Who says all the newestdesigns are trucksand SUVs? Sure,there are plenty ofthem, but the highesttechnology still is pri-

marily on the car side, and the importnameplates have a lot to show for thenew millennium. This technology in-volves more than wading through OBDII powertrain diagnostics. The impactcan also be felt on what used to be thelow-tech jobs—the ones you could trustto a lightly trained beginner. Because ofemissions control warranties, many ofthese formerly low-tech jobs are thefirst ones independent shops will see.

Some of the highest (and least forgiv-ing) technology first appears on lower

volume cars. So you’ll get a chance toenter it into your “cranial hard drive”before the high-volume models appear.But don’t count on that opportunity—the top sellers are adding technology tobuild sales appeal. And something you’llsee first on a low-volume model may hithigh production before the model yearis out, the engineering changes aremoving that fast.

Here’s a look at some of this technol-ogy, as offered by the Asian and Euro-pean manufacturers.

AudiThe Audi TT sports car obviously is astyling winner, in the mold of the NewBeetle (the same design team did it, us-ing a modified VW platform). And

when you see the transverse four-cylin-der under the hood, you might think it’sa rebadged VW with new sheet metal.However, the TT is a high-performancevehicle, with the existing Audi 20-valveturbocharged/intercooled 1.8-liter en-gine turned east-west, and redesignedto produce 180 hp. That’s a 30-hp(20%) increase from last year, andthere’s a 225-hp turbo (with twin inter-coolers) coming next year.

The ’00 engine actually has a newshorter block, which allows shorter,stiffer connecting rods, to help the en-gine perform at the higher power level.As part of the redesign (similar to whatwas done on the VW 2.0-liter four for’99), the intermediate shaft and sprocketwere eliminated. The water pump is

22 December 1999

High technology starts making its way into lower volume vehicles as theAsian and European manufacturers gear up for the new millennium.

BY PAUL WEISSLER

High technology starts making its way into lower volume vehicles as theAsian and European manufacturers gear up for the new millennium.

BY PAUL WEISSLER

now integrated into and directly mount-ed to the block, and is driven by thetoothed side of the timing belt. Thecoolant thermostat housing also is inte-grated into the block. All these changesmake the block more compact and rigid.

Like the other VW/Audi engines, the1.8 now uses extended-life organic acid(OAT) antifreeze, which you can identi-fy by its pink color.

The transverse powertrain usestorque-axis mounting, which was pio-neered by General Motors to smoothout the idle. Instead of a top-engine“dogbone” to control torque reactions,Audi has a bottom-engine “pendulum”bar to do the same job.

The powertrain electronics includedrive-by-wire and a new camshaft sen-

sor for faster starts. The old sensor hada single Hall window; and it took 21⁄2 en-gine revolutions for the computer to getthe fuel and ignition ready for the rightcylinder. The new sensor has four slots(two wide, two narrow), so the enginecan start in just over a single rev.

Audi still calls its all-wheel-drive sys-tem the Quattro, because it’s become a“brand” name after all these years. Butthe TT all-wheel-drive system transfercase actually is not the long-usedtorque-sensing, all-mechanical design.Instead, it’s a “Haldex coupling,” a de-sign almost everyone else has been us-ing. It’s an electronically controlled mul-tidisc hydraulic clutch linked to the ve-hicle’s Central Area Network data bus,and mounted to the front of the rear

differential. Why the change? TheHaldex permits a computer-controlledduty-cycle-regulated torque transfer ofup to nearly 95% to the front or rearwheels, compared with about 66% forthe all-mechanical type.

The front and rear suspensions onfront-drive TT models are strut designs,with a torsion beam axle in the rear. Ifyou have to remove a front strut, beready to spread the pinchbolt housing.There’s a special spreader socket, ofcourse, but you should have some oldspreader socket you can grind down, ifnecessary, to fit in.

