Issuu

THE THREAT OF

Despite a coming importation ban, exposure could increase dramatically.

How will you protect yourself?

PLUS: n Bob Greenwoodâ€™s new column

JANUARY / FEBRUARY 2017

n Ride control = road safety n Product feature: power tools Canada Post Publications Mail Agreement No. 40063170

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Ask your Snap-on Franchisee or other sales representative for details.

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2017-01-23 5:58 PM

JANUARY / FEBRUARY 2017 | VOL. 3 NO. 1

CANADIAN AUTO REPAIR & SERVICE MAGAZINE

18 22

8 FEATURES

News: The Growing Threat of Asbestos

Canada announces an import ban – which could actually increase your exposure to the deadly substance over the next decade.

Talking Tech: Ride Control

Jeff Taylor explains why properly calibrated suspension components tame the ride… and maximize road safety.

COLUMNS

Service Notes

Allan Janssen on how to protect yourself from asbestos.

Greenwood’s Garage

A new column by management expert Bob Greenwood.

The Car Side

Rick Cogbill has more repair shop antics from Slumberland.

Product Feature: Power Tools

You’ve got questions about modern high-tech power tools for automotive repair shops. We’ve got answers!

DEPARTMENTS Letters.....................................................6 EyeSpy ....................................................7 In the News .............................................8 By the Numbers .................................. 15 Baywatch ............................................. 25 Advertiser Index ................................. 29

January / February 2017

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A REPAIR IS ONLY AS GOOD AS THE SUM OF ITS PARTS. LET US BE YOUR PARTNER IN QUALITY. When it comes to repairing BMW and MINI vehicles, only Original Parts are engineered and tested to HQVXUH WKH KLJK TXDOLW\ Ã€W DQG SHUIRUPDQFH \RXU FOLHQWV H[SHFW %\ FKRRVLQJ WR UHSDLU ZLWK 2ULJLQDO 3DUWV \RXÂ·OO DGG YDOXH WR \RXU EXVLQHVV DQG EXLOG ODVWLQJ UHODWLRQVKLSV ZLWK \RXU FXVWRPHUV 2UGHU 2ULJLQDO 3DUWV IURP D %0: RU 0,1, 5HWDLOHU DQG EHQHÃ€W IURP â€¢ 3UHFLVLRQ HQJLQHHUHG DQG WHVWHG SDUWV WKDW Ã€W ULJKW WKH Ã€UVW WLPH â€¢ $Q H[WHQVLYH VHOHFWLRQ RI ORFDO LQYHQWRU\ &URVV &DQDGD DYDLODELOLW\ ZLWKLQ KRXUV â€¢ 3DUWV EDFNHG E\ D OLPLWHG \HDU ZDUUDQW\ â€¢ 7HFKQLFDO VXSSRUW IURP IDFWRU\ WUDLQHG 3DUWV VWDÌ“ /HW XV KHOS \RX GHOLYHU WKH KLJK TXDOLW\ VHUYLFH \RXU %0: DQG 0,1, FXVWRPHUV GHPDQG 9LVLW bmw4ir.ca IRU D OLVW RI 5HWDLOHUV DQG WR OHDUQ KRZ SDUWQHULQJ ZLWK WKH %0: *URXS FDQ VWUHQJWKHQ \RXU FOLHQW UHODWLRQVKLSV DQG \RXU ERWWRP OLQH

BMW & MINI

Business with Independent Repairers. Â‹ %0: &DQDGD ,QF Â´%0:Âµ WKH %0: ORJR %0: PRGHO GHVLJQDWLRQV DQG DOO RWKHU %0: UHODWHG PDUNV LPDJHV DQG V\PEROV DUH WKH H[FOXVLYH SURSHUW\ DQG RU WUDGHPDUNV RI %0: $* XVHG XQGHU OLFHQFH Â‹ 0,1, &DQDGD Â´0,1,Âµ WKH 0,1, ORJR 0,1, PRGHO GHVLJQDWLRQV DQG DOO RWKHU 0,1, UHODWHG PDUNV LPDJHV DQG V\PEROV DUH WKH H[FOXVLYH SURSHUW\ DQG RU WUDGHPDUNV RI %0: $* XVHG XQGHU OLFHQFH

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EDITORIAL CANADIAN AUTO REPAIR & SERVICE MAGAZINE

EDITOR | Allan Janssen (416) 614-5814 allan@newcom.ca ASSOCIATE EDITOR/WEB EDITOR | Adam Malik 416-510-6763 adam@newcom.ca

Protect yourself!

CONTRIBUTORS | Alan Beech, Murray Voth, Camille Casse, Jeff Taylor, Rick Cogbill, John Fraser, Peter Carter.

The risk of asbestos exposure will increase before it ﬁnally fades away.

ART DIRECTION | Tim Norton/Janet Popadiuk (416) 614-5810 tim@newcom.ca

By Allan Janssen

MANAGING DIRECTOR, AUTO DIVISION & NATIONAL SALES | Kathryn Swan (416) 510-5221 kathryn@newcom.ca

The instinct for self-preservation is a powerful human motivator... but sometimes it short-circuits. You only have to search ‘wingsuit’ or ‘base jump’ on YouTube to watch people engage in incredibly dangerous activities in the pursuit of glory and attention. Adrenaline junkies routinely ignore the survival instinct and put their daring exploits ahead of personal safety. That kind of death-defying behavior is not normal, though. Most of us avoid risk when we see it coming. The trouble is we don’t always see it coming. That’s certainly true for the technician who hammers on a stuck part without protective eyewear, operates loud equipment without wearing earplugs, or handles dangerous solvents without gloves. Our cover this month demonstrates a piece of protective equipment that might become a much more common sight in automotive repair bays: a dual-cartridge respirator with the kind of P100 filter designed to catch fine particulates like asbestos dust. Exposure to asbestos is not a new threat for automotive technicians. But they could be forgiven for underestimating the risk. It has been decades since it was used in North American manufacturing plants as an ingredient in brake pads, clutches, hoodliners, gaskets, heat seals, valve rings, and packing materials. They thought it was no longer a factor. The trouble is that asbestos still comes into our country embedded in imported auto parts. And since the United States recently shut the door on asbestos-laden imports, we’re almost certain to see an explosion of them in this country over the next 10 months

NATIONAL SALES | Juan Diez (416) 510-5203 juan@newcom.ca QUEBEC & EASTERN CANADA SALES DIRECTOR | Denis Arsenault (514) 947-7228 denis@newcom.ca ADVERTISING PRODUCTION MANAGER, PRINT/DIGITAL | Alicia Lerma (416) 442-5600 ext. 3588 alicia@newcom.ca PRINT PRODUCTION MANAGER | Phyllis Wright (416) 510-6786 pwright@annexnewcom.ca CIRCULATION MANAGER | Lilianna Kantor (416) 614-5815 lily@newcom.ca CARS magazine is published monthly except for January and July by Newcom Business Media Inc., 80 Valleybrook Drive, Toronto, ON M3B 2S9. The magazine serves the Canadian automotive repair and service industry. Subscriptions are free to those who meet the criteria. For others: single copy price: $7.00 plus tax; one-year subscription in Canada: $53.95 plus applicable tax; 2-year subscription in Canada: $84.95 plus applicable tax; one-year subscription in U.S: US$95.95; single copy price: US$10.00; one-year subscription in all other countries: US$97.95. Copyright 2017. All rights reserved. The contents of this publication may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in CARS. The publisher reserves the right to refuse any advertising which in his opinion is misleading, scatological, or in poor taste. Postmaster: send address changes and undeliverable Canadian addresses to Circulation Dept., CARS, 80 Valleybrook Drive, Toronto, ON M3B 2S9.

