Eastern Automotive Warehousing/Auto Machinery - Autosphere

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Lindertech 2009 Luis Ruiz, Part 2 Luis’ employer, Mechanic’s Education Association, offers live technical assistance and mobile diagnostics, in addition to the training implied by its name. Those services keep their staff in touch with real-world pattern failures, and allow them to develop diagnostic shortcuts. Like many general-repair technicians, I don’t have enough of Volkswagen’s products coming in the door of my “service to all makes and models” shop to have developed any real familiarity with their diagnostics. Customers still expect us to be able to quickly and accurately fi x these vehicles, and that makes this kind of manufacturerspecifi c training highly benefi cial. The alphanumeric basics Those mostly familiar with the way that the domestics label their diagrams and scan tool data will find Volkswagen’s alphanumeric designations, well, completely foreign. As Luis explains, these designations are used to reduce any confusion about what a part is, regardless of the language used. This makes a lot of sense, as Volkswagens aren’t just sold globally; they’re built in places as far flung as Germany, Brazil, China, and South Africa. As an example, whether looking at a wiring or vacuum diagram, or even a diagnostic tree, “N75” always refers to a boost control solenoid. This commonality means that the boost control solenoid on a Jetta has the same alphanumeric designation as the boost control solenoid on a Passat, even if their design or part numbers are not the same. Otherwise, even in English confusion could occur, as this part can also be called a wastegate solenoid. Same applies for data Scan data displayed on Volkswagen’s VAG-COM scanner—or any that emulate its functionality, such as the OTC Genisys—utilizes a similar logic, albeit numeric only. Data items are organized by three-digit “Group,” and then divided into four “Measuring Blocks.” Measuring Blocks can have varying functions (which are normally labelled on-screen). For fuel control data—familiar to many Brian Early is a full-time automotive technician in addition to his journalistic endeavours. techs as “fuel trim” or GM’s old “block learn and integrator”—the four boxes would represent (in order, from 1 to 4): Bank 1 additive (basically “short-term”); Bank 1 multiplicative (similar to “long-term”); Bank 2 additive; Bank 2 multiplicative. Without that kind of prior explanation, I’d probably only get a massive stress headache from trying to determine that one on my own! Luis suggests that appropriate Groups can be most readily determined by consulting the diagnostic fl owchart for a DTC relating to the intended item. Case studies too Brian Early bandb.early@sympatico.ca While Lindertech North’s location changed from Mohawk College in Hamilton to the Four Points by Sheraton by Toronto’s Pearson Airport, the high quality of the training did not. New Jersey’s Luis Ruiz proved his breadth of knowledge by presenting two very dissimilar courses: GM Duramax 6.6 Diesel, and Volkswagen Engine Controls. 34 | CarCare Business | December 2009 | www.autosphere.ca | Luis Ruiz, Volkswagen Engine Controls trainer at Lindertech North 2009, explains how to identify and diagnose VW coil-on-plug ignition systems. PHOTOS: BRIAN EARLY Although I’ve tried to share the most useful concepts here, Luis’ presentation also included several case studies, as well as analysis and diagnostic methods for several common VW Group component failures, including mass airfl ow and ignition systems. It turns out that while Luis’ New Jersey accent may make him sound like a Sopranostyle “Wiseguy,” this affable tech guru is actually just a wise guy.
Pierre Lalonde www.affi niagroup.com The kit is an effective and proven product that will correct rotor lateral run out. The brake align kit consists of a deluxe toolbox, a dial indicator gauge, hub cleaner pads, conical washers, and a black marker. A video is also included and these guys did an excellent job with it—it’s user friendly and simple to understand. Pulsation plus… Brake Rotors Correcting Lateral Run Out Affi nia currently offers a Brake Align starter kit that you will fi nd available in our tools and equipment line. It’s a valuable tool for a technician. We all know that pulsation, steering wheel shimmy, and, most importantly, poor stopping distances can be unsafe, annoying, and eventually become a costly comeback. Whenever a rotor pulsation is felt, in most instances, it’s just one rotor causing the vibration—I’ve never seen or heard of four rotors causing the issue. Disc align plates have been approved by GM since the year 2000 to correct lateral run out of the hub fl ange to the rotor hat of new or machined rotors. The disc align plates will allow you, as a technician, to meet the required maximum lateral run out of .002” or less. Brake Align is rotor science at its best and this latest technology has proven to be effective and reliable. In the past I have used the disc align plates on a few occasions and they’re awesome because they work. What I like about this new technology is that it does not require the use of an onthe-car brake lathe therefore it will not remove metal from the rotor because there is no machining involved. We often talk about drawbacks—on-car brake lathes are costly and it’s a substantial investment. The Brake Align kit is a minimal expense and requires very little technical training. The brake align plates come in different thickness sizes: .003”, 006” and .009”. You will be using the shim that will correspond with the total run out to be corrected. Installation procedures They’re very simple, but let’s go over the procedures. First of all, the shims are used on hubless rotors and are located between the hub and rotor. The rotors must be machined and the surface must be smooth and parallel. Make sure that the mating surface is clean—no dirt or other metal particles. You can also use the wheel hub cleaning pads which come with the kit. Mount the new or machined rotor onto the vehicle hub. Secure and tighten all the wheel nuts to the proper specifi - cations. Mount the dial indicator to the steering knuckle so that the stem of the dial gauge contacts the rotor friction area 1/2” below the rotor’s outer edge. Now is the time to rotate the rotor and note the lowest dial indicator reading and set the dial gauge to zero. Rotate the rotor once more and note the highest defl ection amount of lateral run out, then remove the rotor. Mark the rotor and stud to the exact location of the high spot. Select the correct Brake Align Correction Plate. Slip over the tapered correction plate between the hub and rotor—your point of reference is the “V” notch and the mark on the stud. Position the “V” notch towards the high spot. Re-check run out and road test the vehicle. Please note: do not reuse the correction plates and do not use more then one plate behind the hub and rotor. A word of advice ADVERTORIAL A brake job is not complete until time is taken to measure the lateral run out and the approximate time to check lateral run out is about 5 minutes or less. All you need to know about Brake Align can be found on www.brakealign.com. | www.autosphere.ca | December 2009 | CarCare Business | 35
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