|Mazda Sets Out on Cross-Country Road Trip with All-New 2017 Mazda CX-5 Test Drive Experience|
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|Ford Edge And Lincoln MKX Suspension And TPMS Diagnostics|
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In 2007, the Ford Edge and Lincoln MKX crossover vehicles were introduced. The vehicles are based on the CD3 platform that is used for the Fusion and other Ford vehicles. While there are both FWD and AWD models on the streets, the alignment procedures are the same.
When you get one of these in your shop, the adjustments can be time-consuming, especially in the front. Make sure you charge enough for the alignment and explain to the customer why it is necessary.
Camber is factory adjustable, but caster is not. In TSB 08-7-3, Ford advises technicians to look at camber specifications to solve pulling or steering wander problems. In a nutshell, the bulletin says that individual camber angles may exceed the specs, but if the cross-camber angles exceed the specs, it might cause a pulling problem.
Camber is adjusted through the use of the upper strut plate. Rotating the upper strut plate 180 degrees will change the camber a positive 0.5 degrees.
Make sure you do the math before starting the adjustment. The camber shift may vary between vehicles, but will typically be between a negative 0.2 and negative 0.6 degrees of camber change.
First, check to see if someone has already made the adjustment. On the inboard side of the strut tower, you will see a small round inspection hole. If you see letters and numbers, you can make the adjustment. If you see a notch that is painted white or yellow, the vehicle has already been adjusted (see below diagram).
To make the adjustment, disconnect the front stabilizer bar link at the lower control arm so that enough clearance can be obtained to rotate the upper strut mount.
The warranty time on this procedure is 1.4-1.8 hours for both sides. A better option is to replace the upper strut-to-knuckle bolt with cam bolts. The labor time to install these bolts is 0.4 hour per side. The bolts will allow you to precisely adjust the camber by ±1.75º. This can be a real time-saver when trying to solve cross-camber conditions.
Unlike with the Fusion, the cradle cannot be shifted to change camber and caster angles on these units. If the caster is out of specification, chances are it is a worn or damaged control arm rear the bushing.
The rear suspension camber and toe are adjustable without any parts or kits, but there is a catch — the inboard-rear cam bolt attached to the lower link has significant “cross-talk” with the toe angle. When adjustments are made to the rear toe, the rear camber will also be adjusted (in the same direction as the toe adjustment). Likewise, when making adjustments to the rear camber, the rear toe will also be adjusted (in the opposite direction of the camber adjustment). So, it will be necessary to check the rear camber whenever rear toe adjustments are made and vice versa.
Toe is adjusted with a cam bolt on the inboard side of the toe link. The toe adjuster will have a greater affect on toe than the rear adjuster. A successful method is to adjust camber using both adjusters until camber is correct and toe is at, or near, zero. Use the front adjuster to fine-tune the toe adjustment. The camber adjustment should stay close.
All Edge and MKX models come with direct TPMS systems, and 2007-’09 models have banded sensors. In 2010, Ford made the transition to valve stem-mounted sensors. Model year 2007-’08 Edge and MKX units were included in a campaign to replace the tire valve stems. If you have a customer who is complaining about a slow leak, chances are it is a result of the valve stems.
The procedure is completed after the last tire has been trained. When the training procedure is complete, the message center (if equipped) will display “TIRE TRAINING COMPLETE.” For vehicles that are not equipped with a message center, successful completion of the training procedure will be verified by turning the ignition switch to the OFF position without the horn sounding. If the horn sounds twice when the switch is turned to the OFF position, the training procedure was not successful.
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|VIDEO: TPMS And The Two Foot Rule|
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Andrew Markel shows a simple and quick tip for when a TPMS sensor is not transmitting or receiving properly. Sponsored by ATEQ.
|Centric Parts Releases New Chassis Program Guide|
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Centric Parts, a leading North American manufacturer and supplier of OE and aftermarket brake and chassis components, has released the Centric Parts Steering and Suspension Systems Guide. This 12-page guide details the features and benefits of the Centric Parts chassis program, covering major suspension and steering product groups: control arms, tie rods, ball joints, stabilizer bar links, idler and pitman arms and bushings.
“This new Steering and Suspension Guide is a remarkable tool,” said Charlie Kirkland, Centric Parts vice president of traditional aftermarket sales. “It provides distributors and technicians with an in-depth look at the features and benefits of our chassis program, highlighting Centric’s dedication to engineering and supplying an ‘OE by Design’ part.”
The Steering and Suspension Systems Guide also introduces a new slogan for Centric Parts: “OE by Design.” This new slogan builds upon Centric’s “Lab to Lift” philosophy, which details Centric’s extensive research and development efforts as well as the company’s attention to detail in manufacturing and materials; its application, program and product group coverage; and the company’s award-winning service and technical resources. Centric says the slogan emphasizes the great lengths the company goes through to ensure that all premium chassis components are built understanding OE designs and materials. Centric knows that replacing like-for-like components is the only way to restore true original vehicle performance and feel.