VP, OPERATIONS | Melissa Summerfield VP, EDITORIAL | Rolf Lockwood PRESIDENT | Joe Glionna CHAIRMAN | Jim Glionna CORPORATE OFFICES HEAD OFFICE 451 Attwell Dr., Toronto ON M9W 5C4 Telephone: 416-614-2200 Facsimile: 416-614-8861

REGIONAL OFFICE 80 Valleybrook Drive, Toronto, ON M3B 2S9 Telephone: 416-442-5600 Facsimile: 416-510-5169 Member of the Audit Bureau of Circulations Newcom Media – Publications at 80 Valleybrook Customer Number: 4006214 Publication Mail Agreement #40063170 Print edition ISSN 2368-9129 On-line edition ISSN 2368-9137 We acknowledge the ﬁnancial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.

until our own importation ban kicks in, in 2018. There will probably be some pretty sweet deals on imported brake pads in 2017. The world’s inventory has to go somewhere, and Uncle Sam ain’t taking any more. Canada is likely to become the North American dumping ground for asbestos. Will you be buying it? I hope not. For the sake of your fellow workers and their families, I hope you’ll stick with brands that are 100% asbestos free. We don’t need to add to the millions of asbestos-laden brake pads that are already on Canadian roads, breaking down under the heat and strain of sudden stops, and contaminating the air with carcinogenic particles. The threat of exposure is very real to technicians, who tackle brake job after brake job and then go home to their families, still wearing their contaminated clothing, passing on a little asbestos when their children give them a hug. It will be 2030 before we can be relatively certain that the brake pads on Canadian vehicles are free of asbestos. And given that the effects of asbestos exposure can take 30 years to reveal themselves, it’ll be 2060 before we can sound the all-clear. We’re going to be dealing with this for a while! I know it’s impossible to insulate ourselves from danger at all times. But for the sake of those we love, we need to minimize our exposure to asbestos. That means protecting ourselves, leaving our work clothes at the shop, and not buying the cheap import parts that are causing our state of high alert. Please let me know what you think. You can reach me at allan@newcom.ca.

January / February 2017

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LETTERS Ontario needs tighter rules on who does safety work Are other techs and shop owners concerned about the fact that repairs required to pass an Ontario Ministry of Transportation (MTO) safety check can be done by anyone with a wrench and access to a parts store? When a vehicle returns to us for a recheck, we now become quality control inspectors for other people’s work! I believe all safety-related repairs should have to be done at MTO-licensed shops, and if it goes to another location for a recheck, the repair order should follow so it can be properly accounted for. Ontario’s new regulations are supposed to improve accountability, but this seems to an oversight. Wayne Quigg Art Quigg’s Service London Ont.

Maintenance is critical to avoiding costly repairs

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Your article on chemicals and additives (Be the Expert, May 2016) could have pointed out another primary driver for factory maintenance schedules: to limit the liability to the OEM during the warranty period. We all know that old adage “pay me now or pay me later.” When you do little to no maintenance early in the life of the vehicle, it is clear that systems will fail sooner and cost more to repair. Every sub-system on a vehicle has a life cycle that needs to be carefully monitored. The problem is in how that is presented to the owner. Too often shops wait until an immediate decision needs to be made, which doesn’t allow the customer the ability to budget the time or money. Kim Stankiewicz Performance Initiatives Kitchener, Ont.

Oxygen causes corrosion in brake systems… not water Thank you for your article on chemicals and additives. Unfortunately, there are some misconceptions about brake fluid. Yes, it is hygroscopic, meaning it absorbs moisture and, at some point, it could have a wet boiling point that

is below the DOT standards. Independent testing, however, reveals that the chance of having a boiling point below DOT standards is less than 0.01%. It is also important to note that moisture in brake fluid does not cause corrosion. A small amount of moisture is expected and helps to prevent corrosion. What actually causes corrosion in a brake system is oxygen. The oxygen is first an oxidizer for the copper coating on the inside of brake lines. Once the copper corrodes, it becomes the oxidizer for iron in a process called galvanic corrosion. There are copper test strips available to determine when brake fluid no longer meets DOT standards. The same independent studies that reviewed boiling point also considered copper corrosion. The studies found that at least 40% of vehicles on the road today have brake fluid which no longer meets DOT FMVSS standards for corrosivity. Jeremiah Terry Phoenix Systems St. George, Utah

Safety glasses are a not an option in my shop I noticed that in your Picture This! section in the December issue, not one of the technicians is wearing safety glasses. This is a health and safety nightmare! That may be “a day in the life” of their shop, but not where I work! Maybe the winners should have been picked with safety in mind. Tim Wells London, Ont.

Missed appointments are inconvenient and disrespectful! Is it just me or do a lot of shop owners have customers who do not seem to respect appointments? I’m frustrated that some people don’t call ahead to cancel… they simply don’t show up. Meanwhile I have other customers who are waiting for an appointment! Instead of being busy, I have a lot of down time because those who had appointments didn’t show up! I see this as very

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disrespectful. The same thing goes with courtesy cars that I lend out always coming back empty! It’s like being in a kindergarten sometimes!

amount of the correct oil. Despite how far overdue many vehicles are when they finally come into the shop, most of the time, they’re not letting their owners down.

Jeffrey Custrin Mecanique JMJ Inc. Delson, Que.

Is TPMS replacement mandatory in Canada?

More frequent oil changes are good for the vehicle After 40 years in the business, I take exception to Jeff Taylor’s notion that the 5,000-km oil interval is obsolete (“Extended Service Intervals,” December 2016). I see too many engines with scuffed lifter bores, pistons, misfires at idle, sticky lifters, worn timing chain guides, sludging of engines (across all makes), and ethanol in the fuel – all of which can be traced back to extended service. The oil change is one of the cheapest things we can do to make engines last. Ernie Jakubowski Mantis Sport Oakville, Ont.

Jeff Taylor responds: I’ve really thought hard about this one. I think many shop owners are nervous because customers are not coming in as often. But the fact is today’s vehicles are more than capable of extended service intervals – as long as everything is maintained and the engine has the proper

I’ve been told that it’s the law in Canada for tire-pressure monitoring sensors to be installed whenever tires are swapped out on a vehicle that has factory-installed TPMS. In fact, I’ve even heard of a lawsuit against a tire shop for not doing this. I haven’t been able to find anything about this. I don’t disagree that TPMS should probably be operational but is replacing them mandatory? Jamie Weisler Elgin Transmission St Thomas, Ont.

Allan Janssen responds: We’ve been unable to verify any stories of shops being sued for not installing TPMS. Having said that, a lot of shops do insist on selling TPMS when they swap out tires or install winter tires. If any other readers have thoughts on this topic, please weigh p g in.