The rear suspension on Quattromodels is totally different from thefront-drives. The Quattro type is a dual-link trailing arm design with a subframe

23December 1999

2000 IMPORTTECH ROUNDUP

2000 IMPORTTECH ROUNDUP

Toyota’s all-newCelica GT

Honda’s S2000 roadster

Toyota’s all-newCelica GT

and sway bar, with short coil springs andseparate shocks mounted at a 45° angle.This helps provide a very spacious trunkfor a sporty car.

In the rear suspension of both front-drive and Quattro models, the trailingarm bushings are a specific design thatworks with angled mounts to allow con-trolled self-steering in hard turns andstop it after the turn is completed.When you replace the bushings, be sureto align the markings with the mountingbrackets or vehicle handling will be af-fected. If you have to remove the rearwheel bearings for service, replacethem with new ones. And tighten thebearing nut torque to spec—it’s critical.

HondaThe Honda S2000 rear-drive sports caris a big step up from the Mazda Miata.It comes in at around $30,000—by to-day’s standards a fair price for a high-tech, high-performance convertible. Ithas such high-tech features as electric-assist power steering and an Audi-liketorque-sensing all-mechanical rear dif-ferential, so it raises a number of un-Honda-like service issues.

The S2000’s engine is relativelysmall at just 2 liters, but with Honda’sVTEC system (variable valve timingand lift) working, produces an astound-ing 240 hp—without a turbo or super-charger. Of course, the secret is highrevving—the redline area starts at9000 rpm. The new 2-liter has a timingchain, not the familiar Honda belt, andthe intake and exhaust cam sprocketsmesh with a Toyota-like scissors gear. Agiant air cleaner allows the engine toreally inhale at high rpm.

To help meet California’s LEV emis-sions standards, the engine has a com-puter-controlled electric air pump thatfeeds air to the exhaust ports during acold start, for quick catalyst lightoff. Thepump (behind the left headlamp) has acurrent sensor (on the left fender well)wired to it and to the engine computer,to monitor pump operation and signalany indication that it’s not doing the job.

Lots of Honda diagnostic routineshave “substitute with known-good en-gine computer” as a troubleshootingstep. You probably won’t have one onyour shelf, but Honda has shaped its ig-nition keys so you can use the samemodel car as a temporary donor. Justtape the donor’s key head to a new keymade by cutting an ordinary key to theshape of the one in the sick car. This

way, the donor key head will providethe antitheft coding needed for thedonor computer to work. This tech-nique, introduced in 1996-97, has goneacross the Honda line to the S2000.

Electric-assist power steering haslong been put on the back burner bymost vehicle manufacturers because ofthe need for high-capacity—and there-fore expensive—electronics. The S2000gets the feature using moderate-capaci-ty electronics thanks to the chassis/pow-ertrain layout. Honda puts much of thenorth-south powertrain to the rear, tak-ing some of the weight off the frontwheels, where the electric motor re-sides. The motor is a reversible 12-voltDC type, and the armature has a recir-culating ball setup for low friction. Thesystem’s electronic torque sensor is

24 December 1999

2000 IMPORT TECH ROUNDUP

In this underhood look at the new Honda S2000, notice the large air cleanerand how far back in the engine bay the engine (and the transmission behindit) is sitting. The shock upper mounts provide a reference point.

Taping a key from another car’s donorcomputer (B) to a plain (nonelectron-ic) key (A) permits a donor computerto be used for diagnosis on Hondas.

The S2000’s electric-assist steering motor is in the center of the rack & pin-ion unit. As shown here, the rack shaft goes through the motor armature,which has a recirculating ball at one end for reduced friction.

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wired to a separate computer next tothe battery and measures road resis-tance and steering wheel position.

The electric-assist computer hasself-diagnostic functions. You can pullDTCs out of the OBD II connector(under the dash on the passenger’sside) by grounding the connector’selectric steering diagnostic output ter-minal. By the way, if you ever have toreplace the torque sensor or remove itfor a steering gear replacement, you’llhave to “teach” the electronic modulethe position of the sensor, which dur-ing installation can be located withalignment marks. Keep these require-ments in mind and refer to your ser-vice information system for specificswhen the occasion arises. Of course,don’t forget the basics if the powerfails: The 70-amp fuse that protectsthe circuit should be at the top of yourchecklist.

