importcar, january 2014

A

January 2014

MAGAZINE

Front Suspension Noise ❯❯GDI Diagnostics Front Brake Groan

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Reader Service: go to www.ICRapidResponse.com

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CONTENTS

Publisher Jim Merle, ext. [email protected]

Editor Mary DellaValle, ext. [email protected]

Managing Editor Jennifer Clements, ext. [email protected]

Technical Editor Larry Carley [email protected]

Graphic Designer Kelly Gifford, ext. [email protected]

Ad Services (Materials) Cindy Ott, ext. [email protected]

Circulation Manager Pat Robinson, ext. [email protected]

Subscription ServicesMaryellen Smith, ext. [email protected]

2 January 2014 | Import-Car.com

Volume 36, No. 1

18Diagnostic Solutions:Direct Fuel Injection Systems

Import Specialist ContributorGary Goms takes a deep diveinto the configurations, operat-ing issues, safety concerns anddiagnostics of gasoline direct injection engines. Just how farhas the technology come?Goms explains.

A Publication

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28Volkswagen Feature:Mileage-Based Maintenance

Routine schedules are key for capturing unperformed mainte-nance work, says Import SpecialistContributor Bob Howlett. Take alook at these VW and Audi mainte-nance schedules to make sure youand your customers stay ahead of service issues this winter.

37Tech Update:The Year in Ride Control TSBs

If you’re trying to resolve suspen-sion, ride control and air ride problems, Technical Service Bulletins(TSBs) can lead you down an estab-lished diagnostic path that has beenconstructed by technicians and engineers. Here are the top sevenride control TSBs from 2013.

ImportCar Staff 330.670.1234

Volkswagen Mileage-Based Maintenance

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03 Carquest IC 1/14/14 11:27 AM Page 3

DEPARTMENTS6 Editor’s Notebook

8 News Update

13 Gonzo’s Toolbox

33 Import Tech Tips

41 Essentials (New Products)

43 RAPID RESPONSE

44 Classifieds

48 NASCAR Performance

A Publication


Columns

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IMPORTCAR (ISSN 1069-4714)(January 2014, Volume 36, Number 1): Published monthly by Babcox Media, Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to IMPORTCAR, 3550 Embassy Parkway, Akron, OH 44333. IMPORTCAR is a trademark of Babcox Media, Inc. registered with the U.S. Patent and Trademark office. All rights reserved.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 260, to speak to a subscriptionservices representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to IMPORTCAR, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted.

Member BPA International, Inc.Founded 1979. �2014 by Babcox Media, Inc.

Follow us on TwitterBecome a fan on Facebook

Contributing WritersBob Dowie, Village Auto Works, Chester, NY

Gary Goms, formerly of Midland Engine Electronics & Diagnostics, Buena Vista, CO

Bob Howlett, The Swedish Solution,Orange Village, OH

Scott “Gonzo” Weaver, Superior Auto Electric,Tulsa, OK

Bob Dowie, Village Auto Works, Chester, NY

Chris Klinger, Precision Incorporated, Tucson, AZ

Steve Louden, Louden Motorcar Services, Dallas, TX

Frank Scandura, Frank’s European Service,Las Vegas and Henderson, NV

Joe Stephens, Stephens Automotive, Palatine, IL

John Volz, Volz Bros., Grass Valley, CA

Babcox Media, Inc.

Editorial Advisory Board

3550 Embassy ParkwayAkron, OH 44333-8318

President Bill Babcox [email protected]

Vice President/ Greg CiraChief Financial Officer [email protected]

Vice President/ Jeff StankardGroup Publisher [email protected]

Controller Beth Scheetz [email protected]

In Memoriam

Founder of Edward S. BabcoxBabcox Publications (1885-1970)

Chairman Tom B. Babcox (1919-1995)

AUGMENTED REALITY CONTENT IN THIS ISSUE:

Auto-Video Inc. (AVI)...........................................................38

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By Mary DellaValle|EDITOR[Editor’sNotebook

AA t the beginning of a newyear is an ideal time toreflect on what has

worked in your business andwhat has not, and to think aboutways to do things differently toachieve bigger and better results.What specific things would youlike to improve? What changescan you make to boost shop pro-ductivity and profitability?

Here are a few key business-build-ing ideas that will pay huge divi-dends for your shop in the New Year.Don’t become compla-

cent. Think outside of the box.Come up with a new marketingplan. Create a unique customerperk. Look for ways to giveyour shop a facelift, even if it’smerely a fresh coat of paint.You must take steps to keepyour shop top of mind whenyour customer’s vehicle is inneed of the next repair.

You are providingmore than just vehiclerepairs. You’re selling a vehi-cle repair “experience” — fromthe moment the customer drivesinto your parking lot, walksthrough the front door and isgreeted by you or the serviceadvisor, to the time he/she paysthe bill, and everything thattakes place in between. So think

about changes you can make toelevate customer “first impressions.”

Don’t take customersfor granted. Once you getthem in your shop, you need tore-earn their business withevery subsequent repair. Yourreputation is riding on the qual-ity and effectiveness of every repair. Each part of the serviceexperience should reflect qual-ity, service excellence and pro-fessionalism to ensure that

customers return to yourshop with confidence andcommitment — time andtime again.

Give credit where it’sdue. Your techs’ expertise allows your shop to deliverquality, professional repairs andbuild customer trust and confi-dence in your shop. Their com-mitment to training elevatestheir skills and helps build yourshop’s — and our industry’s —image. So let your techs knowhow much you appreciate all

they do, and that their dailycontributions at the shop arerecognized as being a vital partof its success.

Speaking of recognition, theNational Institute for Automo-tive Service Excellence (ASE)has been honoring the best ofthe best in our industry formore than 40 years.

Last November, 45 automo-tive professionals were recog-nized at ASE‘s Fall boardmeeting. The annual awardsbanquet spotlights top scorerson the ASE Certification tests.See page 8 of this issue for moredetails and to meet the honorees. IC

Let your techs know how much you appreciate all they do, and that their dailycontributions at the shop are recognizedas being a vital part of its success.

} }

Mary DellaValle, [email protected]

New Year, Clean SlateFresh Start Requires Reflection & Rethinking


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[NewsUpdate

Forty-five automotive professionals were recognized Nov. 20, 2013, atthe Fall board meeting of the National Institute for Automotive Serv-ice Excellence (ASE) held at the Fairmont Hotel in Newport Beach,CA. The annual awards banquet spotlights top scorers on the ASEcertification tests. Thirty-eight different companies from both OEMand aftermarket segments sponsored the individual technician recog-nition awards in the Auto, Truck, Collision and Parts categories,along with three instructor awards. In addition to looking for topscores on ASE tests, award sponsors examine on-the-job excellence,community service and other factors when selecting honorees.