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Think you forgot something? The owner of this 2000 Silverado had “Backyard Bob” do his rear brakes. When the team at Hilltop Autopro in White Rock, B.C. took the wheels off, they found that the disc part of the rotor/drum combo was completely missing, and one of the pads was installed backward! Thankfully the customer agreed to have the brakes properly repaired. Have an interesting picture to share? Send a high-resolution image to allan@newcom.ca

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January / February 2017

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NEWS

End of the road for asbestos? Ban on asbestos imports is set to kick in at the end of this year… but contaminated brake pads will still be on countless of vehicles for years to come. By Allan Janssen Industry watchers are praising the federal government’s long-awaited announcement that products containing asbestos will be banned from importation starting in 2018. The year-long lead time, however, has some worried that over the next 10 months Canada could become a dumping ground for asbestos-laden auto parts like brake pads. The comprehensive ban on asbestos will include: • creating new regulations that ban the manufacture, use, import, and export of asbestos under the Canadian Environmental Protection Act; • establishing new federal workplace health and safety rules that will drastically limit the risk of people coming into contact with asbestos on the job; • updating the country’s international position on asbestos before next year’s meeting of signatories to the Rotterdam Convention, an international treaty governing the movement of hazardous materials; and • raising awareness of the health impacts of asbestos. About 60 other countries have now outlawed asbestos. And, while North American brake pad manufacturers phased out the use of the hazardous ingredient decades ago, there are still countless asbestos brake pads and linings in use on Canadian vehicles – thanks to offshore manufacturers that

Justin LePage, a licensed technician at Beech Motorworks in Hamilton, Ont., is kitted out for safety as he checks a set of brake pads.

still use asbestos. Rick Jamieson, president and CEO of ABS Friction, has been waging a battle against the dangerous product for years. While he welcomes the announcement of an import ban, he says the measure of its success will depend on the details. “Is it just going to be a general ban on asbestos that comes in after an effective date? What will they do with respect to inventory that’s in the field? It could potentially be on an aftermarket shelf for years to come,” he said. Because of comprehensive bans on asbestos in California and Washington in 2015, the other 48 American states have signed a memorandum of understanding, effectively eliminating the market for asbestos pads in the U.S. The situation has fueled concerns that Canada will become a repository for the world’s asbestos-laden inventory. Indeed, recent reports suggest there has been a marked increase in imports of offshore brake pads. Jamieson points out that brake pads made of asbestos pose no risk until they’ve been installed and start to wear. “Technicians strip down the brake,” he said, “and then they’ll use an air gun to clean it off. Suddenly they’re blowing asbestos all over the place and being

exposed to it. It’s a pretty sad state of affairs.” He urges automotive service providers not to purchase or install pads that may contain asbestos, treat every vehicle as a potential asbestos carrier, and wear protective equipment when doing brake work. Furthermore, he believes the Canadian government should follow California and Washington’s lead, and ban chromium, mercury, copper, cadmium, lead, and zinc from brake pads. Dr. Cheryl Peters, who works with Carex Canada, a multi-institution research project that combines academic expertise and government resources to monitor carcinogens in Canadian workplaces, agrees that asbestos remains prevalent in workplaces. She advises that unless a product package clearly states that the product is asbestos-free, technicians should not assume a product is safe. The government’s pledge to ban asbestos imports came soon after it received an open letter from 68 groups and 50 individuals requesting such action. The letter from the Registered Nurses’ Association of Ontario, the Canadian Teachers’ Federation, and many large unions, contained the

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signatures of prominent doctors, scientists, and family members of those who have died from asbestos-related diseases. It pointed out that the deadly effects of exposure to asbestos may not be seen for a long time â€“ 20 to 30 years is not uncommon for mesothelioma to be diagnosed, which ultimately means that even though a ban will be in place in 2018 in Canada, people will still continue to die from exposure for many years to come. The Automotive Recyclers of Canada (ARC) says it strongly supports the federal governmentâ€™s announcement. â€œEvery year approximately 1.6 million vehicles reach their end-of-life in Canada,â€? the group says. â€œAmongst materials (that) automotive recyclers must also contend with are brake pads that may contain asbestos.â€? ARCâ€™s managing director Steve Fletcher says his members are routinely exposed to asbestos particulates during

Asbestos facts â€˘ More than 2,000 people die every year in Canada from diseases caused by exposure to asbestos, such as mesothelioma, lung cancer and asbestosis. Asbestos exposure is the number one cause of occupational death in Canada, and since 1996, asbestos-related diseases have accounted for about a third of the workplace deaths recVery small ognized by workerâ€™s compensation boards. and extremely â€˘ More than $250 million worth of asbestos and asbesdangerous: a tos-containing products entered Canada between 2004 close-up of anthoand 2014. phyllite asbestos fibers. â€˘ More than $100 million in asbestos brake pads and linings in the past decade, enough for about a million sets. â€˘ Concentrations of asbestos in brake pads can range from 30 to 80 per cent. â€˘ The U.S. Environmental Protection Agency reports dust found in shops and garages contained between 2.26 and 63.8 per cent asbestos. It also found significant amounts of asbestos in six out of nine brake jobs examined. â€˘ Also, according to the EPA, asbestos fibers tend to linger in the air long after a job is done and can spread almost 23 meters from the work area.

the removal of brake pads from end-oflife vehicles. â€œ(The governmentâ€™s) announcement is a tremendous step forward in

protecting the health of workers that dismantle and recycle ELV,â€? he says. â€œThis policy change could not have come soon enough.â€?

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WE DON’T JUST

MAKE TOOLS.

No other brand of hand tools in the world has the reputation for quality and innovation that Snap-on® does. Which is why they either fill the tool boxes of serious technicians and car enthusiasts. Or they fill their wish lists.

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NEWS

A PROGRAM THAT WILL HAVE YOU CHANGING MORE SHOCKS AND STRUTS Snap-on dealer Mark Todd hands over the keys to Jason Mancinelli’s new toolbox.

Top tech wins colorful prize Jason Mancinelli now has a vibrant orange Snap-on toolbox to go with the canary yellow one he bought years ago. The newly named Canadian Technician of the Year received a Masters Series roll cab (KRL722BPQA) during a recent presentation ceremony at his shop, Driven Automotive, in Regina. It was the top prize in the annual competition which last year drew 44 nominations from across the country. Mancinelli, a shop owner and gifted diagnostician, said he won’t have any trouble filling the box.

CARS editor Allan Janssen (left) presents the new Canadian Technician of the Year, Jason Mancinelli, with a certificate commemorating his achievement.

“The way automotive technology is changing, you always have to have the latest tools and equipment to do the job,” he said. Ray Lavender, marketing communications manager at Snap-on Tools of Canada, said it’s always impressive to meet a technician who wants the latest equipment and looks forward to working on the most sophisticated vehicles. “They’re the guys we want to align with. They’re the pinnacle of the industry. The Canadian Technician of the Year is that guy, vetted by his peers and the magazine to be at the top of his game,” he said. The Canadian Technician of the Year award is also sponsored by lubricants company, Total Canada. Company president Frank Bagouet, said Total has a long history of promoting and supporting excellence. “We are proud to be part of this event,” he said. “It is a real celebration of the industry.” Mancinelli also won a free pass to this year’s Lindertech training conference in Toronto.