Because the torque-sensing rear diffis a limited-slip design, Honda warnsthere could be premature wear if thecar suffers a flat rear tire and the com-pact spare is used. You’ve got to take offa front wheel, remount it at the rear anduse the compact in front.

JaguarWe’ve been hearing about how all sortsof cars and trucks are twins-under-the-skin, and you’ve no doubt heard that theLincoln LS series and Jaguar S-type arein that category. Well, yes and no. If youdo too much parts interchanging, youcould be asking for trouble, or at least adissatisfied customer. In this particularexample, it looks as if the chassis andsuspension are the same, but about60% of the parts are different. Becausethat includes suspension bushings,shocks and springs, those differencesare not incidental to the way the carhandles and rides.

Although Jag is using a version of the3.0-liter Duratec V6 from Ford on theS-type, only the block is identical. TheJag engine is a variable-valve-timingversion that produces 240 hp and 212ft-lb of torque (compared with 210 and205, respectively, for Lincoln LS). Andyes, the Lincoln LS has a version of theJag 4.0 V8. But it’s 3.9 liters, has a lesssophisticated top end (particularly in-

take and exhaust) and, here again,there’s a performance difference: 281hp and 287 ft-lb for the Jag, 252 hp and267 ft-lb for the Lincoln LS.

It might seem that different partsdefeat the economy-of-scale idea, butcomputers can easily keep track ofthe variations, and so there are sav-ings in the cost of the parts. Andmany of the components can be pro-duced on the same assembly lines.No, a Jag won’t come down the sameline as a Lincoln—not today anyway.But if you understand the principles,both can get good nonwarranty ser-vice at the same shop—yours.

MitsubishiYou catch a small “technology break”with the new sporty Eclipse, which con-tinues to be a style leader in its class. It’sbased on the Galant platform and nowuses the Galant 2.4-liter four-cylinder or3.0 V6. Both engines have been tunedfor a bit more performance (up about10 hp each, thanks in part to a two-stagemuffler with a spring-loaded flap valve).

Note that the 2.4-liter is not totallynew to Eclipse—it had been used onthe limited-production Spyder con-vertible. However, all other Eclipsemodels previously used either a 130-hp Chrysler-built 2.0 four or a 205- to210-hp Mitsubishi-built 2.0-liter tur-bo. The 3.0-liter V6 produces 205

horses in the Eclipse, and becausethat performance comes from a natu-rally aspirated engine, the new Eclipselaunches better than its predecessor.

Nissan/InfinitiThe Nissan Maxima and Infiniti I30are brand new for 2000, with morepowerful versions of one of the bestV6s in the business. The I30 is a pre-mium version of the Maxima, some-what longer and with a much nicer in-terior (leather memory seats, for ex-ample). However, aside from camou-flage “beauty” cover under the hood,the two cars are almost identical tech-nically. The I30 version of the 3.0 V6 istuned for five more horses (227 vs.222, up from 190 on the 1999s).Torque is up 12 ft-lb on both, from205 to 217. The extra power for the2000 models is primarily in the“breathing” area—new manifolds(with flap-valve-controlled air intake)and an exhaust system with a two-stage (flap-valve) muffler. The coolingsystem has been beefed up to handlethe higher performance, including athicker radiator and higher output ra-diator fans. Both vehicles rely on someair intake from under the grille, so anair deflector at the bottom of the con-denser is an important factor in enginecooling and a/c performance.

Because the engine computers on

26 December 1999

2000 IMPORT TECH ROUNDUP

The sporty new 2000 Mitsubishi Eclipse uses tuned versions of Galant engines.This V6 engine compartment is neatly laid out and as serviceable as the V6 in-troduced on the redesigned Galant last year. A 2.4-liter four-banger is standard.

the Maxima and I30 are now pro-grammable, the opportunity for emis-sions and performance fixes is inplace. The oxygen sensor wiring is al-ways susceptible to exhaust heat dam-age, so you’ve got to be careful whendoing any kind of underhood service.Nissan uses a locating tab around thewiring to safeguard it.