“ASE has been honoring the best of the best in our industry formore than 40 years, and this year we recognized 45 outstanding indi-viduals from all across the nation,” said Tim Zilke, ASE president andCEO. “We couldn’t do this without the support of our many awardsponsors, whose ranks include some of the best-known names in theindustry. Their commitment to excellence is reflected in the talentedindividuals we recognize each year.”

For more information about ASE, visit www.ase.com.

45 TechniciansHonored at ASE Annual Meeting

2013 ASE Technician Award WinnersFront row (R to L): Jeff Miller, John McKeage, Cass Pujol, Steve Keeney, Bill O’Hara, RonnieBush, Jerry Bisbee, Carl Hader. Second row: Bruce Nelson, Chris Cargill, Scott Chaney, RogerChristopher, SrA Chad Cassidy, Terry Sparks, Brad Stump, Dave Ellingsen, Rick Edgar. Third row: Steve Urich, Kevin Collins, Bob Phipps, Rob Brennan, Chuck Stockton, Kurt Wegner.Fourth row: Bill Cochran, Jeremy Hockett, Lloyd Koppes, Mark Hunter, Larry Willis, SkipMeserve, James Larson, Mike Gerhart .Fifth row: Andy Dziduch, Chris Gorman, Greg Sampley, Keith Warner, Tim Ehrhart, John Flieger,Dana Haglin. Last row: Brian Wiggins, Joe Tuholski, Lenny King.*Not pictured: Dave Benkert, Jerry Denaple, Marlon Gonzalez and Butch Sarzynski.

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[NewsUpdate

Airtex Products, L.P., has announced that all of its electric fuel pumpsand electric fuel pump assemblies are now backed by a lifetime- limited warranty.

Headquartered in Lake Forest, IL, Airtex Products, L.P., is a U.S. automotive aftermarket manufacturer of fuel delivery products. Airtex designs and builds modular reservoir assemblies, electric fuelpumps, in-tank sender and hanger assemblies, and mechanical fuelpumps for a full range of car, truck, fleet and specialty vehicles.

“We fully stand by our products,” says J. Brett McBrayer, presidentof Airtex Fuel Delivery Systems and ASC Industries. “We felt it isnow time that we had a warranty that reflected this confidence. Wewanted to show that there was still a reason to choose a quality product; one backed 100% by the manufacturer.”

The Federal-Mogul Vehicle Components Segment was selected as 2013Channel Partner of the Year by shareholders of the Aftermarket AutoParts Alliance (the Alliance), marking the fifth time Federal-Mogul hasbeen honored as the top manufacturer serving the Alliance, which is thesource of quality products and services for more than 2,200 parts storesand over 3,000 certified auto service centers across North America.

The 2013 award is based on Federal-Mogul’s exceptional perform-ance in several key business areas, including product availability, cus-tomer support, training, marketing programs and field sales support.

“Federal-Mogul and the Alliance are channel partners in everysense of the term — our teams collaborate on a daily basis to helpdrive sales, efficiency and bottom-line value for every Alliance share-holder and the thousands of customers they serve,” said Roy Kent,vice president, program distribution, Federal-Mogul VCS. “Thisaward is a source of tremendous pride for our entire organization.”

Go to www.ICRapidResponse.com

Federal-Mogul Selectedas ‘Channel Partner of theYear’ by Aftermarket AutoParts Alliance

Airtex Fuel Delivery Systems Announces A Lifetime Warranty

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[NewsUpdate

Federated Auto Parts is now accepting nominations for the 2014 Federated Shop of the Year.

Nominated shops will be evaluated on a set of criteria establishedby Federated and found on the Shop of the Year nomination form.Shops may be self-nominated or nominated by others. The winningshop owner and guest will be awarded a three-night, four-day all-ex-pense paid trip to Phoenix as Federated’s guest at the 2014 FederatedNational Meeting, receiving special recognition during the Federatedawards banquet.

“The response to theFederated Shop of theYear program has beenterrific from the startand we are lookingforward to selectingour next winner,” saidPhil Moore, senior vicepresident for Feder-ated. “Choosing onlyone shop is a real chal-lenge since there are so many highly qualified shops around thecountry. If you know of a shop with knowledgeable, professionalservice technicians, superior service and repairs that result in verysatisfied customers, and active community involvement, that shopcould be the next Federated Shop of the Year.”

Last year’s winner, Weathers Motors, Inc. of Media-Lima, PA, wasnominated by Federated member Berrodin Auto Supply. As the winning shop owner, Larry Weathers III accepted the award on behalf of Weathers Motors.

“There are worthy shops nationwide and the Federated Shop of theYear program is a wonderful opportunity to recognize the best of thebest, like Weathers Motors,” said John Berrodin, president ofBerrodin Auto Supply. “I encourage anyone who has experience witha shop that meets the Shop of the Year program criteria to nominatethat shop for this prestigious honor.”

For more information or to nominate a shop, visit Federated AutoParts at www.federatedautoparts.com/ShopOfTheYear.aspx. IC


Federated Accepting Nominations for

‘Shop of the Year’

08-12 News_Jan 1/14/14 11:40 AM Page 12

These days, the demand forexpertise of a practicingdoctor and a technician on

the job continues to accelerate.While a technician doesn’t need adegree to repair cars, he might aswell have one with the speed atwhich the automobile has evolvedand the vast amount of knowledgethat’s required to fix today’s vehicles.

So, with all of its professional-ism and prestige, the automotiverepair industry is sometimes portrayed in a negative light onthe news, and this really bothers me. There always seems to be some repair shop that hasbotched a job for a customer on the 10 o’clocknews. The story is such that the customer is look-ing for sympathy and the news reporter is doinghis part by detailing a fouled-up vehicle repair.

Yet you hardly hear a thing on the news aboutsomeone getting overcharged or wrongly diagnosed at the physician’s office.

There are other comparisons to think about.When a doctor is having trouble diagnosing a patient, he or she will refer him to a specialist. Itsounds just like what we do in the auto repair industry, doesn’t it? The big difference is, the firstdoctor is still going to send you a bill. Thenagain, if we send a job to a specialist, we very seldom get paid for the time that we’ve alreadyinvested into the customer’s vehicle. Maybe iftechnicians had an “AD” (Automotive Doctor) atthe end of their title, things might be different

and we’d get the same sort of respect (somethingto thwart those inexperienced wrench-benderswho are only out to take people’s money and dosubpar work on a customer’s car — which degrades the entire industry).