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When the hard part repair just isn’t an option... HEAD GASKET SEALER SEALE Part #00213 | 32 Oz. | Made in the USA

BlueDevil Head Gasket Sealer will repair and sea seal leaks in blown head gaskets, warped or cracked heads, heater cores, and freeze plugs. BlueDevil contains no solid or particulate matter, and will not clo clog or harm your engine. It bonds to metal, aluminum, cast, alloy, or plastic, aand it’s safe and easy to use. BlueDevil is compatible in gasoline and diesel engines. It stops leaks permanently. • Permanent repair for head gaskets, warped or cracked cra heads, heater cores, and freeze plugs • Contains no solid or particulate matter that can hharm a vehicle’s engine • Alternative solution for costly and time-consuming time-consumin repairs

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NEWS

AIA’s revived ASP Council set to tackle industry issues By Allan Janssen

THE POWER OF STAINLESS STEEL

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Service Information Standard (CASIS) – the voluntary agreement that was meant to settle the “right to repair” issue. “That was the first thing that everyone agreed on,” says France Daviault, AIA’s senior director of stakeholder relations. “It was the council’s top priority. So, obviously something is not working well with right to repair.” AIA has hired a consultant, Matthew Scott Marketing, to survey shops and find out if what was agreed upon is really available or if there are still barriers to accessing repair information. “If everything were working well, it would not have been the top priority of the ASP council,” says Daviault. “It may need to be tweaked given the new technology that is coming out.” Tremblay also believes the industry’s public image needs to be polished. “One of our goals might be to ensure that the Red Seal program is seen as a prestigious certification that brings greater status and respect to automotive service technicians,” he said. “We want consumers to see the Red Seal and feel confident about leaving their cars there.” Daviault says that, whatever the council decides to pursue, it will be results driven. “The last thing we wanted was to invite a bunch of people to be on this council, and then nothing ends up getting done. We want it to make a difference.”

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Spurred by concerns for the health of the independent auto repair sector, the Automotive Industries Association of Canada has brought back its Automotive Service Provider (ASP) council. The council, which was most active several years ago during negotiations with car makers over access to service information, fell dormant shortly after that issue seemed to have been resolved. But recent concerns about how well the voluntary agreement is actually working – combined with a recognition that rapidly evolving automotive technology is placing huge demands on an industry already facing a significant skilled labor shortage – have sparked a determination to revive the council. “It’s all about sustainability in our industry,” says council chairman Ron Tremblay, owner of The Garage in Vancouver. “We’re facing some pretty big challenges, and there’s value in getting service providers together from all corners of the country to offer their insights and feedback.” Tremblay says AIA brings a lot of experience to the table, as well as the support of major industry players. “This is new, to have input from shops on the real concerns of the industry, so that the AIA can better understand the marketplace and bring our concerns to Ottawa and to the provinces,” he said. “When AIA speaks to politicians, it will be advocating for service providers, as well as its own members.” Officially, the ASP Council’s mandate is to bring shop owners and provincial ASP associations together with warehouse distributors, manufacturers, and major retailers to develop strategies to address issues like skilled labor, emerging technologies, public image, and market trends. Already, the council has launched a review of the Canadian Automotive

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NEWS

By the NUMBERS Stats that put the North American automotive aftermarket into perspective.

1.95 MILLION

Number of light vehicles sold in Canada in 2016, up 2.7% over 2015 sales. The Detroit 3 were the big winners, with Ford, FCA, and GM in the top three spots. Toyota was in fourth. DesRosiers Automotive

17.55 MILLION

Number of light vehicles sold in the U.S. in 2016 – a new record. Sales edged out the previous record of 17.47 million units, set in 2015. Autodata Corp.

29%

vehicle at FORD F-150 The the center of the most online searches in Canada during 2016. Other vehicles in the top 10: Ford Mustang (#2), BMW 3-Series (#3), Honda Civic (#4), and Chevrolet Corvette (#5). autoTRADER.ca

2.7 million

$7.4 billion

Number of listings in eBay’s auto parts category, as of mid-2016.

Percentage of those polled who rated the trustworthiness of “auto mechanics” as high or very high. That’s number has been climbing steadily since 2000 when only 22% of respondents rated them highly or very highly trustworthy.

Value of auto parts sold online in 2016. Jefferies, the global investment banking firm based in New York City has warned investors that Amazon and other online sellers have now reached the critical mass to hurt the three largest auto parts retailers.

ZERO

Gallup Honesty and Ethics Poll

Hedges and Company

40%

Percentage of cars in the European Union with gasoline direct-injection technology – about 2.4 million units – in 2016. That’s up from just 232,000 units (3%) in 2005, according to the 2016-2017 European Vehicle Market Statistics report. International Council on Clean Transportation

Number of years that “Business interruption” has topped the list of global business risks. In a survey of 1,237 risk experts from 55 countries, 37% of respondents were concerned about supply chain vulnerability. Other concerns included: market volatility (31%), cyber incidents (30%), natural catastrophes (24%), and regulatory changes (24%). Allianz Risk Barometer 2017

Investors.com

Number of V-8 engines on Wards list of the top 10 Best Engines of 2017. It’s the first time in 23 years that a V-8 failed to earn a spot on the list. The Class of 2017 in alphabetical order: • 3.0L Turbocharged DOHC I-6 (BMW M240i) • 1.5L DOHC 4-cyl./Dual Motor EREV (Chevrolet Volt) • 3.6L DOHC V-6/Dual Motor PHEV (Chrysler Pacifica Hybrid) • 2.3L Turbocharged DOHC 4-cyl. (Ford Focus RS) • 2.0L DOHC 4-cyl./Dual Motor HEV (Honda Accord Hybrid) • 1.4L Turbocharged DOHC 4-cyl. (Hyundai Elantra Eco) • 3.0L Turbocharged DOHC V-6 (Infiniti Q50) • 2.5L Turbocharged DOHC 4-cyl. (Mazda CX-9) • 2.0L Turbocharged DOHC 4-cyl. (Mercedes-Benz C300) • 2.0L Turbo/Supercharged DOHC 4-cyl. (Volvo V60 Polestar) 2017 Wards 10 Best Engines

January / February 2017

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GREENWOOD’S GARAGE

Under

audit

Completing a ‘Business Opportunity Audit’ needs to become a regular part of our long-range planning process if we’re going to meet new challenges. By Bob Greenwood

Everyone is becoming very aware of the many challenges that lay ahead for the independent aftermarket… and if that makes you nervous, let me assure you that challenges can turn into incredible opportunities when approached properly. For example, much is being made of the fact that our field of expertise – which used to be considered a ‘trade’ – has really joined the ranks of serious professions. If nothing else, our contribution to a healthy national economy certainly gives us that status. But in addition, our facilities and business processes are increasingly professional, and we have a growing understanding of and reliance on emerging technologies. So we’re no longer just “tradespeople” but true professionals. And as professionals, we must meet higher expectations and new standards of excellence

in order to impress today’s consumers. This change, from trade to profession, brings enormous benefits to our industry. Not only will our income levels rise to mirror other high-end sectors of the economy, but our improved image will attract millennials in much greater numbers. When young workers see the exciting technology that they would get to work with on a daily basis and the unique opportunities they would be exposed to, they will be eager to get involved. That, in turn, will help move our sector forward. Exciting days are ahead, but detailed planning is still required to ensure we embrace the future. To get you started on this planning, consider the following list of challenges we all face. Think about how each one affects your business… and then try to

find a solution that allows your shop to meet the challenge and move forward with confidence. This is a “business opportunity audit” and it needs to become part of your long-range planning process.

Increased competition and shrinking margins. The old model of relying on car count has given way to a new model of selling knowledge. Billed hours must become our primary focus. To achieve this, it must be recognised that building relationships and earning trust is vitally important. We need to educate our clients about the value of an annual comprehensive inspection. The goal is to have an accurate picture of the condition the vehicle, with particular emphasis on safety and

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reliability. You can then counsel your client on the timing of any required work, based on how they use the vehicle and how much they typically drive. Vehicle maintenance is key to getting the most out of that vehicle.