Also available is the Centric Parts Steering and Suspension Components Catalog, with detailed listings of all Centric Premium and C-Tek control arms; ball joints; tie rod ends and adjusting sleeves; idler and pitman arms; suspension bushings and bumpers; steering bushings; sway bar links and link kits; king pin sets; spring mounts, insulators, shackles; steering rack bellows; suspension links, arms, bars and brackets; center links and drag links; alignment kits, steering and suspension tools; and coil springs.
|Rotary Receives Additional Patent On Trio Three-Stage Lift Arms|
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Trio Arms feature a proprietary three-stage design in a two-piece package that allows technicians to choose from a wide range of easily adjusted adaptors for any application. The original three-stage arms introduced by Rotary Lift in 2005 consist of three telescoping sections that slide inside of each other. The Trio arm design keeps the first two telescoping arm sections and replaces the third with a lightweight sliding adapter assembly integrated into the second arm.
This design lets technicians easily interchange truck adapters, round polymer adapters or three-position flip-up adapters depending on the job at hand. They can smoothly rotate the adapters 360 degrees and can slide them from a fraction of an inch to several inches along the lift arm for precise positioning, according to Rotary. Trio arms also have a lower profile than traditional three-stage arms, providing greater clearance between the lift and the vehicle. This is especially important when servicing low-slung vehicles where other arms might make contact with body panels, the company adds.
“Trio arms make it easier and more comfortable for technicians to properly set up a lift to reach the manufacturer’s recommended lifting points,” said John Uhl, director, light-duty product management for Rotary parent company Vehicle Service Group, and one of the inventors. “They can switch out adapters as needed and slide them into place with a minimum of time and physical effort. No other lift arm offers the fine adapter adjustment possible using our Trio arms.”
Trio arms were designed by Rotary engineers in Madison, Indiana, and performance-tested to 20,000 lift cycles, which is the equivalent of 10 years of real-world use. All SmartLift inground lifts and SPOA10 two-post lifts are third-party tested and Automotive Lift Institute (ALI) certified to meet industry safety and performance standards. They are proudly built in Madison.
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|Toyota TPMS Diagnostics|
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Toyota TPMS might seem like the easiest system to service because most models have a reset button under the dash, but trusting in this button to cure all your TPMS issues might get you in trouble.
This button puts the system into learning or initialization mode. The TPMS listens for three minutes or until all of the sensor IDs have been received by the module. The sensor transmits this data once a minute when the vehicle is stationary. If the module does not receive the data from a sensor, the light will continue to flash (eventually staying on) and codes will be set in the tire pressure ECU. The system may even get stuck in a loop during the initialization process while looking for missing sensors.
Unlike other tire pressure monitoring systems that require a poke to the sensor with an activation tool, there is no way to confirm the sensor is transmitting. After three minutes, it is either pass or fail for all four sensors. To further diagnose the system will require a dedicated TPMS tool that can communicate through the OBDII port.
If there is a TPMS problem with a Toyota, check the TPMS warning light in the instrument cluster or “combination meter” before proceeding with further diagnostics. Any time the vehicle is started, the TPMS light should come on for three seconds and go out as part of a self-diagnostic procedure.
If the light does not come on, there could be an issue with the module or serial data communications. This needs to be addressed before checking other components. You should connect a scan tool to see if the TPMS module data PIDs can be accessed. Make sure you check for codes in the instrument cluster, and pay extra attention to communication codes. The tire pressure ECU communicates with other modules using CAN protocols.
If the light stays on after the three seconds, it is an indication one of the tires is above or below the inflation threshold. Inflate all four tires to the correct pressure, and the light should go out.
If the light flashes in 0.5-second intervals, it means there is a failure in the tire pressure ECU, antenna and/or sensors. It can indicate that a sensor ID is missing or has not been received. After one minute, the TPMS light should be steady.
When the TPMS system is in the initialization mode, the light will flash for one second and turn off for one second. This will stop once all the sensor IDs are received or after three minutes. If the initialization procedure is not successful, code C2177 for “initialization incomplete” will be set in the module.
If there is a problem with one or more of the sensors communicating with the TPMS module during the reset procedure, it could go into a “looping” mode where it locks out the use of the SET button, and the TPMS light will flash and set a code for “lost communication with ECU.” The system is now stuck in this looping mode, and no matter how many times you press the tire pressure reset button or cycle the ignition, the TPMS light will continue to flash. The only way to stop the looping is to connect pins 13 and 4 in the OBDII port with a jumper wire. The better solution is to use a tool that plugs into the connector and connects the pins internally. This tool prevents potential damage to the fragile OBDII connector and helps you avoid the trouble of crawling into the foot well to make the connection.