I get calls all the time from people wanting toknow how much it will cost to fix their car. Allthey want is an over-the-phone estimate. Since Imainly do electrical repair,rewiring a complete caris nothing new for me,although giving an esti-mate over the phone isanother matter

By Scott “Gonzo” Weaver, owner Superior Auto Electric, Tulsa, OK

Gonzo’sToolbox]

Scott “Gonzo” Weaver, gonzostoolbox.com

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Automotive M.D.What If Insurance Covered Repairs?

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altogether. Now, how

does thatwork if Icall a doc-tor for an estimate? Canthere be a price difference between doctors? Should I ques-tion him on what he is chargingbased on what the physiciandown the street is charging?Should I tell the doctor that “soand so” worked on it before?From what I gather, it’s an insultto ask a doctor about price, otherthan the cost of an office visit (ofcourse, there are those unmen-tioned fees that always seem tocrop up when the final bill comesin). Insult or not, I find it ratheramusing that there is such a dif-ference in prices from hospital tohospital, and “Joe Public”doesn’t have a clue or seems un-concerned about it beforehand orduring the “procedures.”

Then you get into the issuewhere Joe Public will attempt torepair things himself. This unprofessional approach is probably the same thing a doctorruns across when someone triesto use the Internet to diagnosehis or her ailment, only to have itend up as an entirely differentproblem.

Yet they still won’t ask the

doctor“Howmuch?”

Of course,when the bill

shows up in the mail, theirchin drops to the floor asthey gasp at the cost. I wonder if a doctor has evergotten a call from a client

saying that their prices areway too high compared to the

last doctor they went to? While it may be a weak anal-

ogy, I’m trying to point out howconsumers tend to be more focused on cost vs. satisfactionwhen it comes to automotive repair vs. physician services. So,maybe it’s a good thing thatpeople ask me how much a re-pair will cost. At least then, it’snot as much of a shock to theirpocketbook or to their physicalhealth.

I’ve got to hand it to the medical profession, insurancecompanies and the like. They allmanage to make a buck oneveryone who’s in need of assis-tance. Too bad we can’t get thesame kind of coverage on a car.I’m not talking about extendedwarranties or some aftermarketcompany that would cover cer-tain aspects of auto repair. I’m talking about a real “health insurance policy” for vehicles.

I doubt too many peoplewould call me up asking forprices on repairs then. Instead,the caller would most likely say,“It’s covered; I’ve got great insurance…just get it done.” IC

Gonzo’sToolbox]

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By Gary Goms, Import Specialist Contributor

DIRECT FUEL INJECTION[DiagnosticSolutions

For veteran technicians, it’s no wonder that the internal combustion engine (ICE) hasbeen pronounced “dead” on more than one occasion. After having gone through thegas turbine craze during the early 1960s and the rotary engine fad of the 1970s, itcomes as no surprise that we’re witnessing still another resurrection of the reciprocat-ing internal combustion engine in the form of gasoline direct fuel injection.

Fast-forwarding past throttle body and multiport fuel injection, we’re now lookingat gasoline direct injection (GDI) systems, combined with ancillary developments liketurbocharging, variable valve timing (VVT), variable cylinder displacement and advanced combustion chamber design, as the working model for current gasoline engine technology.

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WHY GDI WORKS

Most of us are familiar with fuel and spark map-ping in conventional engines in which spark advance and air/fuel (a/f) ratios are continuouslymodified to meet different engine load and speedconditions. The difference between GDI and con-ventional fuel injection systems is that GDI systemscan use different operating modes to inject gasolinedirectly into the engine’s cylinders. Although theterminology among manufacturers might differ, thevarious modes can include power, homogenous,stratified, homogenous stratified and homogenouslean among others.

To better understand, let me describe several ofthe above modes. Since most GDI systems use atleast a 10:1 compression ratio, the power mode isslightly richer than normal to cool the combustionchamber and dampen any tendency to detonate. Thehomogenous mode, as the name implies, indicatesthat the a/f mixture is evenly distributed through-out the combustion chamber at a 14.7:1 ratio.

In contrast, the homogenous stratified chargeconsists of a lean a/f mixture being injected into

the cylinder, followed by a rich a/f mixture locatedat the spark plug. The rich a/f mixture is easily ignited by the spark plug and follows its functionof igniting the lean a/f mixture. Due to the bound-ary layer of air along the surfaces of the combus-tion chamber, the lean a/f mixture tends to burnmore completely than in port-injected engines.Keep in mind that not only can various “layers” ofthe a/f mixture be controlled, the timing and dura-tion, and even the number of injection periods percombustion cycle, can be controlled by the PCM.

GDI CONFIGURATIONS

Because gasoline direct injection was popularly introduced during the 1990s, the configuration ofany GDI system will vary according to age and application. Nevertheless, as an overview, the heartof the GDI system is a low-resistance conventionalmagnetic solenoid injector or a piezoelectric fuel injector, a high-pressure mechanical fuel pump, acontoured combustion chamber and a modernair/fuel ratio sensor.




In contrast to the magnetic solenoid injector, the piezoelectricinjector is composed of crystalwafers. When the wafers are elec-trically energized, they expand toproduce the high mechanicalpressures needed to open the injector pintle valve under 2,000psi of fuel pressure. These crystalwafers are stacked in the GDI fuelinjector so that they can nearly instantaneously pull the injectorpintle valve open to admit fuel tothe cylinder. Due to their design, operating voltages can range upto 90 volts at 15 amperes of current flow. Nozzles vary in

design to ensure that the stream offuel entering the cylinder con-forms with the shape of the com-bustion chamber.

The high-pressure mechanicalfuel pump, which is driven byone of the engine’s camshafts, issupplied by a conventional, single-line, in-tank pump. Fuelpressure on the mechanicalpump is usually controlled by apulse-modulated bypass sole-noid mounted on the pumpbody.

Since direct fuel injection re-quires high fuel pressures to overcome combustion pressures

created in the engine’s cylinders, atypical high-pressure fuel pumpcan produce in the neighborhoodof 2,000 psi maximum fuel pres-sure, depending upon operatingconditions. Fuel pressures aremonitored by a high-pressure sen-sor located in the fuel rail and alow-pressure sensor located in thefuel supply line.

Modified combustion chamberdesign is another major featureof GDI systems. Keep in mindthat the injector can be posi-tioned in the center or to the sideof the combustion chamber oragainst the cylinder wall. Center-

Import-Car.com 21

DiagnosticSolutions]DIRECT FUEL INJECTION



mounted injectors can use a cup-like recess in the piston to shapeand contain the incoming fuelcharge.