Changing consumer demands. We need to better understand our target clients… who they are, why they buy, and what they really want. Analyze your database to figure out who your top clients are, and what type of work they’ve had done on their vehicles. Are they break-down-and-repair clients? Or are they preventive-maintenance clients? You have a solid relationship with all these people, so perhaps it’s time to have a conversation with them about why they come to your shop and what they’re looking for long term. These are the people who most likely will recommend you to their friends and family… so listen carefully, take notes, and improve your service levels to meet their expectations.

Communicating value. If yours is like most Canadian shops, some of your current and target clients are not aware of what makes your shop “uniquely” different. This should be where your advertising or marketing dollars are spent. Differentiate yourself from the dealerships… and put it in writing. Make sure your clients experience that difference. Differentiation is a key value. If you make the visit a positive experience, your clients will look forward to dealing with you.

Charging properly. Many owners don’t charge as much as they should because they lack confidence in their service. Get your emotions in check! Do the math, and establish the right labor rates, based on the skill of your staff and the value you bring to your clients. Review your structure to make sure you have the right rates in place for maintenance, diagnostics, and reflash work. Once

again, educating the client is critical. Your labor rate represents your shop’s competency. You’re in a knowledge-based business and the people you employ – from the technicians out back to the counter staff up front – bring tremendous value. Want to prove the point? Introduce your clients to the technician who will be working on their vehicles. A two-minute conversation will convey your confidence in your staff, and give your clients greater assurance that their vehicles will be handled by a true professional. This strategy is a proven relationship-builder.

Poor image and damaged trust. Our industry faces a lot of unflattering preconceived notions that we must overcome in order to create client confidence. Believe it or not, this is a great opportunity for us in the independent sector. We just need to slow down long enough to engage with each client in a constructive and positive way. Review all the facts you have on that client, proving that you understand their situation and their expectations for their vehicle. Manage each account according to facts, such as how they use their vehicle and how long they want to keep it. Remind them that your recommendations are based on safety and reliability.

Your business opportunity audit should reveal many exciting possibilities. Creating a written business plan is one of the greatest exercises in a business opportunity audit because it involves the five building blocks for any successful, profitable endeavor. 1. Vision. What will the business look like in three years? This covers everything from the facility to the staff and how work flow is managed to maximize the bottom line. How will it differ from today?

2. Talent. Do you have the right people in place to fulfill that vision? Have you got the required depth of knowledge on your team today? If not, is training available and does your staff have the desire to learn? 3. Faith. Does your staff believe in your vision? In other words, are they motivated because they like the direction the business is going? Do they want to be part of it? Never ask them to merely “buy into” the vision. It is much more important that they believe in it. 4. Resources. Can you provide everything they’re going to need to achieve the vision? This involves everything from tools and equipment to software and supplies. Everything must be efficiently laid out to maximize productivity. 5. Measurements. You’re going to need a document that helps you measure your success as you move the business forward. Figure out what you need to track and then monitor your progress very carefully. This document will either confirm that your journey is going in the right direction, or it will point out where attention must be paid to keep things on track. Your business opportunity audit should reveal many exciting possibilities. Approach it with a positive mind-set and get the whole team involved – especially those millennials who love to be part of the building process. It will confirm to you that you’re truly in control of your own business. Figure out where opportunities lay and you’ll be on your way to capturing them. Think of this as the start of the future. Lay down a solid foundation of thought and planning now, and the next three to five years will be an incredible and exciting journey.

Bob Greenwood is a management consultant and business advisor specializing in the automotive repair and service industry. You can reach him at greenwood@aaec.ca.

January / February 2017

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TALKING TECH

It’s all about

But effective ride control is only possible if every component is operating within specifications. Wear or damage on even one individual part can compromise the entire suspension system. From a service and maintenance perspective, failing tie rod ends, separated ball joints, broken coil springs, and torn control arm bushings are fairly easy to spot. Worn shocks and struts are not always so obvious. Unless they’re leaking, seized, or making noise, they might seem perfectly fine. That’s why strut and shocks manufacturers recommend replacing them any time after 80,000 kilometers. (And even sooner if conditions warrant.) Does that seem early to you? Most technicians and customers generally find it difficult to believe that something that doesn’t show any physical signs of deterioration can, in fact, be worn out. Understanding why this can be the case starts with knowing what’s going on inside the component itself. Most common strut or shock assemblies consist of a simple oil pump that works under two distinct situations: compression and rebound. They’re designed to slow down spring and suspension movement, to provide the driver with the best possible vehicle control and ride comfort. A typical strut or shock will oscillate an average of 1085 times per kilometer, even on a smooth road. That’s as many as 86 million cycles over 80,000 kilometers – an awful lot of punishment causing steady – often invisible – deterioration of the strut or shock. So, what actually causes a strut or shock to wear out? Each manufacturer has proprietary parts, pieces, and designs but they all have a similar basic assembly with comparable components that work in similar fashion. Most strut or shock

C O N T RO L |

Properly calibrated suspension components not only tame a wild ride… they maximize road safety. By Jeff Taylor

he vehicle’s suspension system is designed to keep the tires in constant contact with the road and provide optimum traction during acceleration, braking, cornering, and all the other situations that arise in day-to-day operation.

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This strut is heavily corroded and seeping oil.

assemblies are composed of a piston, a tube, oil, some form of valving, gaskets, seals, and possibly a gas. Inside the strut or shock, the piston moves up and down, forcing oil through the valve assembly to dampen the vibrations of the spring supporting the vehicle’s weight and the irregularities of the road surface. As the piston moves up and down, wear occurs on the sealing surface between the piston seal and the tube. This wear can eventually allow oil to bypass the valving and pass between the piston and the tube. If the suspension bottoms out (due to rough roads or overloading situations), the piston or the valving can be damaged. The oil inside the strut or shock can also become contaminated with debris – either entering from the outside through a faulty seal, or stemming from internal component failure. The oil itself can also wear out over time. The operation of the strut or shock will generate heat which ultimately depletes additives and changes the viscosity. Inside a new strut or shock, the oil requires a specific viscosity (again proprietary) and may be synthetic and even multi-weighted (similar to engine oil changing viscosity as it heats up or cools off) to deal with different vehicle

operational characteristics. But if the oil’s viscosity changes due to wear, overheating, or contamination, this can have an adverse effect on the strut or shock’s operation. If the strut or shock is a gas-charged type, the gas charge can escape or leak. This gas is used to reduce oil foaming and aeration caused by cavitation as the oil is forced through the valving assembly. If the gas charge leaks away, the strut or shock may overheat and its function will be reduced. So, as you can see, a lot of things can contribute to diminished suspension performance. And the insidious part of suspension wear is that it accelerates wear on other vehicle components.

This strut again shows heavy corrosion but no leak yet.