Diagnostics and Codes
If you dive into the Toyota service information regarding their TPMS, you will notice that if there is a problem with the sensors or module, the standard operating procedure is to connect the factory scan tool to the OBDII port to observe the sensor IDs and data. There are no other shortcuts.
Codes are stored by the tire pressure ECU. These codes are like misfire codes with the last digit indicating the sensor ID with the fault. They also operate like misfire codes because it may take multiple incidents to cause a hard code to be set. These codes cover inflation, missing data and temperature malfunctions. Other codes cover communication with the other components.
The Toyota Way
When you perform a TPMS relearn on most vehicles, you “poke” the sensors with a radio frequency and force it to transmit. Toyotas do not operate this way — they wait and listen for the IDs. While waiting for the sensor to transmit, the unpredictable can happen. Radio interference from another vehicle or tool in the shop could prevent the signal from reaching the antenna. Something as simple as a sensor being positioned behind a brake caliper can interfere with the signal.
If you are using a dedicated TPMS scan tool for Toyota relearns, it can poke the sensors so the tool can capture the IDs. Then, those IDs can be injected into the tire pressure ECM. This approach has several advantages. First, a weak or dead sensor can be detected before the relearn procedure. It can also audit the tire pressure. Second, there is no chance for the sensor ID to miss the antenna because you are using a wired connection. Third, you need a tool that connects through the OBDII port to replace a sensor that has a different ID number. You can’t use the reset button.
|Corrosion Issues With Fuel Filler Necks|
©: Brake & Front End
Since the introduction of the OBD II system, manufacturers have continued to improve on the monitoring of evaporative emissions, with the complete evaporative system being under a scrutinized surveillance. Codes like P0440 to P0456 are all related to the fuel vapor control, including leaks.
Starting early this century, manufacturers have increased the development of fuel vapor retention, preventing the vapors from escaping into the atmosphere. This prompted many changes in the design and location of certain components such as charcoal canisters mounted near the fuel tank.
A fuel tank pressure sensor is used to monitor the pressure decay in the system during the testing and will turn on the check engine light if the pressure decay moves out of specification. Remember that the evaporative system test will not be performed if the fuel level is below a 1/4, as it would cause for too much pressure buildup in the tank or simply would take too much time to build any pressure.
A helpful tool to identify leaks is a smoke-generating machine. During the smoke machine process, loose or broken hoses are usually identified as the main cause of evaporative failures. An additional component has started to surface and is becoming the leading cause of evaporative emissions leaks — the fuel filler neck.
Most fuel filler necks are made of steel and are secured to the fuel tank via a rubber hose. The fuel filler neck is usually enclosed in the rear fender well, where an accumulation of dirt and debris causes the filler neck to rust and leak. These models are hard to diagnose, as the inner fender protection must be removed to get access. Others are totally exposed behind the fender where plashing and road debris erosion removes paint and perforates the filler neck.
The fuel filler cap may have a defective control valve and prevent pressure hold in the system. Second, the filler neck itself may have rust on the outer seam, which will prevent the cap from sealing properly to the filler neck. On some models, the part where the cap screws on is made of plastic and can be damaged by the fueling nozzle when inserted during refill, which will prevent proper sealing.
All of these situations will cause the check engine light to turn on. Make sure to implement fuel filler neck inspection into your regular vehicle maintenance or during fuel tank removal to prevent comebacks.
Courtesy of Spectra Premium.
|Check Out The April Issue Of Brake & Front End Magazine|
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CLICK HERE to access the easy-to-view digital version that features articles on Ford Edge Alignment Specs, Wheel Hub Replacement, Catalytic Converters, Chevrolet Trailblazer Brake Job, Composite/Floating Rotors, Trusting Your Torque Wrench, 12 Brake Myths, NVH Diagnostics, Toyota TPMS, a host of tech tips, and more!
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|Autel Announces New Professional Scan Tool|
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The company says this newest addition to the Autel service tool line features the same hardware as the TS608 without the wireless TPMS functions.
|Bendix Brand Releases Brochure Highlighting Enhancements To Stop Product Line|
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Delivering vehicle-specific coverage to 99 percent of automotive makes and models, Stop by Bendix automotive brake products feature a 62 percent ceramic composition and precise OE-like design, aiming to ensure top performance, the company says. The product line also features burnishing strips to speed up the break-in process, thereby ensuring longer product life and proper mating between rotors and pads. In addition, the Stop by Bendix three-layer noise eliminating shim provides quieter, more reliable performance than the standard coated steel shims.
The enhanced Stop by Bendix automotive brake product line was developed to address the specific needs of consumers for high-quality, high-performance brake products designed specifically for their vehicle and available at competitive price points.
More information about Stop by Bendix products is available from bendix-brakes.com.
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