Similarly, side-mounted injec-tors can use channels and recesses in the piston head tohelp shape the incoming fuelcharge. And, since the stratified

or “lean-burn” modes can drasti-cally increase piston tempera-tures, many GDI engines have oilnozzles mounted in thecrankcase, underneath the pis-tons, to cool the piston domes.

Some systems also use a tum-bler flap mounted in the intakeport to help direct the air charge

into the cylinder in variousmodes. More unique to GDI systems, the cooling effects of injecting fuel directly into theengine’s cylinders allows engineers to use 10:1 to 13:1compression ratios. Last, because a/f ratios can becomevery lean, the now-familiarwide-band a/f ratio sensor mustbe used to monitor exhauststream gases.

ADVANCED OPERATINGSTRATEGIES

By itself, GDI is a refinement thatprovides better fuel control andcombustion efficiency. But whencombined with variable cylinderdisplacement, variable valve tim-ing and turbocharging, GDI mightbe revolutionizing current enginetechnology. The most importantpoint in modern engine technolo-gy is that engineers are now increasing combustion efficiencyby using variable displacement engines to reduce pumping losses.They accomplish this by reducingthe intake manifold vacuum andsimultaneously increasing cylinderrunning compression at idle andlow-throttle openings.

To illustrate, disabling threecylinders on a typical V6 engine




Application-specific motor oil is becoming a fact of lifein automotive service and some state governments arenow requiring that motor oil specifications now berecorded on repair orders. So, once again, we can stayout of trouble by paying attention to the details.


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requires an increase in throttle angle to supply air at alower intake manifold vacuum to the remaining threecylinders. Since there is less torque because the engineis no longer running as a vacuum pump, the engineproduces more power. In addition, the running com-pression pressure on the remaining cylinders is nowincreased at idle and, therefore, tends to burn the a/fmixture more efficiently in the operational cylinders.

As you might suspect, a high-compression GDIengine running at relatively high combustion tem-peratures and higher compression ratiostends to produce higher levels of ni-trogen oxides (NOX). SomeGDI engines, likeMazda’s SKYACTIVengine, use VVTto help reduceNOX productionby changing thevalve timing to more effec-tively manage the engine’srunning compression. In someapplications, changing the exhaust camshaft timing duringthe valve overlap cycle can producean EGR effect by allowing a small vol-ume of exhaust gas to enter the cylinder onthe intake stroke.

Lastly, improvements in turbocharging systems,such as variable vane technology, have reduced the“turbo lag” that characterized earlier systems. Tur-bocharging has also allowed engineers to reduce rotat-ing friction by reducing engine displacements. So thecurrent trend, or “revolution,” in engine design hascombined GDI with ancillary developments like tur-bocharging, VVT, variable cylinder displacement, ad-vanced combustion chamber design and modern a/fratio sensors to produce small displacement, world-class engines that can be used in a variety of vehicleplatforms.

SAFETY ISSUES

High-pressure direct injection poses some unique

safety issues. Because any liquid pressurized to2,000 psi can literally cut like a knife, a technicianshould be mindful that recommended safety proce-dures must be used to bleed off the extremely highfuel pressures present in the injector rail. Somemanufacturers recommend disabling the fuel pumpwith the bi-directional controls included with mostscan tools, then starting and running the engineuntil it stalls. Other manufacturers prefer alternate

methods, so it pays to researchapplicable service infor-

mation before attempt-ing to diagnose orrepair any GDI system.

Due to safety issues, manufactur-ers require that allO-rings and mosthigh-pressure steelfuel lines be replaced

with original equip-ment (OE) if removed

for injector replacementor any related service repair.

OPERATING ISSUES

The problem of carbon accumulating on the intake valve seat is unique to direct fuel injection because the injected gasoline no longer washes car-bon deposits from the intake valve seats. Most of thecarbon deposited on the intake valve seats originatesfrom the exhaust gas recirculation (EGR) and posi-tive crankcase ventilation (PCV) gases passingthrough the intake valve into the combustion cham-ber. (See the article “Direct Injection Issues & CarbonDeposits,” in the September 2013 issue of ImportCar.)Thanks to compression leakage around the intakevalve, the resulting carbon accumulation eventuallyresults in a troublesome misfire problem on all cylin-ders. The most severe cases require removing thecylinder heads to clean and resurface the valve seats.

The other major problem is wear in the camshaft-





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driven, high-pressure fuel pump,also described in the “Direct In-jection Issues” article. Some ofthe wear problems are caused byproblems with the metallurgy,while others are caused by usingthe incorrect motor oil, most par-ticularly in European applica-tions. Application-specific motoroil is becoming a fact of life inautomotive service and somestate governments are now requiring that motor oil specifi-cations now be recorded on re-pair orders. So, once again, wecan stay out of trouble by paying attention to the details.

Another, more complex, issue islow-speed pre-ignition (LSPI).Toyota, in particular, has foundthat engine oil volatility can become a factor in producingLSPI in small displacement, tur-bocharged, GDI engines. In brief,oil volatility concerns the actualtemperature at which the oil be-gins to turn from a liquid into avapor. Engineers have discoveredthat a very small droplet of oilpassing through the piston ringsand vaporizing at the edge of thecombustion chamber in a GDI engine can spontaneously ignite,which can cause mechanical

damage by upsetting the carefullymanaged combustion processused in GDI engines.

DIAGNOSTICS

While the above text is by nomeans a comprehensive coverageof direct injection diagnostic andservice procedures, it should pro-vide an overview of the issues thatthe typical diagnostic technicianmight be confronted with in thenear future. As mentioned earlierin “Advanced Operating Strate-gies,” it should be apparent thatsome of our traditional diagnosticstrategies, like testing the intakemanifold vacuum as a mainstreamdiagnostic method, might becomeobsolete. Similarly, while some advanced techs have used theirlabscopes to record fuel injectorwaveforms on GDI engines, I’mnot sure that will work as a diag-nostic strategy in the world ofvariable fuel injection modes.

Thanks to the increased computing capacity of modern engine control modules (ECMs),the diagnostic process is becom-ing more reliant on scan tool diagnostics. Look for evolvingoperating strategies that mighteliminate various driveabilitysymptoms by compensating formiscalibrated or failed sensors.Look also for more DTCs covering an even wider latitudeof circuit failures. Above all, remember that the only constantin the world of modern technol-ogy is change itself. IC






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The cold snap that hit most of the country inearly January was the onset of one of the coldest winters most states have seen in years.

And since cold weather can have adverse effects on vehicle systems, you probably experi-enced an influx of customers whose vehicleswere towed in with dead batteries, or ones thatwere flooded due to ignition systems that couldnot fire the fuel. How many of those could havebeen prevented if a little maintenance was doneto the vehicle before the foul weather hit?