If the strut or shock isn’t properly dampening the suspension or if it allows excessive movement, everything attached to the suspension is going to experience accelerated wear and tear. Ball joints, control arms, bushings, and even the coil springs are just a few of the parts that must move more and deal with harsher vibrations and impacts. The result is quicker wear. Increased front brake wear due to excessive weight transfer and tire wear can also be directly related to worn struts or shocks. Tire movement needs to be kept under careful control. Any excessive movement typically leads to

cupping or scalloping, an uneven tire surface which not only reduces traction but also creates annoying driving noise. In addition to accelerated component wear, worn suspension parts will lead directly to reduced vehicle control. This is the area of greatest concern. Tires have to grip the road surface firmly at all times for the best traction. If the struts or shocks are worn and allow more up and down movement of the tire, the vehicle’s ability to grip the road decreases. This traction loss can be seen under a number of common operating conditions, but most notably during braking. As the brakes are applied, momentum and inertia transfers the vehicle’s weight to the front wheels. This weight transfer is dealt with using the compression part of the front struts or shocks and the rebound portion of the rear struts or shocks. A panic stop will quickly transfer the vehicle’s weight to the front, removing weight from the rear wheels and lowering their tractive force. This situation is only made worse if the struts or shocks allow too much weight transfer to the front wheels. This can increase stopping distances by as much as 12% and that’s with struts or shocks working at 50% efficiency. Another common issue of worn struts or shocks is that the vehicle will tend to nose-dive during a normal stop. As the vehicle’s front brakes begin slowing the vehicle, inertia keeps the body moving forward, forcing the front of the vehicle down and raising the rear. This imbalance leads to decreased rear brake effectiveness and increased front brake wear. It will also reduce vehicle control and brake balance, especially under slippery road conditions. The opposite situation can occur during heavy acceleration. It’s called acceleration squat, as inertia raises the front of the vehicle and compresses the rear. The rise in the front end is controlled using the rebound segment of the front struts or shocks control valving. If the front end of a front-wheel-drive vehicle January / February 2017

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TALKING TECH

America’s leading international trade fair for the automotive service industry targeting trade visitors from the US & Canada

Exhibition: July 26-28, 2017 Training: July 27-29, 2017 McCormick Place West Chicago, IL USA

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If the dust boot is starting to come apart, the inside components of the strut can’t be far behind.

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rises too much or too fast, the result could be loss of traction and reduced steering control. Body roll is controlled by the strut or shock assemblies as the vehicle is cornering, turning, or dealing with a heavy cross wind. The strut or shock controls the weight transfer during these events, as inertia tries to put more weight on either one side of the vehicle or a particular corner. If this weight shift is not properly controlled by the struts or shocks, steering corrections must be performed by the driver and these corrections can become difficult to perform without suddenly having to slow down. The bumps and imperfection in the roads surface are transferred to the tires and are dealt with by the strut or shock assemblies, limiting the effects of this ride harshness on the passengers and the driver. If the ride quality is too harsh, rough, or noisy, driver fatigue can become an issue that leads to lack of vehicle control. Checking a vehicle’s suspension and its related components has always been important. The performance of the struts and shocks depreciates gradually – almost imperceptibly – over time. Most drivers simply adapt to this wear and the driving conditions that

accompany it. But with so many vehicles incorporating automated technologies like active cruise, anti-rollover systems, and automatic emergency braking, struts and shocks must perform flawlessly. Without them safety systems won’t work as designed. Some customers will realize that their stopping distance has reduced over time or that their vehicle doesn’t corner as well as it once did on a highway off-ramp, but these drivers are not the norm. Most are oblivious. Simply bouncing a vehicle in the parking lot may indicate a strut or shock failure due to increased oscillations but this test is far from accurate. Typically, it only identifies struts and shocks that have totally failed. There are now electronic suspension testers that can test the compression and rebound of a vehicle’s suspension. Some are drive-on, others are hand held… but they’re not 100% accurate and there are no OEM specifications for this type of test equipment or measurements. Irregular tire wear or increased brake wear are good indicators of worn struts or shocks, but a road test by an experienced technician that understands how the vehicle is designed to perform is still the most effective diagnosis. And customer education on the facts about strut and shock wear is an ongoing need. Remember that struts and shocks enhance the vehicle’s ability to stop, turn, and maximize tire contact with the road – factors that keep the driver in control of the vehicle. This is not simply about offering a comfortable ride, as most of our customers think. It’s all about road safety.

Jeff Taylor is a former Canadian Technician of the Year, and lead technician at Eccles Auto Service, in Dundas, Ont.

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The

AUTOMOTIVE SERVICE PROVIDER Council

Giving a voice to the automotive service and repair sector within the broader Canadian aftermarket sector. Stay up-to-date on ASP Council activities, follow us on Facebook and Twitter or sign-up to our mailing list.

The Automotive Industries Association of Canada www.aiacanada.com/signup-for-our-newsletter/ | @aiaofcanada

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PRODUCT FEATURE

FAQ: Power Tools You’ve got questions… we’ve got answers on how to bring more power to your repairs.

I’m considering cordless tools, but worried that recharge time could reduce productivity. Is this a valid concern?

Recharge times have gone down dramatically over the years, as manufacturers have turned to new technologies to keep their tools functioning longer and without a loss of torque. Snap-on’s 18-volt Lithium Compact Cordless 3/8-inch impact tool (CT8810A), for example, offers the convenience of a slender design and balanced ergonomic control, without sacrificing long performance time. “With the CT8810A, service technicians can work cordless longer,” says Snap-on product manager Rodger Isetts. “The rapid 55-minute charge time keeps techs performing efficiently and the high-capacity 4.0 Ah 18 Volt battery provides ample run-time.” It even includes a second 4.0 Ah battery so you’re able to keep working while one battery is on charge.

The range of adaptability is quite wide on some tools. Easy adjustment ensures that productivity doesn’t suffer. Milwaukee says its M18 FUEL compact impact wrench with “One-Key” technology is the industry’s first to be customized, tracked and managed through a wireless connection to a smartphone. The “Tool Control” allows you to access predetermined setups for specific fasteners and materials, or program your own settings to have complete control over output speed and power for the application at hand. Up to four custom profiles can be saved in the tool’s memory so connection to the smartphone is no longer necessary. Going from one setting to another can be done with the touch of a button. Custom profiles are also saved in the cloud so you can access them at any time.

Different tasks require different torque and speed settings. Is there an easy way to program the correct settings on an impact wrench?

Does the convenience of cordless tools come at the expense of power and performance?

Not any longer. You can now source cordless air tools with superior power and battery performance for increased productivity, durability, ease of use and mobility. One example is the CP8848 1/2” impact wrench from Chicago Pneumatic which boasts a custom-designed motor and durable gearbox that provides 775 ft-lbs. (1,050 Nm) of torque and weighs just 6.9 lbs. (3.1 kg). Power is provided by advanced lithium-ion batteries which feature triple protection circuitry and individual cell monitoring to prevent overheating and overloading during extended periods of use.

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Shrinking engine compartments are making it tough to use traditional impact guns. Are mini drivers powerful enough for most automotive work?

Mini impacts are gaining in popularity for obvious reason… and smaller size doesn’t necessarily have to mean smaller impact. Monster’s new 1/2” mini composite impact wrench (MST7126), for example, weighs only 2.9 lbs yet produces 500 ft-lbs of torque in only 5 seconds (with 600 ft-lbs max torque). It has a short nose and the total length is only 4.4”. Its small size, lightweight composite body and low vibration make this impact easy to use in tight spaces or hard-to-reach places, but still provides the power needed to remove stubborn parts.

My hand tends to get tired after prolonged use of an impact gun. What’s being done to improve ergonomics?

Lots! Many companies have incorporated new features designed to reduce the impact on joints and muscles, without reducing the impact on stubborn nuts and bolts. Mac’s 20V Max 1/2” Drive High-Torque Brushless Impact Wrench (BWP151) features a variable-speed trigger for control and versatility, and a forward handle design with rubber overmold for superior balance, control, and comfort. Anti-marring bumpers protect the tool and the work-surface.

