member spotlight: 75th anniversary zor turbo 1941-2016 see ... · serving automotive, heavy duty,...

75th Anniversary1941-2016

Member Spotlight: ZOR TURBOSee page 4

April 2016, Issue 4

Serving Automotive, Heavy Duty,Industrial & Agricultural

Remanufacturers.

COPYRIGHT 2016/AUTOMOTIVE PARTS REMANUFACTURERS ASSOCIATION. The APRA Reman Connection is published as a membership service by the APRA. The opinions expressed in the articles in this publication are those of the author of the articles and not the publisher. While every reasonable attempt has been made to assure that the information in this publication is accurate, the publisher assumes no responsibility for any omissions or errors, nor for the application of any advice or suggestions in any particular situation. Due to space limitations, all items published are subject to abridgment. Unsolicited items will not be returned.

Kripli’s CornerWhy Would you Not Belong to an Association?

So I am struggling with why businesses or shall we say people do not belong to an Association that represents the business they have chosen to be in and make a living at. Let me give you an example, Dean Conner, our current Treasurer on the APRA Board of Directors lives in Morgan City, Louisiana, and he surveyed his area within 100 miles of his shop and found at least 30 shops that could perform the kind of work that he performs on Starters & Alternators. Here’s the interesting part, of those 30 shops only 9 shops

belong to any kind of Association. I’m talking APRA, ERA, or MERA or any type of Asso-ciation for that matter. I found this to be disheartening that people don’t support the industry that supports them whether it be helping with technical information, repre-sentation within government affairs or just watching out for each other.

OK, so here’s where I get on my soapbox, we recently sent out dues renewal invoices and I had a small number of small shops, and I am talking a two person shop that de-clined to renew. Now I am speculating that a small two person shop at the very least generates $100,000 in revenue per year.

Our lowest dues level is $255.00 for a two person shop, now that’s 0.002% of their revenue for access to technical data, website access, representation for government affairs, discounts on freight, credit card fees, payroll, etc. Now, maybe I’m wrong, but that seems like a pretty fair price for a small shop to support the industry that is gen-erating their family income and supporting their community with jobs. Again, I am on my soapbox.

Now I get why the larger companies seem to have less concern with their dues, our most expensive remanufacturers dues is $2,195.00 for a company with 401 plus em-ployee’s, that would roughly equate to a company with revenue roughly in the $100 million dollar range which means the dues represent .0002% of the revenue. Now for a company to hire a lobbyist in Washington DC, they are going to spend about $100K for that representation, so I can see why it’s a no brainer for the larger compa-nies, lots of bang for their buck. But trust me it’s just as much bang for the buck for a smaller shop as it is for the larger shop, it’s just different necessities that they need, where the benefit from technical information (found on the APRA Website) is more for the smaller shop's agenda than government affairs is for the larger shop, I get that and understand that. I am just asking for your support of your industry by supporting your Association.

OK, climbing off the soapbox, have a great month. Notice, I didn’t get back into the benefits: Networking.

I always welcome response or rebuttal to my comments at [email protected]

Respectfully,Joe Kripli

TABLE OF CONTENTS2 Kripli’s Corner3 Industry Calendar4 Member Spotlight6 Auto Electric Corner8 Around the Industry8 Classifieds9 European Report10 Asia/PacificUpdate11 Turbo Charger Overview12 Diagnosing Shifting Issues14 Supplier Spotlight16 Talking Tech17 Classic Reman18 Turbocharger Forecast19 New Members

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The APRA REMAN ConnectionOffice Contact:Phone: (703) 968-2772Fax: (703) 753-2445 Email: [email protected]

President: Joe Kripli | [email protected]

Tech Manager: Wes Grueninger, Sr. [email protected]

European Office:Gregor Schlingschroeder | [email protected]: 011 49 2541 80068-18 | F: 011 49 2541 80068-21Neustrasse 848653 Coesfeld GERMANY

3 ISSUE 4 | REMAN CONNECTION

2016 Industry Events

ExpoINA PAACE AutomechanikaApril 13-15Mexico City, Mexico

APRA European Remanufacturing Show 2016April 20-22Birmingham, UK

World Remanufactur-ing Summit 2016May 25Chang Fu Gong, China

6th China Remanufac-turing Summit 2016May 26-27Chang Fu Gong, China

China Remanufactur-ing, Refurbishing & Equipment Remaking Exhibition 2016May 26-27Chang Fu Gong, China

Latin Auto Parts ExpoJune 15-17Panama, Republic of Panama

2016 Big R/ReMaTecUSA ShowOctober 29-30Las Vegas, NV

AAPEX November 1-3Las Vegas, NV

SEMA ShowNovember 1-4Las Vegas, NV

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4 REMAN CONNECTION | ISSUE 4

Interview with Randall S. Funck, Partner/Founder of ZOR

How/why was the company established? What area of the country do you serve?

