tech Tip : What is Nominal, ‘Machine to’ and Discard Thickness

2007-04-23T06:46:00.000-07:00

This tech tip comes from Bill William’s article titled “Solving Brake Pedal Pulsation Complaints”, that was in Brake & Front End, October 2003. One of the most difficult specs to understand is brake rotor thicknesses. Below are the best descriptions I have ever seen.

Nominal Thickness:
Nominal thickness is the thickness of the rotor when it is new. This thickness is not usually used on a daily basis, but is listed in most specification books.
‘Machine to’ thickness:
This is the thinnest a rotor can be machined to and still be put back into service. The purpose of having a machine to thickness is to provide enough rotor material to last the life of one set of pads. The assumption is that if the pads are replaced and the rotors are over "machine to" they should not experience enough wear to allow them to go below discard thickness through the life of that set of pads. The average difference between nominal and machine to thickness is .050" to .060". The typical difference between machine to and discard is .015".
Discard Thickness
The discard thickness of a rotor is the thickness at which the rotor should be replaced. The common understanding of the definition of discard thickness is that it is a heat-related dimension. It is generally understood that if a rotor is at or below discard thickness, it cannot dissipate the heat generated. This is not correct. Discard thickness is the thinnest a rotor can wear to so that in the event the brake pads wear to nothing, the caliper piston won’t fall out of the caliper housing. It has nothing to do with heat.

Air Bag Deployment: Funny in any Language

2007-04-16T11:26:00.000-07:00

These two videos prove that no matter what language a technician speaks, deploying unexploded airbags is always funny. The first video is from the French speaking region of Canada, it show how a few beers, an air bag and a little peer pressure can be funny.

The next video is from Germany. Who says the Germans can not be funny...

Please do not try this at your shop, you could be injured. All OEMs have specific procedures and special tools to explode air bags. If you do not have these tools, you can donate your unexploded airbags to a local automotive vocational school.

My Opinion on the Ford Escape Recall

2007-04-16T10:43:00.000-07:00

Last week, Ford recalled more than half million 2001-2004 Escapes because of an ABS wiring problem. When I see dramatic news stories about cars going up in flames due to a defect, I can sympathize with the customer. But, I have to scratch my head about this one.
Why? Chances are that the driver had the ABS light came on weeks before the fire (I could be wrong). I am sure that they thought, “I can take care of that later, after all the car is still running and stopping.”
They just let it go. Not thinking that the ABS system is a critical system, and that the warning light was “some conspiracy to scam them out of money.”
I am not saying that their car burning to the ground is the right punishment. The latest recall just illustrates how numb the motoring public has become to check engine and ABS warning lights.
“Just turn the gas cap a couple of times!” seems to be the refrain from the wannabe car guys. “It is just a way to get you back to the dealer,” is another favorite piece of advice.
Do you think this is a case of ignorance or greed?

from consumeraffairs.com

Brake Fires Plague Ford Escape, 527,000 Recalled

By Joe Benton
ConsumerAffairs.Com

April 11, 2007
Ford Motor Co. is recalling 527,000 Ford Escape crossovers from the 2001-04 model years because the antilock brake system in the small truck can catch on fire.

Missing or incorrectly installed seals on the wiring harness could lead to corrosion when water or road salt gets into an electrical connector, according to a Ford statement. The corrosion could cause the ABS warning light to come on and lead to melting or burning of the electrical ABS connector.

more...

Model Show (Not as Exciting as it Sounds)

2007-04-16T08:07:00.000-07:00

Friday we headed to the Toledo “Weak Signals” RC Expo. Interesting stuff, it brought back a lot of good memories of my childhood. We were there to talk to Gary Conley of Conley Precision.

He builds ¼ scale V8 engines that actually work! He even puts them in ¼ scale cars.
Conley engines really work and develop real horsepower. Gary uses a variety of casting and CNC machining tools to build his engines. His engines have real oil pumps and cooling passages in the heads.
The most interesting thing is his gaskets, they are laser cut out of rubber and neoprene. I have got to get one of these laser cutters/printers to make my own gaskets!
Gary’s engines have transmissions that can be shifted into forward, neutral and reverse. Also, he is working on a quick change rear end.
The majority of the show was dedicated to RC airplanes. I was amazed at the level of detail they put into something that can come crashing to the ground.

JAKE BRAKING

2007-04-09T08:48:00.000-07:00

Truckers fume over town's effort to put brakes on brakes

By MARK BABINECK
Houston Chronicle

MOUNT ENTERPRISE — Some towns pair their city limits signs with others acknowledging the local Kiwanis Club, a brag about a native celebrity or a proclamation that it's the fill-in-the-blank capital of Texas.

Mount Enterprise, an East Texas crossroads community tucked in the woods north of Nacogdoches, has joined a growing list of towns across the state with a sterner greeting that's baffling to many motorists who aren't sitting on 18 wheels: NO ENGINE BRAKE.
Truck drivers know that means, once inside the city, they cannot use compression brakes — also called engine brakes or "jake brakes" because of a major brand, Jacobs Vehicle Systems. An optional complement to regular friction brakes, an engine brake abruptly displaces power, causing a throaty rumble that's amplified if the exhaust stack isn't muffled properly.
"These truck owners put on (unmuffled) straight stacks," the city's police officer, David Collins, said while running radar recently. "I guess they like to hear the racket....