We’ve all had those preventive maintenanceconversations with customers, but has a customerever asked you to replace something that didn’ttest bad? I had a customer tell me to replace a bat-tery that was barely four years old and it was a 75-month battery. I told him that the battery testedfine and the charging system was working well.

That’s when he said something that I now say tomy customers almost every day. “You don’t waituntil you run out of gas before you put gas in,right? Why would you wait until your batterydied to put a new one in?” He went on to say if thebattery died it would be at the most inconvenient

time possible, like when he needed to pick up hisdaughter from school or when he was supposed tobe at a meeting at work. I share that story with mycustomers frequently and, as a result, I seem to bedoing a lot more scheduled maintenance.

Let’s look at some VW and Audi maintenanceschedules and see what we may have been miss-ing that could help our customers avoid costlytows and generate some additional revenue forour efforts.

So here goes. Why is it that even though we’veexperienced many advancements in oil technol-ogy, we see more oil-related failures than weused to see? For example, VW and Audi 1.8L turbos that are sludged up, as well as Saab 2.3Lengines, and Volvo breather assemblies that getplugged. We are seeing oil-related problems onmany cars due to extended oil change intervals.VW and Audi recommend 5,000-mile oil changeintervals, which are adequate. It’s up to us to sellcustomers on the benefits of using full syntheticoil so when they go over that 5,000-mile mark by3,000 or 4,000 miles, it won’t be too detrimental tothe engine.

Routine MaintenanceSchedules Help YouCapture UnperformedService Work


By Bob Howlett, Owner, The SwedishSolution www.swedishsolution.com

MAINTENANCE MINDSET[VolkswagenFeature

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INSPECTION SHEETS

Remember that old “pay me nowor pay me later” commercial? Itstill applies, especially at our

shop. Included with every oilchange is a safety inspection. Weare a AAA-approved shop andwe use its inspection sheet to findother needed work on our oil

change services. Inspection sheetsensure all vehicles receive thesame checks every time. Belts,hoses, brakes and fluids are just afew things we inspect. Don’t forget to measure the tire tread.What might be fine for summer isnot OK for winter. And, it seemsto me that for as long as I’ve beenworking on cars, most people willbuy tires from the first personwho recommends they are inneed of new tires. Be prepared toquote good, better, best optionswhen it comes to tires becauseour customers really like choices.

Minor services are due every20,000 miles. In addition to theoil change service, cabin air filters are replaced, as needed.Many customers don’t see theneed for the cabin air filter andjust as many don’t even knowtheir vehicles are equipped withone. But, after explaining that allthe air they breathe enters the carthrough that filter, objections tothe added cost are minimal.

The safety inspection we provide is a more detailed checkof key vehicle systems. A fullcharging system check and bat-tery check are completed and, ifpossible, we’ll check the individ-ual cells of the battery. If the elec-trolyte levels differ by more than50 points, we’ll recommend a newbattery. Remember, you don’twait for your car to run out of gasbefore putting more in, do you?

Don’t forget to check your labortimes on battery replacement.Some are easy to replace, butsome vehicles require 0.2 to 0.4





hours. In the VW Touareg and more than one Audi,however, the batteries are located inside the car andbook time is one hour.

We not only check the coolant level and condi-tion, but also take the time to pressure-check thesystem and check for any leaks. VW and Audi havea lot of plastic coolant flanges, fittings and coversthat can crack, with O-rings that can start leaking,and many are not very accessible.

Even if the check engine light is not on, we’ll inter-face with the engine management system and checkfor stored trouble codes on every service. We don’tbill for reading the codes and our customers love usfor that. After we pull the codes, we’ll recommend

some diagnostictests for which weapply a charge.

It seems thatcustomers arevery willing topay for diagnostic timeto pinpoint aproblem if we explain what thecodes are andwhy we need torun the tests. Weused to get a lot

of resistance when they asked how much it wouldcost for us to look at the check engine light, and weanswered $93. (Customers insist that because AutoZone does it for free, it couldn’t take that long,right?) If you pull the codes for free, but then bill forthe necessary tests to diagnose the problem, youwon’t get nearly as many objections to the added diagnostic charges.

The majority of the 20,000-mile services for mostvehicles call for 1.5 to 2.0 hours, depending on theyear and model. We bill 2.0 hours on every car andsell the benefits of all the extra services we provide.

We perform the major services between 40,000-75,000 miles, depending on the year and model.Most VW and Audi models prior to 2005 require

Import-Car.com 31 Reader Service: go to www.ICRapidResponse.com


the major services to be done at 40,000 miles. Themaintenance intervals on later-model VWs andAudis vary, so check your vehicle repair informa-tion system or the owner’s manual to determine ex-actly what’s required. It seems that even the sameengine will call for different spark plug change intervals (ranging from 55,000 miles to 60,000 milesto 75,000 miles), depending on whether it’s in a VWor an Audi.

We like to keep it simple for our customers. Because our weather allows us to use the “severeservice” intervals, we recommend the major serv-

ices be performed at 60,000 miles on the newercars. In addition to everything that’s checked onthe minor service interval, the spark plugs and airfilter are also replaced.

The transmission fluid checks require the trans-mission to be at a specific temperature and it needsto be monitored with a scan tool, so keep that inmind when quoting the services. Transmissionfluid and filter changes can also vary depending onwhat transmission is in the car, so we price thoseseparately. The same principle applies to brakefluid and coolant flushes. Our recommendation isevery two years on brake fluid flushes and coolantflushes every four years or 100,000 miles.

RELATED SERVICES

When performing vehicle inspections, it’s relativelycommon for us to find other necessary work. As anexample in the older vehicles, the plastic breathertubes would crack and the suction pumps wouldfail, so we always double-check for oil leaks that may

signal that the breather assemblies are not workingproperly. The newer cars are no different. Checkclosely and you may find broken breather hosesunder the intake. Because of the labor involved, we’llreplace the breather valve and related hoses whenmaking the repair. There are VIN# splits, so have theVIN# ready when looking up the proper parts.

When properly maintained, most cars will lastmore than 200,000 miles. If we educate our cus-tomers on what their vehicles need to run at theirpeak, and develop a maintenance schedule sothey’re inspected a couple times a year, there won’t

be many repair surprises that catch them off-guard.It’s less expensive in the long run to maintain a carthan to buy a new one.

More than $18 million of unsold service workpasses through our shops every year, and I decidedlong ago that I wanted to tap into the profit center.Convincing our customers of the value of preventivemaintenance is as easy as asking them, “Why wouldyou wait to run out of gas before you put more in?”Give it a try and you’ll be pleased with the results. IC



Bob Howlett joined theSwedish Solution crew in1985 and bought the busi-ness 10 years ago. Bob is anASE-certified Master Techni-cian and is an L1 AdvancedLevel Specialist. The SwedishSolution specializes in Saab,Volvo, VW and Audi, but itemploys four ASE MasterTechnicians who can serviceall makes and models.