Separating dual wheels is sometimes the biggest challenge of the job… What do tool manufacturers have to offer on that front?

A new “Shark Fin” wheel separator from KenTool uses compressed air to safely pry apart stuck aluminum and chrome wheels. The tool (#34555) uses a specially designed airbag that can be placed between the wheels and filled with air to create a dramatic expansion force – up to 5000 pounds at 87 psi – that breaks them loose. The Shark Fin is a nearly indestructible rubber coated, Kevlar bladder, pressure-rated at 150 psi. Designed for steel or alloy wheels from 15- to 24.5-inches, it can be used with an adapter on steering axle wheels and inside dual wheels. January / February 2017

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Print is Not Dead... In Fact

BORN: Germany, 1439 DIED: Circa 2000 ... or Did It?

It’s Growing

Consider The Following... • 2015 reversed a decade of decline, with a projected 0.2% YOY growth. (FIPP Trends Report)

‘‘

Print is not hanging on by its ﬁngernails, IT’S GROWING. FIPP World Magazine Trends 2014-2015 Report

• Printed UK magazine advertising delivered the highest ROI of all media channels, 11% higher than TV and 22% higher than online. (PPA Magonomics)

• In the US alone, 234 new titles made their debut, up 21% from 2013. (Guide to New Magazines, USA) • FOLIO Magazine’s annual survey of US city and regional magazines said 2015 featured more new launches than any year since 2009.

Publications Serving Niche Markets (like B2B) Provide Unique Content Readers Cannot Get Anywhere Else.* * Skip Zimbalist, chairman and CEO of Active Interest Media (AIM), which publishes titles like Backpacker, Black Belt, Arts & Crafts Homes, Better Nutrition, Ski Magazine, Vegetarian Times, Power & Motor Yacht, and Yoga Journal, told FOLIO’s recent Growth Summit that AIM is investing in circulation marketing including direct mail. “We have not found declining yields in mail over the last 10-15 years,” he said.

In Case You Weren’t Convinced Before, You Can Conﬁdently Say:

is Far From Dead. It’s Alive!

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BAYWATCH BA

Premium Coated Brake Rotors

Engine oil Total Canada has launched the new Rubia Optima range of motor oil, designed for heavy-duty engines. The new line complies with the new categories defined by the American Petroleum Institute (API) which take effect this month. Rubia Optima 1100 15W-40 allows for extended drain intervals, meets the CK-4 specification, and is backwards compatible. Rubia Optima 1100 FE 10W-30 offers extended drains and fuel economy benefits thanks to lower viscosity. It meets the CK-4 specification and is backwards compatible. And Rubia Optima 2100 XFE 10W-30 enables extra fuel economy by reducing High Temperature High Shear (HTHS) viscosity. Because of its

Fuel pump modules Carter Fuel Systems has introduced 13 new part numbers covering a series of model year applications ranging from 2001-14. Extending coverage to reach 2.7 million additional passenger vehicles, the new part numbers include eight fuel pump module assemblies, three fuel tank

Premium Coated Brake Drums

lower viscosity, it has limited backwards compatibility; and meets the new FA-4 specification. www.total.com

sender assemblies, one fuel pump reservoir and one gasoline direct injection (GDI) mechanical fuel pump. The new part numbers fit popular models such as the Chevrolet Equinox, GMC Terrain, Buick LaCrosse, Mazda CX-5, Chevrolet Silverado, GMC Sierra and Chevrolet Malibu. www.carterfuelsystems.com.

Formerly ‘dealer only’ parts Restoration parts Mopar has launched a new restoration parts web resource at www. Mopar.com/restoration, to help enthusiasts land hard-to-find accessories like grille, wheels, or emblems for classic Mopar muscle cars. The site will connect to more than 45 approved Mopar restoration parts licensees with more than 9,000 products. Customers will be able to search by product categories including exterior trim, interior trim, sheet metal, underhood, underbody and manuals. www.mopar.com

Dorman Products has launched its 2016 Service Dealer Guide, volume 2, with over 110 formerly ‘Dealer Only’ parts – now available to the aftermarket. These exclusive new in-demand parts reduce dependency on the OE dealer, with part solutions engineered to correct known OE flaws. Included in the latest guides: diesel particulate filters, HVAC control modules, integrated control modules, fluid reservoirs, and a variety of complex electronic components. www.dormanproducts.com

ProMax Premium Coated Rotors and Drums are engineered: • for superior braking power • to fit and perform as good as or better than OE specifications offering better quality and value • with no machining required

ProMax Rotors and Drums

ProMax Rotors and Drums benefits: • Best quality and value • Superior braking power • Non-directional finish • No-turning required • Wide range of applications

Precision Brand Precision Engineering Precision Performance

www.autopartsdepot.ca January / February 2017

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BAYWATCH BA

LED fog lamps Lumileds, a division of Royal Philips, now offers expanded European make and model coverage for its Philips

Power steering pump CRP Automotive has added a newly re-engineered Power Steering Pump to its line-up of AAE new and remanufactured power steering components. The

X-tremeVision LED Fog Lamp. It is designed as a plug-and-play replacement for the H8, H11, and H16 halogen fog bulbs found on popular late model vehicles from Audi, BMW, Fiat, Jaguar, Land Rover, Mini, Mercedes Benz, Porsche, SAAB, VW, and Volvo. The Philips LED fog lamp features a patented, â€˜SafeBeamâ€™ technology that eliminates glare to other drivers by creating the same beam pattern as standard halogen fog lights. www.philipsxtremevisionled.com

AAE Power Steering Pump (part number 5760N) is designed for applications on the 2005-2010 Honda Odyssey, 2005-2008 Honda Pilot, and the 2003-2010 Acura MDX. CRP Automotive says the specially re-engineered pumps solve OE design flaws and are easier to install. www.aaesteering.com

Expanded brake coverage Akebono has continued its recent expansion of brake pad coverage with nine new part numbers to its Pro-ACT, Performance, and EURO Ultra-Premium ceramic disc brake pad lines. This introduces premium brake coverage to an additional 5.8 million domestic, European and Asian vehicles. The nine part numbers fit 21 new models from years 2012 to 2017. Five are the Pro-ACT brand, three are Performance, and one is EURO. Akebono has now released a total of 25 new part numbers, expanding total coverage to more than 10.4 million vehicles. www.akebonobrakes.com

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Gas additives Penray now offers two advanced fuel additives designed to remove harmful deposits from the fuel system in today’s cars and light trucks. In addition, Penray has recently introduced a two-step professional service kit designed specifically for removing carbon buildup from the backs

of intake valves in GDI engines. Direct Injection Fuel System Cleaner #2113 offers complete fuel system cleaning in both gasoline and light duty diesel-powered vehicles, while Back of Valve Cleaner #2612 ensures that the backs of the intake valves are cleaned in GDI engines. The Two-step Direct Injection Cleaning Kit #2601 incorporates both products. www.Penray.com