ZOR Industries was founded by partners Ziki Zuck, Oren Neugebohr, Randall Funck in 2010. The company was initiated to support the after-market turbocharger needs and supply. Vehicle OEM’s are rapidly moving to an increased population of vehicles in the light duty diesel and automotive applications being equipped with turbochargers. ZOR Industries has positioned them-selves to be a front runner in provid-ing both new and remanufactured turbos to this growing need.

ZOR is located in Virginia just 2 hours west of Washington D.C. ZOR serves customers in Virginia, West Virginia, Washington DC, Maryland and Pennsylvania

What products does your company remanufacture?

We service all makes and models of turbochargers ranging from heavy duty truck, agriculture and industri-al, light duty truck and automotive. OEM turbo models include Garrett, Borg Warner, Schwitzer, IHI, Mitsubi-shi, and Holset.

Besides automotive, what other sectors do you service to diversify your business?

To further assist our customer needs ZOR offers a line of remanufactured and new fuel injectors, high pressure oil pumps, electronic modules and other diesel engines/system parts.

What are the largest challenges to running your business?

Aside from the common issue of new vehicle complexity and oper-ation there is a definitely a lack of both service mechanics and opera-tor knowledge on how turbocharged vehicles systems must be serviced, maintained and operated. Because of the increased power most oper-ators particularly in the light duty applications think they can run the vehicle extremely hard and in varied abusive manners, as well as perform under hood changes and alterations that create an unbalanced system operation. The aforementioned can result in damages and decreases in the turbo and system reliability that the OEM have designed into the vehicle. Education will be a must for both mechanics and operators as the turbocharged vehicles popula-tion and market increases.

MEMBER SPOTLIGHT:

ZOR TURBO


Over the next five years, what do you believe are the largest oppor-tunities for remanufacturers of turbochargers?

We have experienced good steady year over year growth in our busi-ness since its inception. Although the percentage of turbo equipped vehicles being serviced in the aftermarket is still proportionally low to non turbo applications; the rise in turbo equipped applications is definitely on the increase with OEM vehicle manufactures offering turbo equipped vehicles ranging from the common heavy duty appli-cation to increases in skid loaders, tractors, motorcycles, jet ski and the light duty automotive markets. As with the other various remanu-factured commodities offered into the markets each sales entity will need to adjust their business to another commodity that has its own uniqueness, quirks in both product, application, customer and system challenges.

Why are you a member of APRA? How does APRA help build your business?

Having been in the remanufacturing industry all our lives all three partners have all had long relationships and ties with the APRA. We have seen many changes in the industry as well as within the APRA. Regardless the APRA has always been a source to support the

remanufacturers whether in business, technical, or advisory capacities. The APRA as an organization, the various trade shows offered, and the staff have always been a great support tool for our businesses.

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Auto Electric CornerREMAN REPUTATIONIt amazes me that the reputation of Reman products has not improved much over the years, particularly rotating electrical units in certain technicians’ and mechanics’ circles. We repeatedly hear the same, worn out opinions that “Aftermarket products are not good,” and “When in doubt, use an OE or OEM product.” The fact that a large number of OE or OEM starters and alternators are made and supplied by independent companies, is something that most do not know or would not admit.

The following post on the I-ATN (In-ternational Automotive Technicians network) site read as follows:

“Vehicle came in for noise in alternator pulley, we replaced the alternator and all seemed well. Car came back with complaint of alternator charging light and brake light on when rpm’s hit 3000, after it drops below 3000 both lights go out. We replaced the alternator and belt and check the output which is around 100 amps when loaded and 14.3 volts. Checked all wiring and grounds seem OK, it only does it when we rev over 3000. Any help would be appreciated.”

That is a legitimate question and de-serves a proper answer. But much to my dismay, 11 out of 13 answers were of the opinion that aftermarket alter-nators are not good and have issues. The recommendations were to replace the unit with an OE Nissan alternator. I will quote only one such answer verba-tim, which was typical of the rest:

“Most of the AM alternators are an issue with the PCM controlled systems in use today. The regulators are usually the culprit...”

Why our industry has gained such a reputation is open for question. Why the recent improvements in manufacturing electronic parts and detailed operational test of units (with test results printed and supplied in the box) has failed to change certain opinions, remains a mystery.