It seems customers are very willing to payfor diagnostic time to pinpoint a problem ifwe explain what the codes are and whywe need to run the tests. {


SAABSNAP OR POP NOISE ON TURNS FROM THEFRONT SUSPENSION

Models: 2003-’11 Saab 9-3 Sedan2004-’11 Saab 9-3 Convertible2006-’11 Saab 9-3 Combi

The following diagnosismight be helpful if the vehi-cle exhibits the symptom(s)described in this bulletin.

Condition/Concern: A customer may complain

of a snapping or poppingnoise on turns from thefront suspension. This typi-cally occurs on sharp turnssuch as a parking lotmaneuver. Duplicate theconcern to verify the noise iscoming from the front suspension.

Recommendation/Instructions: After you have duplicated the concern to veri-

fy the noise is coming from the front suspension,make sure all components are torqued to specs.Also, a number of wheel bearings have beenreplaced with the thinking they were the rootcause when, in fact, the brake backing plates arepopping over the mounting bolts when the sus-pension is flexed and the wheel is turned.

To remove the backing plate, follow WIS path9440/Front Suspension/Adjustment-Replacement/Wheel Hub Front.

Note: Do not replace the wheel bearing or hub.After removal of the backing plate, enlarge the

mounting holes in the plate enough to ensurethey will not bind or contact the mounting bolt(1 mm is a good rule of thumb). See Fig. 1.

Reinstall per WIS path 9440/FrontSuspension/Adjustment-Replacement/WheelHub Front, carefully providing necessary clearance between the backing plate and its components.

Service Procedure: 1. Raise the car.2. Remove the wheel.3. Remove the hub nut.4. Press in the driveshaft so that it loosens from

the hub.5. Press in the brake caliper piston by pressing

with a screwdriver against the brake pads. 6. Remove the brake caliper and suspend it

from the spring.7. Remove the brake disc lock bolt and lift off

the brake disc.8. Remove the wheel sensor connection.9. Remove the steering rack tie rod end from

the steering swivel member.Note: It may help to place a wedge between the

suspension arm and the anti-roll bar in order tohold down the suspension arm.

10. Remove the two upper bolts securing the

ImportTechTips]

Import-Car.com 33

Fig. 1: Saab

33-36 Tech Tips 1/14/14 11:46 AM Page 33

strut to the hub.11. Pull down on the hub and separate the hub

from the driveshaft.Note: Take care that the inner universal joint

does not separate.12. Remove the three bolts from the hub.

Remove the brake shield. 13. Using a round file or similar, enlarge the

three dust cover mounting holes by 1 mm, making sure they do not contact the hub boltsupon installation.

To fit:1. Clean the contact surfaces and fit the brake

shield and the hub with three bolts.Note: Make sure that the cable to the wheel

sensor fits into position upward/forward. Tightening torque: 90 Nm +45° (66 lbf.-ft. +45°)2. Insert the driveshaft into the hub.Important: Always fit a new hub-center nut if

it has been removed because the clamping forceof the lock indentations will be reduced if the oldone is refitted.

3. Fit the hub nut and pull the shaft to the correct position with the nut.

4. Remove the wedge (if used) and reattach thesteering rack to the steering swivel member.Tightening torque: 50 Nm (37 lbf.-ft.)

5. Clean the brake disc surfaces thoroughly. Fitthe brake disc into place and tighten the brakedisc bolts. Tightening torque 7 Nm (5 lbf.-ft.)

6. Connect the wheel sensor and fit the connec-tor into the holder.

7. Fit the brake caliper. Tightening torque: 210Nm +30° (155 lbf.-ft. +30°)

8. Fit the wheel. Fit the bolts and tighten themalternately by hand to center the wheel. Thewheel must be suspended freely when tighteningthe wheel bolts.

Tightening torque: aluminum rim, 110 Nm (81lbf.-ft.)

Tightening torque: steel rim, 50 Nm +90° +90°,max. 110 Nm (37 lbf.-ft. +90° +90°, max. 81 lbf.-ft.)

9. Lower the car so that the wheel rests on

the floor. 10. Tighten the hub nut. Tightening torque: 230

Nm (170 lbf.-ft.)11. Install the wheel emblem.12. Press out the piston in the brake caliper by

stepping on the brake pedal several times beforetest-driving the vehicle.

13. Test-drive vehicle to verify your repair wasa success.

Courtesy of Saab Parts North America.

INFINITI GROAN NOISE HEARD FROM FRONT BRAKESOF QX56

Applied Vehicles: 2004-’06 QX56 (JA60) Applied VINs: 2004 and 2005 Vehicles, All VINS;2006 vehicles built before 5N3AA08(**)6N

808731 Applied Dates: Vehicles built before Feb. 10,

2006 If you confirm a “groan” or “growl” noise

coming from the front brakes, replace the frontbrake pads with the new ones noted in this bulletin.

Note: This noise may occur after the vehicle hasbeen stopped several times using moderate-to-hard braking effort. The noise might then beheard during the last few feet of braking whencoming to a stop.

Note: The new brake pad kit includes new padretainers and backing shims.

Service Procedure:1. Remove the front brake pads. 2. Inspect the rotors; service as needed. 3. Prep the inboard brake pads for installation.

a. Apply a “moderate” amount of MolykoteM77 grease (P/N 44003-7S000) to the back ofeach pad as shown in Fig. 1 on page 36.

Note: • The inboard pads have a straight edge and

pad wear sensor. • The inboard backing shims have cut-outs on

the edges.


[ImportTechTips

33-36 Tech Tips 1/14/14 11:46 AM Page 34


35 APA IC 1/14/14 11:31 AM Page 35

b. Install the shim and push down on it tosqueeze out any excess grease.

c. Clean off all of the excess grease thatsqueezes out.

Caution: Don’t get any grease on the brake pador brake rotor friction surface. Clean off anyexcess grease.

4. Prep the outboard brake pads for installation.

a. Apply a “moderate” amount of Molykote M77grease to the back of each pad as shown in Fig. 2.

Note:• The outboard pads have a curved edge. • The outboard backing shims do not have

cut-outs on the edges. b. Install the shim and push down on it to

squeeze out any excess grease. c. Clean off all of the excess grease that

squeezes out. Caution: Don’t get any grease on the brake pad

or brake rotor friction surface. 5. Install the new front brake pads and pad

retainers, P/N 41060-ZC027.• Apply a thin layer of Molykote M77 grease to

the pad retainers. • Make sure the inboard pads are installed

with the wear sensors facing down — toward theground (see Fig. 3).