New oil range Total Canada Inc. has launched the Total Quartz 7000 Future XT – a new range of oil with three distinct products: Total Quartz 7000 Future XT 5W-20, Total Quartz 7000 Future XT 5W-30, and Total Quartz 7000 Future XT 10W-30. The Total Quartz 7000 is synthetic-based engine oil and is described as an excellent alternative to mineral engine oils. Its formulation benefits from a synthetic blend and a Fuel Economy technology. Total Quartz 7000 Future XT is high performance multi-grade engine oil for passenger cars. These oils are also fully backward compatible with the former API and ILSAC sequences, and can be used in a vast majority of vehicles, from the newest to the oldest ones. www.total-canada.ca

Coolant leak repair K- S e a l ’s new Permanent Coolant Leak Repair is suitable to use with all makes and models and all types of watercooled engines. K-Seal will repair leaks in the head, head gasket, block, radiator, heater core, water pump casing, and freeze plug. K-Seal says it’s the perfect solution for vehicles that are not worth a costly repair or when the customer can’t afford one. There is no need to drain or flush the cooling system and K-Seal is safe to add to all types of antifreeze available today. www.kseal.com January / February 2017

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THE

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...continued from page 30 I frowned. “So let me get this straight. The car goes into limp mode anytime you turn on the AC, except when you have the blower fan disconnected.” The threesome nodded in unison. “So…maybe a bad blower motor is feeding electrical noise to the data lines and somehow causing a communication problem?” The threesome nodded again. I shrugged. “Okay. So, what do the data lines look like when you check them with the lab scope? And what about the blower circuit pattern itself ?” Beanie coughed and shuffled his feet. “Well, we can’t do that right now – the lab scope is, uh, out for repairs.” “What!?” “Yeah,” said Tooner, glaring at Beanie. “It’s called slamming the hood before you remove all your gear.” “We’ve been over that, Tooner,” cautioned Basil. “Everybody gets a mulligan.” He cleared his throat. “So, plan B. Using the clamp-on amp meter, we’ve determined that the blower motor is pulling 15amps on high speed. That seems excessive. Plus, we inspected the blower transistor. All the solder joints are black and displaying signs of overheating. Therefore, we’re recommending a new blower motor and transistor… right, guys?” Beanie and Tooner nodded emphatically. I sighed. Yup, the vacation was definitely over. I ordered the necessary parts from Herkle’s Auto Parts. “We’ll have ’em down this afternoon,” said Herk. “Say, ya still got Mike Weir’s golf ball? Last I saw, you were running for your life with half the stadium on your tail!” I slammed down the phone. Sheesh, it was one tiny little ball! The new fan and transistor fixed the Acura’s communication problem. Now we could turn on the AC with no dire effects to the engine management system. “I guess that fan really was interfering with the game plan of the vehicle control systems,” remarked Beanie jokingly. “Yeah,” added Tooner with a smirk. “Fan interference creates bad waves, right boss?” I retreated to my office. I took Mike Weir’s golf ball out of my pocket and put it gently on my filing cabinet between the hockey puck I’d found on the ice after a Vancouver Canucks game and the abandoned football from the 10-yard line of a B.C. Lions game. For the record, I’m not an interfering fan; I’m an ardent collector of sports memorabilia. There’s a difference.

AIA Canada ...................................................21 www.aiacanada.com/signup-for-our-newsletter Automechanika ............................................20 www.NACEautomechanika.com

CHICAGO

BlueDevil .......................................................12 www.gobdp.com BMW................................................................ 4 www.bmw4ir.ca DENSO ...........................................................14 www.densoautoparts.com/alternators-starters TM

Induction Innovations ..................................... 9 www.theinductor.com Liqui Moly..................................................... 23 www.liquimoly.us Mann+Hummel - WIX .................................... 31 www.wixﬁlters.com Mitchell 1 ......................................................27 www.mitchell1.com Power Pusher ............................................... 29 www.powerpusher.com ®

ProMax Auto Parts Depot.............................25 www.autopartsdepot.ca Snap-On .....................................................2, 10 www.snapon.com Tenneco - Monroe Breaks............................... 7 www.monroebrakes.com Tenneco - Monroe Shocks ............................11 www.monroe.com Tenneco - Walker Emissions Control ...........13 www.walkerexhaust.com Total Canada ................................................... 6 www.total-canada.ca VL Communications......................................28 www.vlcom.com WORLDPAC ...................................................32 www.worldpac.ca/simple1 WORLDPAC Textar ........................................26 www.textar-worldpac.com

Rick Cogbill is a freelance writer and former repair shop owner, based in Summerland, B.C. You can read more Car Side adventures in his book A Fine Day for a Drive. Go to www.thecarside.com.

January / February 2017

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John Fraser

THE

Fan Interference It seems that whenever Slim goes to sporting events, he just can’t help himself ! By Rick Cogbill The dirty February snow crunched under my tires as I pulled into the shop parking lot. I’m not a big fan of winter. A cold snap can be good for business, but I’d just returned from an Arizona vacation and I was missing the warm desert air. “Welcome back, boss!” exclaimed Beanie. “How’d it go?” I sat down with my coffee. “Great weather, Bean. But the locals were a tad unfriendly.” “Oh?” Basil stirred his tea thoughtfully. “I travel south quite often and I’ve never have a problem.” I placed a golf ball on the table. “I found this in the rough on a golf course. Obviously abandoned, but when I picked it up, man, you should have heard the ruckus!” “That ain’t exactly the whole story,” interrupted Tooner. “Herk was at the same game as you - the 16th hole at the TPC Scottsdale, right? The one shaped like a stadium?” He slapped his knee and chortled. “Herk says our Slim jumped the fence and scooped up Mike Weir’s ball during a practice round!” I scowled. “Yeah, don’t believe everything you hear.” Basil smiled. “In sporting circles, fan interference is generally frowned upon. Remember the Steve Bartman incident in 2003? It was Game 6 of the National League Championship Series between the Chicago Cubs and the Florida Marlins. Cubs fielder Moisés Alou attempted to catch a foul ball when a fan reached out for the ball, deflected it, and ruined the catch. They claim it eventually cost the Cubs the championship.” I stuffed the ball back in my pocket. “Fine. So… what’s shaking around here? I see you didn’t burn the place down while I was gone.” Tooner snorted. “Felt like it, though, and that Acura with it.” He jerked his thumb towards the shop bays. “Dang thing’s

been a nightmare.” “Oh?” “Yeah,” said Beanie. “A 2005 Acura TL. If you turn on the climate control system, the VSA and the CEL lights come on. Plus, there’s a flashing green light by the Drive indicator and the car goes into limp mode. The only way to reset it is to turn off the AC, and then restart the vehicle.” This was interesting. “What have you done so far?” “Tried pulling codes,” said Tooner. “But all we get is a P0700, which is a transmission fault code. The tranny works fine, so that ain’t the issue.” He explained that when the vehicle first came in, some historical codes were indicating a lack of communication with the MICU, the multiplex integrated control unit. “It’s part of the fuse panel behind the driver’s side kick panel,” continued Tooner. “My guess is something in the climate control system is messing up the data lines between the other computers.” We filed into the shop to take a look at the offending car. The hood was open and the cover was off the underhood fuse and relay box. “Here we have the four relays that are involved in the climate control system,” explained Basil. “The compressor clutch relay, the blower fan relay, the condenser fan relay, and the radiator fan relay. We’ve pulled each one and then initialized the climate control. When the blower fan relay is out of the system, all is good – except, of course, there’s no blower fan.” “Roger that,” confirmed Tooner. “Next, we plugged the blower relay back in and disconnected the fan motor itself. Same thing; car works fine, except you ain’t got no blower.” ...continued on page 29

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