Read more at the Houston Chronical

What is a "Jake Brake"?

Ford F150 Brake Rotor Adapter: March BRAKE & FRONT END

2007-03-28T13:44:00.000-07:00

In the March issue of BRAKE & FRONT END, Glen Beanard discusses the difficulties in machining rotors on the 2004- and up Ford F150 two-wheel drive version in the article titled “Ford F150 Service Guide”.

From the Article:

“If your shop uses an on-car lathe, you will need a new adapter as well for the new lug nut pattern on these vehicles. The 4x4 is a hub-less design rotor and requires no special bench lathe adapter beyond what is needed for any hub-less rotor.”

So, where do you get the tool?

One of the manufacturers of this adapter set is S un Tool Company

From the website:

Ford F-150 Brake Lathe Adapter Set for 2004-2006 2wd Front 6 or 7 lug Hubbed Rotors With Internal Bearings

The new Ford F-150 two wheel drive front six- or seven-lug hubbed rotors with internal bearings are difficult at best and sometimes impossible to setup and resurface using conventional adapters. The all new Patent Pending Speed Pro® 609350 Billet Steel Adapter Set solves the problem without removing the bearings.
Technicians can now successfully machine these rotors, instead of replacing them, saving you valuable time and saving your customers hundreds of dollars.

For more information go to SUN TOOL

The Coolest Photo Ever!

2007-03-15T06:40:00.000-07:00

This comes from Drag Racing Online

I'm back

2007-03-14T06:26:00.000-07:00

I took a little vacation from blogging last month to help launch a new magazine and other stuff. I will be posting more this week.

Sorry about all the junk comments, I took most of them out.

Robot floor sweeper

2007-02-09T09:49:00.000-08:00

The iRobot Dirt Dog looks like it might work in the shop environment. Command it to clean and it gets to work sweeping under workbenches, cars and other hard-to-reach places. It picks up the nuts, bolts, dirt, and other debris from your shop floor. iRobot Dirt Dog's oversized dust bin and high-speed, counter-rotating brushes keep your workspace clean. Use on hard floors, shop carpets or industrial floor surfaces only.

I just feel sorry for the guy who runs over it.

Chargeback on a Bad Repair

2007-02-07T07:16:00.000-08:00

I hate seeing consumers post their grievences online about auto repair. 9 times out of 10 it is not a money or repair problem, but a communications problem. This article was posted on consumerist.com about a person trying to get his a credit card to chargeback the cost of the repair.
It is an interesting case, that can give you some insights into the mind of a customer. Also, I hate to say this, look at the invoice, it is full of legal talk, but almost no information for the consumer to figure out what services were really performed on the vehicle and if any additional work was recommended.

AAMCO's "Repairs" Imperil Motorist

Justin took his Taurus into AAMCO for transmission repairs, only to endure a month of repairs that left his car in no better shape, and it ended up endangering his life.

When Justin finally took the 1994 Ford Taurus home from the mechanic's twenty-four days later, the car made strange new noises. It also was missing its front disc brakes.

He had the car towed back and repaired. When driving the newly repaired car, it stalled in the middle of a freeway intersection. He took it back for further repairs. Driving it afterwards, the transmission once again slipped out.

Justin contacted AAMCO corporate, who told him that the franchise owner refused the refund.

Initially, Sunflower Bank approved Justin's chargeback, but l

Snicker Boycott

2007-02-07T06:33:00.000-08:00

This Super Bowl commercial does not show the proffesional technician in a positive light. 10 million people saw this commercial , and even more will see it over the next year. I am very angry with this commercial, I will never buy a Snickers bar again.
Shouldn't they be wearing safety glasses?

DTC 1404 Closed EGR Performance

2007-01-26T08:56:00.000-08:00

Sorry about the bad photo, crappy light...
It is an EGR valve

I have a theory, it may not be barking up the wrong tree, but I am throwing it out there.

This week I replaced an EGR valve off a GM 3100, the car was showing Code P1404 Closed EGR Performance, which in my experience means that the pintail and seat in the EGR valve is blocked by carbon deposits and can not properly seal. Looking at the datastream from my scan tool supported my diagnosis. I pulled the EGR valve and it did "look" bad. I did not test with a scope or DVOM at the connector. Reset the computer, problem hopefully solved.

As I was test-driving the car, I noticed a remote starter key fob. I started to think, if a vehicle is idling for a long period of time, chances are that the EGR valve will be closed, or only pulsed very, very briefly. The EGR valve does not becomes really active until the vehicle is accelerating, decelerating or under load. While the car is warming up at idle via the remote starter, the exhaust gases are colder and contain more unburned fuel. These are prime conditions for forming carbon deposits, and these conditions last longer because long idle cycles only extend the time the EGR valve is subjected to these conditions.
This is just my theory, I must do more research before I destroy the reputation of remote starters.

What do you think?

