Tech Feature Feed Archives - Page 6 of 14 - Brake & Front End
Tech Update: Key Cycles and Codes

OBD II brought a lot of changes regarding how a technician diagnoses a vehicle. With OBD I, a failure had to occur in order to produce a service code, while OBD II can monitor failures or even partial failures. These days, codes have become part of the normal process in determining a fault. There are several different types of codes. Beyond engine, transmission, HVAC or body codes, there’s also a way to break down the priority of some of those codes.

Diagnostic Dilemmas: Solving Late-Model Charging System Dilemmas

This month’s Diagnostic Dilemma involves a pristine 1995 Buick Park Avenue with a customer complaint of dimming instrument cluster lights, a flickering voltmeter needle, a driveability bucking complaint and a dead battery. The alternator had been replaced due to an indication of excessive AC ripple on the shop’s hand-held battery and charging system tester. A P1630 trouble code was present, indicating a high/low condition with battery voltage.

Fuel Pump Diagnostics Using Scan Tools

The most common diagnostic procedures for fuel pumps in the past were analog and hands on. Most fuel pump-related problems could be solved with a pressure gauge and voltmeter. Today, the scan tool is the most important tool when diagnosing a fuel supply problem.

Diagnostic Solutions: Steering Geometry Diagnostics

Bent steering knuckle assemblies are easy to

Alignment Update: Chevy Cruze

The Chevy Cruze is the replacement for the Cobalt. The Cruze on the outside and under the hood is a big upgrade from the Cobalt, but underneath it is about the same setup as the Cobalt. The Cruze uses a strut setup like on the Cobalt. The caster is not adjustable. Camber is adjusted by enlarging the lower bolt hole on strut to knuckle mount. The inner hole should NOT be enlarged beyond that of the outer hole.

Brake Job: 2011-Newer Buick Regal

There are two brake packages for the Buick Regal. Base models have a single-piston caliper in the front. High-performance models (GS) use the J64 brake package that uses a twin-piston caliper in the front and a different pad. The ABS/ESC system also has a different calibration.

Subaru Outback Head Gasket Repair

The Subaru is a 2002 Outback with 109,982 miles. It has excessive oil leaks from the driver’s side head gasket and some from the passenger’s side. The vehicle had been repaired under warranty by the dealer at about 65,000 miles, and most likely the repairs were done without taking the engine out with probably only one head gasket being replaced. To complete the repair, follow the steps outlined in this article.

Returning Engine Power Through Fuel Injection Service

Over time, fuel injectors will become flow restricted from both the deposits that the gasoline leaves in them as it flows through the injectors and the carbon deposits that form on the head of the injectors, causing engine driveability issues

Turbocharger Technology Continues to Improve

With the ability to increase fuel economy by up to 20% on gas vehicles and up to 40% on diesel vehicles, manufacturers have resorted to turbochargers to compensate for lowered engine displacement. Additionally, the improvements on turbocharging technology have increased the number of turbocharged vehicles on American roads. Some turbocharger manufacturers have even projected the number of turbocharged vehicles in the U.S. to quadruple in the next five years.

Bearing Diagnostics: Brinelling and Non-Noise Failures

In the good old days, most serviceable wheel bearings were maintained at least every 25,000 to 30,000 miles during a brake job. During this process, races, stub-axles and cages could be inspected for damage and replaced if necessary. Today, the average life of a sealed wheel bearing or hub assembly is about 85,000 to 100,000 miles. But they can fail sooner than expected without a whisper.

Brake Shimology: Stopping Noise and Comebacks

The first thing to remember is that all brakes make noise. When the friction material makes contact with the rotor, the coupling causes the brake pad and rotor to oscillate and vibrate. In engineering terms, this is called “force coupled excitation,” which means that the components are locked as a combined system that will vibrate at the system’s natural frequency combined modes of vibration. The driver hears these vibrations as noise. This is “ground zero” for brake noise.

Inspecting Brake Hydraulic Systems: Worn Components Take Their Toll on Advanced Suspension Technologies

During a service writer’s efforts to sell competitive brake services at the service desk, he or she often focuses on selling “good, better or best” brake friction replacements, while ignoring the added expense of repairing brake hydraulics. Did you know that neglected brake system hydraulics can cause an expensive warranty comeback?