If you look at the multilink strut-type rear suspension, you’ll think,Something looks different. Althoughit’s still the same torsion beam/rearstrut design from years past, Nissan’s

novel lateral link has now been movedrearward, mounting to the back of thetorsion beam. The redesign, with newbushings, improves ride comfort, andthe new location creates a toe-in forceon the rear tires for improved han-dling during hard cornering, withoutthe addition of toe links.

Xenon high-intensity-discharge(HID) headlamps are optional on theI30, and Nissan has thoughtfully put awarning about the dangers of highvoltage and the need to be sure poweris off before you try to change a bulb.

27December 1999

An oxygen sensor wire should never be allowed to touch ahot exhaust manifold. This retaining tab, used on the 2000Maxima/I30, helps keep things out of harm’s way.

This little air deflector at the base of the condenser may notseem like much, but it helps improve airflow through the a/ccondenser and radiator of the Nissan Maxima and Infiniti I30.

Here’s the location of the solenoid valve that controls airassist for the fuel injectors on Legacy/Outback automat-ics, the Impreza with the 2.5-four and all Forester models.

Before trying to replace the fuel pumps on the Legacy andOutback, you first have to remove this tank drain plug.This allows all fuel to drain from the main tank andenough from the second tank to permit removing bothpumps without spillage into the passenger compartment.

SubaruThe 2000 Legacy and Legacy Outbackwagon are all-new models with newsheet metal and new interiors, and anumber of service-related changesyou’ll want to know about.

The Phase II engine, a SOHC ver-sion of the 2.2/2.5 horizontally opposedfour-cylinder, was introduced on theJapanese-built Forester and Imprezalast year. It goes across the board for2000, including the 2.5 in the new U.S.-built Legacy and Legacy Outback (Im-preza and Impreza-based Outback

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Sport have the Phase II 2.2 as stan-dard). The 2.5’s horsepower is un-changed at 165, and torque is up just 4,to 166 ft-lb. But the Phase II’s torquecurve is a lot flatter than that of Phase I.How can a SOHC beat the old DOHC?In this case, it permits a reshaping ofthe combustion chamber, which allowsfor larger valves and more lift (plus a“tumble” port design for lower emis-sions).

Although all 2000 Legacys are 50-state models, two fuel systems are beingused. Both have air-assist fuel injectors(to help vaporize the spray for improvedcombustion), and neither system uses amass airflow sensor (the airflow is calcu-lated from other sensor readings).

Legacy automatics (along with Im-prezas with the 2.5-liter four and allForesters) get what’s called the “UJ”system. This type has the air assist con-trolled by a solenoid valve. At idle, thesolenoid is always open. Off-idle, the so-lenoid valve closes and only a smallamount of air bleeds through. The “UJ”system also includes a baro sensor, onthe right front strut tower, and a step-per-motor-type idle speed control. Acombination air intake temperature/pressure sensor produces separate sig-nals to the engine computer.

Legacy 2.5 manuals (as well as theImpreza/Outback Sport with the 2.2-liter four) have a simpler system that us-es a rotary-type idle speed control valve

to regulate air assist to the injectors. It’sbasically the same setup used on ’99California-spec Subarus, although thecomputer algorithm is different.

On the Legacy and Outback, the fueltank was moved forward for 2000, so it’spartly over the rear axle and partly un-der the rear seat. Yes, you have to re-move the rear seat for access to the fuelpump and subpump. Both pumps aremounted relatively low in the tank, soyou have to first drain the tank before

you pull a pump. Otherwise, fuel couldspill into the passenger compartment.Removing a drain plug will allow theentire passenger side of the tank todrain, plus enough fuel from the driver’sside to avoid a problem.