Winter Beaters

2007-01-26T08:10:00.000-08:00

The picture above is from Paul Sveda’s Blog where he talks about his winter beater. Cool! Paul is a photographer in Canada, Check out his site.
He also had this great quote from Confucius:
"The expectations of life depend upon diligence; the mechanic that would perfect his work must first sharpen his tools."

This morning it was the coldest morning of the year here in Akron at 8ºF. My 1967 Rambler American Started on the first turn of the key. It really paid off to adjust the points and choke angle back in November. It has been the best winter beater I have ever owned.
What is your favorite winter beater? Send me a picture, I will post it.

Mechanic fixes Machine Needed for Operation

2007-01-24T08:02:00.000-08:00

Sarajevo - A Bosnian hospital patient spent seven hours repairing machinery so that his operation could go ahead.
Doctors had told car mechanic Slobodan Mocevic, 56, that his operation to remove a kidney stone was cancelled because of faulty equipment.
Mocevic asked to borrow a set of tools and then stripped down and repaired the Extracorporeal shock wave lithotripsy machine at the hospital in Kasindol.
He said: "I was in agony, and there was no way I could have waited any longer."
The device removes kidney stones by sending a sonic wave through a patient's body to break up the stone. - Ananova.com

NOW THREE TIMES A WEEK!!!!!

2007-01-23T11:52:00.000-08:00

Under Pressure: What is the right amount of hydraulic pressure?

2007-01-23T11:36:00.000-08:00

I was "bench racing" this weekend with a friend and I got in a discussion about brake line pressures at Daytona that is coming up this weekend. I did some research and found some information you can use on the street and track. I found this article in the BRAKE & FRONT END archive about this topic.
One the streets, the hydraulic pressures is around 300psi to 500 psi during light to normal. Panic stops start at about 600 psi and can spike to 1,500 psi to 2,000 psi at the front brakes, while the rears are limited to a preset pressure by a proportioning valve.

As the cars at Daytona slow down to make the turn onto the in field, it is tough to say what is their brake pressure. But, you can bet that the engineers have taken every measure to make sure that that pressure is not lost on flexing calipers or compressing brake pads.

The race looks like it will be a good one with a great mix of drivers from NASCAR, CART and IRL.

Stuck Wheels: A New Solution

2007-01-19T14:07:00.000-08:00

I got an interesting call yesterday from David Weinberg, the President of Kleen Wheels. They make dust shields that go between the wheel and rotor. He called me to inform me of a new product that can make getting wheels on and off easier.
David saw the article from the August 2006 issue about removing difficult brake drums and rotors, he wanted to inform me of his solution to the problem. His new product called WHEEL MATES and they are non-metallic discs designed to be placed on the wheel mounting surface of a brake rotor/brake drum, or between the two rims of a dual wheel application, in order to provide a new, clean, smooth, and true mounting surface; without using abrasive or caustic cleaning methods that compromise the integrity of brake assembly components. They are designed to prevent stuck-on rims from corroded surfaces. David is sending me some samples next week.

Here is the web page

Rocket Brakes

2007-01-18T07:55:00.000-08:00

I remember reading Popular Science and Popular Mechanics magazines as a child. It was the futuristic artwork on the cover of what my adulthood might have in store for me that pulled me in. Looking at the old back issues makes me laugh and think

The website/blog Modern Mechanix is an archive of yesterday’s tomorrow today. The site features articles and covers from 1920s-1980s of popular technology magazines.

This post about rocket brakes is very interesting.

Scan Tools: What do you use?

2007-01-17T15:37:00.000-08:00

Lets face it, computers are getting cheaper every day. For Christmas I bought myself a laptop computer for $700 that had a 17-inch screen and mid-range processor. Part of my motivation was to try out new scan tool diagnostic software. Don't get me wrong, I own a dedicated scan tool that has been great. It boots up fast, it is rugged and has great software. I have no complaints about it. But, my eyes have been wondering…

I have been seeing a lot of Bluetooth enabled automotive diagnostic tools on the market like these: link, link, link. While these tools are not from mainstream diagnostic tool manufacturers, they do look ready for prime time. But, the software still has me asking the question if they can support the pro technician with the information updates they need to make a living.

But, mainstream information companies are catching on to the trend. Instead on developing stand alone tools and platforms they are seeing the value of using off-the-shelve PCs. Snap-on (they own Mitchell1) and Delphi are using this approach and showed the technology at the SEMA and AAPEX shows in Las Vegas this year. So there might be something to this PC thing….

I am ordering a Bluetooth OBDII connector on Friday, I will keep you posted.
Anybody have a suggestion? please leave a comment.

Bubb Rubb-Whistle Tip Mufflers

2007-01-15T14:23:00.000-08:00

For more Bubb Rubb Fun, go here

The site includes mp3s and soundboards

Poor-man's Impact Wrench

2007-01-15T13:58:00.000-08:00

Ford F-150 2wd 2004- Bench Brake Lathe Adapter

2007-01-15T11:40:00.000-08:00

Here is an email from Harry Ludlow of Tire Discounters about a bench brake lathe adapter to machine rotors 2004- Ford F150 . With a lot of fleets buying the 2WD version of the F150, you may find yourself in the same position.
But, I hate to say this, buying an on-the-car-lathe maybe a better long-term solution for dealing with trucks with integral bearing/captured rotors. The GM Canyon and Colorado useing the same set-up.