6. Reinstall the wheels and lug nuts. • Tighten lug nuts to 133 Nm (14 kg-m, 98 ft.-

lb.) with a torque wrench. • Do not tighten the wheel lug nuts with an air

impact wrench. • If you apply uneven or high torque to the lugs

it may “distort” (warp) the brake rotor and hub.This could cause increased rotor runout and exces-sive rotor thickness variation as the rotor wears.

7. Burnish the brake pads. a. Drive the vehicle on a straight smooth road

at about 30 mph (50 kph). b. Use medium brake pedal/foot effort to

bring the vehicle to a complete stop from about30 mph (50 kph). Adjust your pedal/foot pres-sure so that the vehicle stopping time is 3-5 seconds.

c. Cool the brakes down by driving at about30 mph (50 kph) for approximately one minutewithout stopping.

d. Repeat a, b and c (above) 10 times to complete the burnishing process.

Courtesy of MotoLOGIC® Repair & Diagnostics:www.motoshop.com/motologic. IC

[ImportTechTips


Fig. 1: Infiniti Inboard Pad and Backing Shim (right side shown)

Fig. 2: Infiniti Outboard Pad and Backing Shim

Fig. 3: Infiniti

33-36 Tech Tips 1/14/14 11:46 AM Page 36

The Year in Ride Control TSBs‘Tried and True Fixes’ Can Expedite The Diagnostic Process

TechUpdate]

Import-Car.com 37

RIDE CONTROL TSBs

Technical service bulletins (TSBs) can help you solve common problems thatoccur on a specific vehicle. If you’re trying to resolve suspension, ride control andair ride problems, looking at the TSBs can lead you down an established diagnosticpath that has been constructed by technicians and engineers.

2013 was a good year for ride control TSBs. Some TSBs were intended for veryfew vehicles on the road, but the solutions can be used to resolve the same prob-lems on a wide variety of vehicles. Several of the TSBs over the next few pagescan help to solve chronic problems that have plagued some vehicles for years.

Here are the top seven ride control TSBs from 2013.

1. ACURA: Ticking From the Dash-board or Front Damper

TSB#: 13-039Affected Vehicle: 2014 Acura MDXSummary: While you may not see a 2014

Acura MDX in your shopin the near future, thisTSB is still worth readingfor the solution to theproblem. Owners of thisvehicle were reportinga ticking coming fromthe upper strut area.The condition iscaused from theupper strut mountsticking to the vehiclebody, causing a noiseas the body flexed. The solution is tomount special stickers to the top of thestrut mounts to insulate the body from theupper strut mount. This TSB will make youthink twice about not replacing an insula-tor or strut mount the next time youchange the strut on any vehicle.

2. AUDI: DTC 01487, No Communica-tion With Air Ride Suspension Moduleand Air Ride Deflates

TSB#: 43 13 212017325/8

Affected Vehi-cles: 2007-‘08 Q7

Summary: ThisTSB is a reflash/re-programming solution for a condi-tion that happenswhen the vehicle isturned off and the sleep mode of the serialdata bus is interrupted by the key cycle orwhen the door is opened. Drivers reported theair suspension warning light would blink andthe air suspension would go to the lowest pos-sible position when restarting the vehicle. If thedriver cycled the ignition, the suspensionwould return to normal operation. If you getone of these vehicles in your shop, DTC 01487(system function test incorrect, signal sporadic)will be stored in the system. The new softwareprevents this from happening by changing theparameters in the sleep mode protocols.

37-40 Tech Update_shock&strut TSBs 1/14/14 11:47 AM Page 37


RIDE CONTROL TSBs[TechUpdate


3. AUDI: Ride Control DTCs Caused by Bad GroundsTSB#: 43 13 22 2018190/5 Affected Vehicles: 2007-‘08 Q7Summary: This TSB advises if DTCs 00142-00145 are stored in the

self-leveling suspension control module, the technician should performchecks on the electrical circuits going to the four air ride valve unitsrather than replacing the entire unit. The TSB advises to check the resist-ances of the valves that should be between 1.66-3.61 ohms dependingon the ambient temperature.

4. AUDI: Compressor Inoperative

TSB#: 43 13 23 2018765/9Affected Vehicles:2006-‘08 A6, 2004-‘10 A82007-‘12 Q7, 2013 S62013 S7, 2011-‘13 A8Summary:

This is an updated TSBfrom 2010that outlinesthe diagnos-tic proce-dures andparts replacement recommen-dation for a compressor thatkeeps running after the vehiclehas been locked and the cus-tomer is unable to adjust the system. The affected vehicleshave one of three codes stored inthe level control system module:

DTC 0453: Restricted functionthrough excessive temperature

DTC 1583: Leak in the systemDTC 1770: Sender for compres-

sor temperature of self-levelingcontrol G290

The TSB discusses thermal dam-age to the compressor and relaythat could cause the compressorto fail. The bulletin shows what adamaged relay looks like.



39 KYB IC 1/14/14 11:30 AM Page 39


RIDE CONTROL TSBs[TechUpdate


5. INFINITI: Strut Housing Corrosion Issues

TSB#: ITB11-041fAffected Vehicles: 1997-2003

QX4Summary: This TSB is a voluntary

campaign to resolve issues withcorrosion of the front strut housingfor vehicles in rust belt states. ThisTSB can help you to advise customersif they need to contact a dealer for repairs.

6. MINI: Welding Spatter Causes Noiseon Bumpy Roads

TSB#: SI M33 01 10Affected Vehicles: 2007-‘09 MINI

Clubman R55Summary: This bulletin describes a

clicking noise from the rear suspen-sion that can occur on uneven roads.The noise is caused by welding spatteron the body that comes in contact withthe rear upper strut mount. MINI’s

solution is to remove the welding spatter, paint the surface and install a gasket on the strut mount.