ToyotaToyota could give techs a lot to learneven in a “carryover” year. Its two all-new models, the entry-level Echo andthe Celica, help produce a laundry list

28 December 1999

2000 IMPORT TECH ROUNDUP

Left: The cylinder head bolts on the Toyota Echo’s 1.5 are internal 12-pointers, a double-Allen design. Right: Thesespecial socket bits for the bolts are a dealer-only tool right now, but you’ll no doubt see them in the aftermarket soon.

The pressurized reservoir on the new Toyota Celica can mount on the hoodlatch, to raise it to the high point of the cooling system for refilling. First openthe bleed valve (arrow) on the top right edge of the reservoir.

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of engineering changes for ’00.The Echo starts at under $10,000—

amazing for a Toyota—but the Echois anything but “basic” transportation.The engine is a 1.5-liter DOHC four-cylinder with variable valve timing(VVT) of the intake cam and coil-on-plug ignition. The 1.5 four produces108 hp—1.2 hp per cubic inch!

A quick look under the cam coversshows you can’t even make an as-sumption about bolts. The VVT hous-ing is held together by five-headbolts. The cylinder head bolts are ob-viously 12-point internals, but don’tthink you’ve found another use forthe old triple-squares you may havesitting in your toolbox from some Eu-ropean cars of eons ago. The ones onthe Echo are a variation on Allen-heads—basically two sets of six. Don’ttry to use a conventional Allenwrench to remove them. They’re“plastic region” bolts, which meansthey aren’t torque-to-yield. You canreuse them only with the right socketbit both to loosen and tighten. Sets ofdouble-Allens will be available soon,no doubt.

The Echo’s fuel system is a return-less type without a MAP sensor, just amass airflow sensor, which is neces-sary for the computer to calculate en-gine load, a number that’s used forVVT adjustment. As on other Toyotaengines, the VVT system permitsenough valve overlap to eliminate theEGR valve.

The ’00 fuel vapor control systemdiagnostics take a new approach onEcho, Celica, Corolla, Camry/Ava-lon/Sienna V6 and all Lexus modelsexcept the LX470. There’s an addi-tional solenoid valve (to close off thecanister to outside air), plus new soft-ware that can distinguish betweensmall and large leaks. During eachdrive cycle, the system goes through acomputer-controlled “intrusive” test,a more precise procedure that canpull a vacuum and measure decay,plus check valve operation. The setupcan trigger either of two codes—P0440 for a “large leak” and P0442for a small one (.5mm). Toyota pro-vides a diagnostic tree for each one.

The Echo’s charging system sends

a digital signal to the engine comput-er, eliminating the conventional S ter-minal we normally use to probe forcharging voltage. Instead, there’s anM terminal for that digital signal, anda fully charged system reads perhaps2 to 3 volts. So make sure you checkyour latest charging diagnostics to

avoid replacing a good part.Toyota is staking the front axle nut

on the Echo and Celica, and warnsagainst trying to spin it off with animpact wrench without destaking itfirst. The impact wrench may loosenthe nut, but it also will strip thethreads on the axle. This looks like it

29December 1999

will be a phase-in, so check any newToyota/Lexus before you pick up anair gun.

Rear drum brakes are standard onthe Echo, and they’re self-adjustingwhenever the brakes are applied.That’s a design that was dropped eonsago on domestic makes because it ledto dragging brakes. Toyota feels itsdesign won’t suffer this problem. Butif the drum does drag, just remove anaccess plug in the backing plate, in-sert a screwdriver and pry down onthe spring-loaded quadrant adjusterto release the shoes.

Like many other ’00 Toyotas, theEcho has a two-stage muffler with aflap valve, just like Honda and Mit-subishi. That certainly will representan issue for aftermarket muffler sup-pliers and independent techs.

The standard 1.8-liter Celica en-gine, a tuned Corolla powerplant, de-velops 140 hp at 6400 rpm. But op-tional is a VVT version with variablelift on both the intake and exhaustcams. It produces 180 hp—almost 3per cubic inch (100 per liter). TheCelica’s variable lift mechanism is dif-ferent from Honda’s in that it has ahousing with a slide pin operated bycomputer-controlled oil pressure,locking in position under a spring-loaded plunger at 6000 rpm to in-crease lift. Doesn’t come in until6000? Yup, the redline on this four-banger is 7600 rpm!