Dear BRAKE & FRONT END,

At some point last year I saw an ad in your magazine from a brake lathe manufacturer that featured an adapter for the 2004 and up Ford F150 2WD brake rotor with an integral bearing. The adapter allowed the rotor to be turned on a bench lathe. I am hoping that someone at your organization can provide me with contact information for that manufacturer.

Thanks

Harry Ludlow
Tire Discounters
Cincinnati, Ohio

Harry, There are four possibilities:
• SUN TOOL:609350 Adapter Set
call Toll Free: 866-286-9232, 505-293-9000
• Hunter has the HunterPro F-150 Adaptor: 20-2109-3 Your local rep is Todd Steiner (513)638-8633 or (513)932-8220 or toddsteiner1@yahoo.com
• KwikWay/Accuturn and goes by the part number #438125 (Ford F-150 Adapter Set Designed for 2004 + Ford Trucks F-150’s with 6-7 Lug pattern. Fits on any 1” Arbor.) Phone: 888-884-2626
• I am sure Ammco has an adaptor, but I can not find the part number in their catalog. Give your local rep 800-688-6359 .

I hope this helps,
Andrew Markel
Editor
BRAKE & FRONT END Magazine

New Issue of BRAKE & FRONT END

2007-01-12T09:04:00.000-08:00

Sorry about the lack of posts over the past few days, BRAKE & FRONT END was in production. It is a great issue that should be hitting your mail boxes in the next couple of weeks. I am really proud of the magazine this month. We have two great feature stories from Gene Markel and Glen Beanard. This are brand spanking new articles that as unique as the writers. Also, we have Mitch Schneider and his words of wisdom. Below, are some previews of the articles. The articles in their entirity will be posted to the BRAKE & FRONT END website shortly.

Drum Brake Self Adjusters
By Gene Markel

Before 1955, drum brakes required periodic adjustment. As the linings wore, the piston in the wheel cylinder would have to travel further to engage the shoe with the drum friction surface. The return springs would retract the wheel cylinder piston to its rest position. This caused the brake pedal to move closer to the floorboard when the brakes were applied. This was commonly referred to as low pedal.
Adjusting the brakes would move the shoes closer the drum friction surface and reduce the travel of the wheel cylinder piston. It also required more fluid in the wheel cylinder to apply the brakes. Adjustments were made by manually turning the notched wheel on the adjuster with a brake spoon for the self-energizing type…

Good Vibrations
By Glen Beanard

Wouldn’t it be great if various vibrations in the car were something that we could measure, sort through, select one, and assign numbers to it that can be used to find its source? Wouldn’t be even better if we could determine by the numbers whether the vibration was a balance issue or excessive runout with the component? Well, we can and by the end of this article you will see how it is done.

Understanding Vibrations
Imagine what often happens to a steering wheel during braking when the rotors are causing a brake pulsation. Imagine the steering wheel oscillating back and forth. An example of one complete cycle is when the wheel starts out center, moves to its farthest distance in one direction, passes center to the other direction, and then returns to center.
Hertz (Hz) is a measurement of how much of this cycle, or how many of these cycles occur over one second. 0.5Hz is 1/2 of the cycle over one second, 1 Hz is one complete cycle over one second, and 2 Hz is 2 cycles over one second and so on. 1 Hz is also equal to one revolution per second…

Magic Beans
By Mitch Schneider

What could I possibly have in common with Jack, as in the Jack of “Jack and the Beanstalk” fame? Not much, you would think. But, we actually have something very basic in common. We both planted something in the ground with almost no idea of what the result might be.
Sure, Jack knew he had seeds and the seeds were supposed to be magical. But, do you really think he had any idea what he was in for? Do you really believe he was prepared for the beanstalk, the giant, the golden eggs or any of that stuff? I don’t. I think he planted the seeds because that’s what he thought he was supposed to do and was pleasantly surprised by how well things seemed to work out.
I did virtually the same thing. I planted some lifts in the ground without knowing exactly what would follow and the results were just about as spectacular. Jack’s adventure may have taken place in a fairy tale, while mine was firmly planted in reality at 607 East Los Angeles Ave., Simi Valley, CA….

Car Cut Away Heaven!

2007-01-08T21:32:00.000-08:00

The North American International Auto Show (NAIAS) in Detroit is known for fancy concept cars, but I could care less. I am there for the engine cutaways and the chance to look under the hood of the new models. Here is just a sampling of the pictures I took at the show, enjoy....

Photo 1: The Exhaust pipe of the Audi BluTec Diesel, it looks like it has an oxygen sensor, exhaust gas temp sensor and BluTec fluid injector.

Photo 2: BMW's twin turbo I6, Wow!

Photo 3: The new Toyota Tundra's drive shaft, you should see the balancing weights on this thing!

Photo 4: Fins? is this a new form of stablity control?

Photo 5: This is an electric water pump that will be on several Mercedes and Chrysler vehicles in the coming years, sound expensive. But, it will help with start-up emissions.