7. VW: Coil Spring Creak atLow Speeds

TSB #: 40 13 03Affected Vehicles: 2011-‘12

PassatSummary: This TSB is a

solution for a creaking noisethat occurs at low speeds orwhile driving over speedbumps. The source of the problem is the springs. Accord-ing to the TSB, some springs were not correctly formed. Thebulletin recommends replacing the spring and painting theworn area of the strut’s spring seat. IC


NUCAP’s Step Chamfer stampingprocess for brake pad backing plates reduces weight and improves flatness onbacking plates, providing enhancedvalue. By rethinking the chamfer’s role ona backing plate, the company has founda way to remove material at the backingplate’s leading edge. This has a positiveimpact on fuel economy by producinglighter-weight braking systems. NUCAP’sinnovative process for Step Chamferingimproves on traditional angle chamferingby removing more material, while elimi-nating the distortions generated whenangle chamfer is produced.Reader Service: Go towww.icRAPIDRESPONSE.com

Federal-Mogul’s MOOG Steering andSuspension brand has introduced morethan 80 additional parts with combinedcoverage of several million late-modelforeign-nameplate and domestic vehi-cles. Among the latest MOOG parts arerear control arms for dozens of late-model applications, including AcuraMDX; Honda Odyssey and Pilot;Hyundai Elantra; Kia Optima andRondo; Nissan Altima; and Subaru BRZ,Forester, Impreza, Legacy and Outback.Federal-Mogul also has introduced premium MOOG ball joints for LexusCT 200h and Toyota Prius models.Reader Service: Go towww.icRAPIDRESPONSE.com

Import-Car.com 41

The Hytec Automotive Group has launched a new line ofelectrical component parts. The new Electrical Shield Tech-nologies (EST) product line includes TS-16949-certifiedfuel pumps and ignitioncoils. The fuel pumps, designed for outstandingfuel delivery, easy installation and proper fit,are compatible with all fuelsand additives. The pumps, manufactured with solid-state,worry-free electronics, also eliminate vapor lock and flooding. Reader Service: Go to www.icRAPIDRESPONSE.com

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LIQUI MOLY’s10W-60 Race Tech GT1motor oil is first fill andthe recommended oilfor the CaterhamSP 300.r sold by DysonRacing Customer Carsin North and SouthAmerica. Gipson Motorworks has part-nered with LIQUI MOLY and Dyson to supply LIQUI MOLYracing oils to the Dyson Racing Customer Cars operation.LIQUI MOLY’s 10W-60 oil is also recommended for M seriesBMWs and other high-performance and racing vehicles. Reader Service: Go to www.icRAPIDRESPONSE.com

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Standard Motor Products, Inc. (SMP) announces the addition of 709 new

part numbers to its Standardbrand and Intermotor line ofgenuine import parts. This lineexpansion features more than300 new switches, includingmulti-function, combination,cruise control, fog lamp, power

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Bosch Blue Disc Brake Pads providecomprehensive coverage for domestic,Asian and European vehicles. Featuresinclude: advanced platform-specific friction formulas (NAO-Ceramic andSemi-Metallic); OE-style multi-layershims for enhanced noise-dampeningand quiet operation; rust-preventioncoating for improved durability; slotsand chamfers to match the OE design;and synthetic grease.Reader Service: Go towww.icRAPIDRESPONSE.com

Tenneco morethan doubled the size of theWalker CalCat line this year in responseto rising demand for direct-fit convert-ers that comply with California Air Resources Board (CARB) standards aswell as the latest emissions require-ments in New York state. CalCat con-verters are engineered with OE-stylewashcoats and the optimum preciousmetal loadings necessary to meet Cali-fornia’s emissions requirements. Ten-neco also continues to add to its line ofU.S. EPA-compliant Walker Ultra direct-fit and universal converters for OBD II(1996 and newer) vehicles. Reader Service: Go towww.icRAPIDRESPONSE.com

Permatex has released thePermatex Single-Use Rotor CleaningWipe Towelette, which makes it easierto clean and prepare new brake rotorsfor installation. It’s a water-based cleans-ing wipe designed to remove oil residueand impurities from the rotor surfaceand help protect the rotor from corro-sion. The formula contains no VOCs andhelps to promote pad wear-in. The wipealso leaves a thin, protective correctioncoating, which prolongs rotor life andhelps prevent brake squeal. Reader Service: Go towww.icRAPIDRESPONSE.com

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Track Talk

Bent sheet metal, hurt feel-ings, last-lap action andecstatic winners.

That’s what the inauguralUNOH Battle at the Beachpromised. And it delivered.

The event, held on theshort track on theSuperstretch of DaytonaInternational Speedway, willreturn to the “World Centerof Racing” duringSpeedweeks 2014, and willhighlight a week full ofNASCAR racing at Daytonaand neighboring NewSmyrna Speedway.

NASCAR’s top short-trackstars will reconvene foranother shot at victory, andperhaps a reprise of last sea-son’s fireworks, on the sport’sbiggest stage Feb. 18 atDaytona InternationalSpeedway. It comes on theheels of a successful debut on

the DaytonaSuperstretch in whichlast-lap contact decid-ed the outcome of allthree races last season.

“The UNOH Battleat the Beach is a greatopportunity for shorttrack racers fromaround the country tocompete on racing’sbiggest stage,” saidDaytona InternationalSpeedway PresidentJoie Chitwood III.“We’re looking for-ward to some intense compe-tition with two exciting mainevents.”

The 0.4-mile oval layoutthat includes part of the 2.5-mile track’s backstretchreturns to host a champi-onship points race for theNASCAR K&N Pro Series Eastand a non-points event for

the combined NASCARWhelen Modified and WhelenSouthern Modified tours.Both races will be 150 laps.

“Fans around the worldlook forward to Speedweeksto kick off the NASCAR sea-son, and we are proud to beable to present a week ofshort-track action leading up

to the 56thrunning ofthe Daytona500,” saidGeorgeSilbermann,NASCARvice presi-dent oftouring andweeklyseries. “Theanticipationfor lastyear’s firstUNOHBattle at theBeach wassurpassed

only by the number of peo-ple talking about the electri-fying finishes.”

The race will actually bethe second event of the sea-son for the K&N series,which will kick off Feb. 16 atnearby New SmyrnaSpeedway, a half-mile trackin New Smyrna Beach, FL,now in its second year ofaffiliation with the NASCARWhelen All-American Series.

Tickets and informationfor the UNOH Battle at theBeach as well as NASCAR’smost prestigious race — the56th annual DAYTONA 500on Feb. 23 — are available atdaytonainternationalspeed-way.com or by calling 1-800-PITSHOP.

Fans can follow NASCARon Twitter (@NASCAR) andstay up to speed on the latestNASCAR news by using hash-tags #NASCAR, #DAYTONA500and #ROADTODAYTONA and#NASCARBattle.

Battle at the Beach Back at Daytona for 2014

Follow NASCAR Performance on Twitter and Facebookwww.twitter.com/NASCARauto

www.facebook.com/NASCARPerformance

The 2014 NASCAR season starts with the 56th annual DAYTONA 500 on Feb. 23. The GreatAmerican Race will air live on FOX, MRN Radio and SiriusXM NASCAR Radio, with addi-tional coverage on NASCAR.com.

Last year, veteran Steve Park scored a popular win in the NASCAR WhelenModified Tour race at the UNOH Battle at the Beach.

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