Both engines have “metal matrixcomposite” cylinder bores, formed

with a ceramic fiber matrix throughwhich molten aluminum flows. Thisdesign, from motorcycle engine tech-nology, produces a surface that trapsoil for low friction. Unlike cylinderswith cast-iron liners, these can’t behoned or rebored.

The Celica’s cooling system is aEuro design with a Toyota nuance—acrossflow radiator with a pressurizedreservoir divided into two chambers,one with an air bleed valve. Thereservoir (under the right front“beauty cover”) is mounted low, but ifyou remove the top of the air cleanerhousing (be careful not to disengage

the spring clip at the center rear), youcan move hoses enough to lift thereservoir and rest it on the hood re-lease latch. The reservoir then be-comes the high point in the system.Open the air bleed valve and youshould be able to fill the system with-out repeated and complex thermocy-cling procedures.

Another service plus: The new Cel-ica’s engine computer is now underthe hood, just behind the air cleanerhousing.

The Celica also gets new four-seg-ment multifuses you’ll surely be see-ing everywhere soon. Each segment

30 December 1999

2000 IMPORT TECH ROUNDUP

The twin-scroll turbo on the Volvo 40 series gets individual exhaust feeds—one from each pair of cylinders, so it has no perceptible lag.

Left: The timing belt top cover on the Volvo 40 series’ four-banger is held on by two Torx screws on top of the engine,and a spring clip at each side. Right: With the cover removed, belt inspection is relatively easy.

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is 5.0 or 7.5 amps—in one housing(two power inputs and four outputs),so it can separately protect four cir-cuits. If one segment of the multifuseblows, other circuits keep working.There should be spares included withthe car, because the fuses will bedealer-only for now.

VolvoVolvo has a great safety image, butnot everyone who’s safety-consciouscan afford the S80 and other Volvomodels in the $30,000-plus priceclass. So Volvo finally is importing its40 series compact sedans and wag-ons, priced at a more modest$23,000—and well-equipped, at that.

As you’d expect from a Volvo, the40 series has side air bags, plus an all-mechanical antiwhiplash seat design.Both sedan and wagon move verynicely, thanks to a 1.9-liter four-cylin-der twin-scroll turbocharged engine(with charge air cooler) under thehood.

The low-pressure turbo (8.4 psi) ismounted on the rear side of the en-gine, but there’s lots of air spacearound it, plus a heat shield againstthe cowl. The twin scrolls (one forcylinders 1 and 4, the other for 2 and3) tie in smoothly with the long-stroke engine (90mm) to produce amaximum torque of 170 ft-lb at just1800 rpm.

The new four-banger has a timing

belt, which Volvo has made extremelyeasy to inspect. Just remove a coupleof Torx-head bolts on the engine, flipa spring tab at each side of the belthousing to free the cover, then lift itout for a quick peek at the belt.

Unlike most other current makes,Volvo’s 40 series does not use spring-band constant-tension hose clampsfor most small-diameter hose connec-tions. Instead, you’ll find the perma-nent-type Oetiker clamps, which arenot reusable. When you take themoff, be prepared with a supply of con-ventional replacement clamps.

The OBD II connector on the 40series is located against the consoleunder the dash. A double-duty whitedecal on the lower part of the dash tothe left of the steering wheel has adrawing of the connector locationand warns the driver that he/shecould be hurt by protruding articlesfrom the lower shelf.

The 40 series has four-wheel discbrakes, a conventional MacPhersonstrut front suspension (still the mostcost-effective design for medium-and lower-priced cars) and a four-linkrear suspension.

32 December 1999

2000 IMPORT TECH ROUNDUP

Volvo thoughtfully puts a decal on the lower portion of the 40 series’ dashthat includes an arrow indicating the location of the OBD II connector.

For a free copy of this article, write to: Fulfillment Dept.,

MOTOR Magazine, 5600 CrooksRd., Troy, MI 48098. Additional

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