P.S.
Sorry for the lack of domestic iron, I will have more in my next post

Air Suspension Hoisting Caution

2007-01-05T13:47:00.000-08:00

You might want to think twice about putting that older model vehicle equipped with air suspension on a lift.

As the air spring ages, the rubber degrades. It becomes laced with tiny cracks where the spring is becoming brittle. When you use a four-point lift, the suspension is allowed to drop to its fully extended position. This is not a problem for healthy air springs, but could pose a problem for those that are ready to blow anyway. The air springs will be forced to lengthen and flex folds that haven't been flexed for thousands of miles.

At this point, its a roll of the dice as to whether the spring will support the body again when the vehicle is lowered. So, if you have a drive-on lift with trolley jacks that lift by the suspension (as an alignment lift does), use that whenever possible.

Glen Beanard

Muffler Men: Hearts of Fiberglass

2007-01-05T07:36:00.000-08:00

“Muffler Men” are giant fiberglass humanoids that menace America's highways. These muffler carrying gaints were originally created in the 1960s by a California fiberglass company for gas station chains in sizes ranging from 18 to 23 feet. M-Men once beckoned noisy and exhaust-weary vehicles to replace their mufflers. The statues' hands were molded to hold mufflers or tires. While hundreds have been lost forever, many still stalk the shoulders of highways across the nation.

The website RoadsideAmerica has created a page to track these giants here.

2007-01-04T08:43:00.000-08:00

You read the blog so get the magazine...

Click here to fill out the form

New Car Dealers: Can they offer the total package?

2007-01-04T08:09:00.000-08:00

“Call the dealer,” is often the mantra at shops when apart could not be found. At one shop where I worked, it often meant that we would send Jimmy, our parts driver, out to get the part. Jimmy drove like an old lady or a complete bastard, which meant that your part was either late or in the police impounded.
But, there were some dealers that who stocked stuff that could not be found through aftermarket channels, like the one Dodge dealer who had the best stock of Dana 4x4 hub and axle parts. This article by Mitch Scneider, from AftermarketNews.com and COUNTERMAN makes some good points about the situations many shops find themselves in…

GETTING HOSED
By Mitch Schneider
mschneider@babcox.com

“We were working on a fairly large job that required the replacement of one last molded heater hose for completion. The person who orders the parts found it at a local dealership — the only problem was that it couldn’t be delivered until the following afternoon. The technician working on the vehicle was focused on completing the job on-time and ran over to the local parts house. Without looking at the invoice, he picked up the aftermarket equivalent heater hose and installed it. Soon thereafter, the original equipment part arrived from the dealership. The aftermarket part was $38.89 net. The dealership part was $8.89. That’s right: $38.89 versus $8.89 — a $30.00 price differential.”

Admittedly, there was a difference in the two hoses. The aftermarket hose was slightly longer…not $30 longer, but longer, nonetheless!

Read the rest at Counterman/Aftermarketnews Website

82 and no plans to Retire

2007-01-03T13:35:00.000-08:00

When I spotted this on the Ford website I was blown away, Frick Odom has been working at a dealership for 60 years and he is deaf! The next time someone in you shop starts complaining about their back, joints or other pain, show them this:

FRICK ODOM: DEDICATED TO FORD AND FAMILY FOR 60 YEARS
By Jessica Thiringer, FORD World

DEARBORN, Dec. 21, 2006 -- By some standards, Frick Odom has worked long enough to retire twice. The 82-year-old mechanic at Albany (Ga.) Lincoln-Mercury, deaf since early childhood, has been on the job for more than six decades. He started in 1944 when he was 20 years old, before the end of World War II.

"We're pretty sure he came with the building," jokes Bill Chaffin, general manager, Albany Lincoln-Mercury. "Frick is absolutely amazing. He can do anything."

Odom's youngest son, Eddie, wanted to honor his father for his long career, and also for the impact he's had on his family and the many people whose lives he's touched. "He has a heart of gold and will help anyone who asks," said Eddie Odom. "He dedicated himself and his whole life to the dealership and worked to provide for his family. The focus was always on us."

To make his point, Eddie Odom wrote to Ford Chairman Bill Ford and President and CEO Alan Mulally. "I really wanted to write a letter because my dad works so hard and enjoys his career so much. It's such an accomplishment, working there for 62 years," he said. His father received personal notes from both men, thanking him for his lifelong service.

"Your commitment to Ford Motor Company, our products and your dealership are an inspiration to all those who know you," wrote Bill Ford. "You have served as a mentor and role model to generations of employees and customers."

Mulally says that Odom "continues to lead by example, showing what we all at Ford want to be about."

Odom, born Friedson L. Odom in 1924, learned the basics of mechanics while working on his family farm during summer breaks from Cave Springs School for the Deaf, now known as...

read more

This is Bad...

2007-01-02T08:25:00.000-08:00

This is one bad strut! The driver said it was making a clunking noise coming from the left rear when she applied the brakes. All of the internal components of the strut are gone, the rod pulls straight out and the opening at the top is worn to twice its normal size.
While removing half of the interior to get at the upper strut mount, I started thinking about the psychology of selling shocks and struts. It also reminded me of an essay from KYB that was published on AutoCareProNews.
Chances are that a previous inspection had revealed to the driver that the strut was bad. But, the service writer or technician never took the time to explain the benefits of the new struts.

Pointers from KYB Help Technicians Sell More Shocks and Struts

Statistics show that you’re probably not selling as many shocks and struts as you could. Maybe it’s because you haven’t considered the possible opportunities? There are actually three different categories to consider. Unfortunately, most shops don’t get beyond the first. The result is that an estimated 98% of all service facilities are selling less than 10 units a month, which represents less than 2% of a typical monthly car count.

The fact is that the majority of shock and strut replacements are for “bad” units, we could label this category “repair.” Leaking, damaged, excessive bounce and tire wear are common reasons for this category. Since around 86% of all vehicles in the scrap yard still have their original shocks and struts, we can guess that the majority of those with replacements were because of the first category. That leaves a huge market opportunity because as we all know; shocks and struts can be replaced for two other reasons: maintenance and upgrades. Waiting to replace a shock or strut until it completely fails is like waiting to replace the engine instead of changing the oil.

read more at AutoCareProNews

From the December Issue

2006-12-29T10:52:00.000-08:00

It is new years resolution time! I am a smoker, and I am making the resolution to cut back and eventually quit in 2007 (but, I will not give up my cigars). In the December issue of BRAKE & FRONT END, I try to tackle the subject from the perspectives of a tech, smoker and human being. Enjoy, and please leave your comments.

Smoking
What you can’t smell can hurt you

I once worked with a tech that the only time he was not smoking was when he was test-driving a customer’s vehicle. He smoked unfiltered Pall Malls, which had a distinctive smell and taste. He was one of the best techs I ever worked — he had talent and “the touch.”

One morning, I watched him change the oil on a car (using a two-post lift) without ever putting down his cigarette or oversized coffee cup. Just about any fool can attempt this, but they usually wind up with a coffee mug full of ashes or…

Read more here

Link Tools

2006-12-28T12:02:00.000-08:00

My grandfather was an early Snap-On dealer. At the time, the interchangeable sockets and wrenches changed the way tools were sold and used. Today, the “snap on” tool concept is the norm.
But, snapping on too many extensions and universal joints to get to a buried bolt or not can create a tool that is sloppy and clumsy. Recently, I was given a brochure from Link Tools by one of our publishers. I was amazed! Check out Link’s website. I am amazed how a simple tool like an extension can be improved. Their extensions and U-joints lock solid together to take the slop out.

Also check out their New Locker Ratchets on the home page. The Locker is the first ratchet wrench to engage and lock sockets and tool attachments by simply inserting the drive into the square opening of a socket or other attachment. Interconnecting two of the Lockers now makes possible both wishbone and pump-style double ratcheting, both of which increase work speed.

Free Brake & Front End Subscription to Those Who Qualify

2006-12-28T08:27:00.000-08:00

You read the blog so get the magazine...

Click here to fill out the form

AIR GAP CHECK

2006-12-28T06:36:00.000-08:00

When checking air gap on an ABS Wheel Speed Sensor, you should always use a brass feeler gauge to prevent the possibility of altering the magnetic properties of the tone ring. While not usually possible due to the design of most speed sensors, the air gap should be checked where possible. Only a few vehicles provide specifications for air gap with the range usually being from .020" to .070". Again, if in question, compare side to side and, if significantly different, check to see if the cause can be determined.

Quick Lube Crash

2006-12-27T09:54:00.000-08:00

Ever wondered what if a car fell in to a quick lube pit?

Here is your answer.

Shock Removal Tip

2006-12-27T07:49:00.000-08:00

This tech tip comes from Lou Calka, and was first published in our October 2001 issue

Removing some shocks on some vehicles can be difficult. Often, on some rear-wheel-drive vehicles, the nut is seized to the stud so that turning the nut to remove it simply rotates the entire shaft of the shock. These will usually come off with repeated blasts of an impact wrench. If it’s too tight for that, try this. Place the correct size deep socket over the stud and onto the nut. Insert a long extension into the socket. Now rock the extension back and forth (as if shifting a manual transmission from first to second to first.) In less than a minute the rocking will fatigue the metal and break the stud off below the nut.

I have tried this method and it works! It is great if the only areas you have access to be in the trunk that does to have the height to use an impact or if using liquid rust penetrates or torches are not an option. Also, try rotating the shock while you are bending the stud.

I know some GM trucks had low brake pedals, But, this is ridiculous

2006-12-23T11:49:00.000-08:00

I hate seeing stories like this...

Widower sues garage after wife's drowning
Associated Press © Copyright 2006 Associated Press.

BANGOR,MAINE - The husband of a woman who drowned when the pickup truck she was driving plunged into Moosehead Lake last summer has filed a lawsuit blaming a service garage for failing to inspect and repair the truck properly three months earlier.
Kenneth L. Leavitt of Singer Island, Fla., on Tuesday sued Dave's Automotive Services Inc. in Greenville, alleging that garage employees caused the death of Linda M. Brown, 56, by improperly repairing and inspecting the truck.
As a result of Brown's death on Aug. 17, the Maine State Police suspended the garage's and owner David Hall's licenses to perform inspections for six months.
A message left at the garage on Friday was not immediately returned.
Brown, who borrowed the 1989 GMC Sierra pickup truck from a friend the day she died, drowned in about 15 feet of water after the truck careened through a barricade and drove off the end of a pier near the center of the business district.
An inspection by the Maine State Police Vehicle Inspection Unit revealed failures in two of the four brake lines, as well as the emergency brake.
"Our investigation showed the vehicle had been driven 28 miles since the time of the inspection, and the investigation leads us to believe that these defects should have been observed during the inspection," Sgt. Brian Scott said.
Leavitt and Brown lived in Florida but had a summer home in…

Read More Here

A Car Horn Christmas

2006-12-23T11:41:00.000-08:00

Merry Christmas from BRAKE & FRONT END

2006-12-23T11:40:00.000-08:00

Chrysler ABS Reflash Recall

2006-12-23T11:32:00.000-08:00

Detroit News
DaimlerChrysler AG's Chrysler Group said Friday it was recalling more than 60,000 vehicles to reprogram a brake system computer to avoid the loss of antilock brakes and traction control. The recall involves 62,369 model year 2007 Chrysler Sebring, Chrysler 300, Jeep Commander, Jeep Compass, Jeep Grand Cherokee, Jeep Liberty, Jeep Wrangler, Dodge Nitro, Dodge Magnum, Dodge Charger and Dodge Caliber vehicles. Owners are expected to be notified of the recall in February 2007.

2006-12-21T10:13:00.000-08:00

Technorati Profile

Advisory Board Member Buys Tire Lift

2006-12-21T07:03:00.000-08:00

I got a note from Per Mathiesen of Mat’s Brake and Alignment in San Luis Obispo, CA. Per is a BRAKE & FRONT END advisory board member. He wanted to tell me about his new Rotary Tire Lift.

We have a new piece of equipment in the shop and I would like to display it for everybody. Lately we have been getting more and more trucks with oversized aftermarket tires so we decided a worthy purchase would be a new Rotary Tire Lift. It is able to lift wheel and tire assemblies up to 130lbs. and is designed to allow rotation of the assembly to line up with the wheel studs, it also is offset so there is no obstruction while installing the lug nuts.

I have attached some pictures of the Tire Lift.

Thanks,

Per C. Mathiesen

Here is a link to Rotary’s Website

Tech Tip: Lifting the vehicle can displace worn out shock insulators

2006-12-21T06:31:00.000-08:00

This Tech Tip comes from AutoCareProNews and was written by Rich Diegle at ALLDATA. It is a good tip and you should keep it in the back of your mind when you put a vehicle up on a lift.

Tech Tip: Escalade Escapades - Fixing Front End Squeaks

Your shop just installed a new set of tires on a 2002 Cadillac Escalade. The very next day, the customer returns complaining about a squeak and a rattle coming from the front end that wasn’t there before you replaced the tires. What happened?

The noise could be coming from the front shocks. The shocks are equipped with upper insulator pilot rings that can wear prematurely. When the pilot rings wear out…

Read more at AutoCareProNews

This is a Picture of Me

2006-12-20T13:19:00.000-08:00

Tech Tip: Fingers and Ears

2006-12-20T11:09:00.000-08:00

It seems like a common cure to slather the back of the brake pad with exotic lubricants and hope for the best. But, on floating piston calipers the outside “ears” or “fingers” can have corrosion or flaking surface treatments where they make contact with the pad. This can prevent the outboard pad from setting squarely in the caliper. This can lead to brake noise no matter how much lubricant you put on the back of the pad.

Before you replace the pads take some time to clean up the surfaces of the fingers with an abrasive material of wire brush. On some caliper designs, it might be advantageous to lube just the fingers or ears and not blanketing the brake pad with expensive brake lubes. Who knows, you could save some money on brake lube.

2006-12-20T10:54:00.000-08:00

Spotting Hydraulic Leaks

2006-12-19T10:30:00.000-08:00

This is a tech tip sent in from Glen Beanard:

Hydraulic Leak Detection
One of the best products on the market is UV leak detection dye. Simply install the dye, then inspect the leaking area under a black light with special filtering glasses. The source of the leak will appear literally right before your eyes. However, if the UV light is out of order, or the leak is on a system that you my not have the correct dye on hand for, such as the brake's hydraulic system, an alternative method may be in order. Athlete's foot powder may be the ticket in this case. Start by cleaning the leaky area down. Then, dry it thoroughly. Spray the suspect area with athlete's foot power in the spray-can form.

You might have to exercise the effected system at same time as application, but the foot power should cling to it, and outline the source of the leak.

Bouncy Brakes: When Struts Go Bad

2006-12-19T10:24:00.000-08:00

Selling shocks and struts can be tough. This video can make the job a little easier.

BRAKE & FRONT END on eBay!

2006-12-19T10:12:00.000-08:00

$11.99 for a November 1964 issue of BRAKE & FRONT END on eBay. I just might buy it.

Soon to Be Army Veteran Opens Shop In Idaho

2006-12-18T08:33:00.000-08:00

Editor’s Note: Sorry about the glum outlook on the industry in the past few posts. So, here is some good news from small town America.

Meineke shop coming to Post Falls Idaho

A full-service Meineke muffler and repair shop is planned for Post Falls, ID next year. Mark Sherman and wife Karri are having a new five-bay shop built at 420 W. Seltice Way.

Mark is still in the U.S. Army and will be officially out of the military in January. He has spent the last year making plans for his life after the military.

Along with exhaust work, oil changes, maintenance services, brakes, suspension and steering will be part of the service offered in the shop…

Read more

Bay Area Repair Shops Forced to Relocate

2006-12-18T07:22:00.000-08:00

Editor' Note: Many shops have seen their communities grow up around them. Often, shops that have had a downtown location for years are forced out by redevelopment and rezoning. I wonder if the communities realize that an automotive repair shop can give more back to the community than another condo complex or Starbucks.

UNION CITY AUTO SHOPS CAN'T CATCH A BRAKE
By Matthew Artz, STAFF WRITER
Article Last Updated:12/18/2006 02:32:23 AM PST

UNION CITY, CA— Auto shop owners being displaced from Union Square are nearly out of time and real estate options to stay in Union City.

The eight shops — a majority of the city's automotive repair businesses — must be shuttered by Feb. 28, as housing developer AvalonBay Communities begins building two apartment structures on the site it owns adjacent to the BART station.

Three shops have locked up a new home in Union City — all at an auto center being built by Gary Singh, a newly appointed city planning commissioner and the owner of a Union Square auto shop...

Read More

Toyoda

2006-12-18T06:24:00.000-08:00

Funny

Brake & Front End was used as Evidence

2006-12-15T08:39:00.000-08:00

I get about two requests a year from lawyers about asbestos litigation where they want to use old issues of Brake & Front End as evidence. Typically, I do not pull the issues due to time constraints. Plus, I want to appear as neutral as possible on any litigation.

I will refer them to the Library of Congress or National Automotive History Collection in Detroit at the main branch of the Detroit Public Library

Man wins $25M in asbestos case

Newsday Staff Writer

November 30, 2006

Alfred D'Ulisse didn't think much about the dust in the air when he was stripping down car brakes at a Brooklyn factory in the 1960s.

"We didn't know," said D'Ulisse, 73, of Massapequa. "It was like cigarettes. We had no idea that what we were breathing might be hurting us."

But some of the car companies who made the asbestos brake linings did know as early as 1939, and they didn't announce it publicly, D'Ulisse said.

This week, a Manhattan jury awarded D'Ulisse $25 million for what he has suffered, 80 percent of which will be paid by the DaimlerChrysler Corp., which manufactured many of the brakes that he worked on...

read more...

What I Did on My Day Off

2006-12-15T05:45:00.000-08:00

Sorry for the lack of posts and Thursday. Yesterday, I took the day off to get rid of some vacation days before I lose them. It was good timing. I have been driving my 1967 Rambler American as my daily driver the past few months, even during snowstorms.
On the way home from work on Wednesday, I noticed dripping coolant coming from radiator. That night I rummaged through the boxes of parts that came with the car and found the extra radiator. To my surprise, the radiator was a two-row version that came with the V8 powered cars with AC. I plugged the hose connections and pumped up the radiator with my pressure tester. I sprayed with soapy water and looked for leaks, there were none.
The radiator in the car was the original unit. How do I know? There was that sticky black undercoating on the mounting tabs. I am still trying to get it out from under my fingernails. I was amazed at the amount of corrosion on the brass and brazing around the tanks that was not there a few months ago. I thing it comes from the liquid de-icing agents that they are using on the roads in Ohio. It is 10 times more aggressive than rock salt.
After I installed the new radiator, I went for a test drive down Akron Peninsula road. Nearing State Route 303, I got pulled over for inoperative brake lights. After the usual pleasantries of license, registration and “do you know why I pulled you over?” I got out of the car and tried to get the lights to work. I got one brake light to light up after jiggling the wires under the hydraulic brake light switch and I found a bad bulb in the other socket. I got off with a warning.
The officer was driving a 2000 Crown Vic, which is old in terms of police cars. I asked him about it and he said that he likes the 2000 model better because it is faster and handles better. Recently, I read in a police fleet magazines that the newer Crown Vics have had problems with the drive shaft, so Ford “de-turned” the transmission programming and limited the top speed to solve the problem, more on that in a later post.
I went straight to the parts store and bought a new bulb. After installing it and jamming a broom between the pedal and front seat, I had no brake lights. I jumped the terminals going to the switch with a spring from a pen and got both lights to go on. I ordered a new switch, and drove home from the parts store with a fist in the air when I hit the brakes.
At home I cleaned the terminals on the switch and the connectors on the wiring harness. The connectors on the harness under the hood are not “weather tight”, and they face upwards so they collect water and road salt. I cleaned the connections with sandpaper and Free All and dried it out with brake cleaner. Both brake lights worked!
On the way to work this morning, I looked in the mirror and saw two brakes lights in the chrome grill of a Cadillac. But, when I got to work one of my co-workers said I have only one light. I must have some ground problems in the trunk.