Isuzu: Transmission and Voltage RegulatorHere is a revisit to an old article. I thought the chance of this problem ever happening again was highly un-likely, but low-and-behold, it showed up again in a case encountered by a friend who is an industry educator and runs a highly qualified mobile diagnos-tic service.

He was called to a transmission shop where a repeated problem was show-ing its ugly little head. The shop owner was overwhelmed with the cost and the time it took to do the job again un-der warranty. That’s where my friend was called in to investigate. He was seeking my opinion.

The case was a 1991 Isuzu pickup that was equipped with a Delco 7880 CS-130 alternator. In the early 90s, GM used their 2.8L engines on some Isuzu vehicles, like Rodeo and Trooper. The available Delco alternator was used, particularly on models equipped with the 4L30E transmission.

The problem arises when a vehicle shows up in a transmission “Limp Mode”, and the testing shows trouble codes (mainly code 43) that relate to the Ground Control Relay circuit. After detailed measurements, it is usually detected that this relay is bad and has to be replaced. The relay is located inside the Transmission Control Mod-ule. A new TCM has to be ordered and installed. However, this fix does not last long, as the new TCM will join the old one very soon, if not just right out of the service bay (as was the case my friend was investigating!)

The problem is—Isuzu vehicle’s elec-tronics are extremely sensitive to volt-age irregularities and especially to high voltage. The typical CS-130 used for these applications, most likely contains the same family of 411, 429 or 437 voltage regulators that have a nominal voltage setting of 14.7 volts. This is considered too high for Isuzu systems, where the test procedures require a

voltage not exceeding 14.3-14.5 volts. Some factory alternators recommend-ed for Isuzu have a tag which specifies that the unit is “Made for Isuzu”. I guess (and this is only a guess) that in order to comply with the Isuzu re-quirement, the 1116425 voltage-regu-lator family that has a 14.2 volt-setting and a flat Temperature Compensation Curve (TCC) are used for these appli-cations. Otherwise, I am not aware of any other voltage regulator that has been made specifically for the Isuzu applications.

The recommendation I gave to my friend was just that. I recommended that the alternator either be replaced or repaired by a local rebuilder, insist-ing that they install a 1116425 (Taditel T-724) regulator on this alternator.

Here in the Midwest and in the north-ern part of the country, Isuzu’s from the early 90’s are not seen very often. But I am sure that in more moderate climates, such as in the Southwest or in the West, there still exists an older population of such vehicles. Charging voltage may yet become an issue for them, due to their aged electronic equipment (particularly a sensitive transmission control module). So get in touch with local transmission shops. Supply the right alternator and be a hero!

Solenoids 18951 and 18230 Bosch starters have been a couple of fast-moving indus-trial starters for us. We rebuild them when feasible, and when the cores are exploded beyond repair, we buy complete units from various industry vendors. Keeping one or more of each unit in stock has been shown to be a good move, as they have reasonably high retail value.

Recently, when an 18951 starter core was torn down, it was shown to be in perfect shape. In cases like this, given that our customers are local and can be contacted, we try to inform them of

By: Mohammad Samii [email protected]


the possibility of another likely prob-lem, such as a bad battery or a faulty ignition switch. We warn them to watch for the same symptoms in the new starter.

This was not the case, as our custom-er informed us that the replacement starter had solved their cranking prob-lem, and the machine was working fine.

We rebuild almost all of our Bosch solenoids in-house. When the sole-noid cap of this starter was opened, it became obvious what the problem was (Figure 1). Excessive arcing had deteriorated the contact and battery post so badly that cranking was not possible, even though externally the solenoid looked perfect, almost like new. If I had not opened up the so-lenoid, and if I had used it in another unit, it probably would have worked a couple of times for testing. Then the unit would have been put back into stock, only to be returned later as a defective warranty. (Figure 1)

This and other such cases are really the benefits of rebuilding your sole-noids in-house. It is one of my favorite parts of rebuilding, after so many years in this business. The required toolings that are still available, are not cost-prohibitive, and the cost of stock-ing caps, contact plates and studs is minimal. (These parts are also still available.) Being able to rebuild your own solenoids gives you a degree of independence that allows you to deliv-er a unit on time without waiting for a parts delivery. I have shown pictorials of this simple process in various tech seminars, and I will post it on our new APRA-Tech website in near future.

Local Interconnect Network (LIN)Advances in automotive electronics and an increasing number of the elec-tronic modules in modern vehicles have required a simpler and less cum-bersome method of module-to-mod-ule communication. In order to eliminate the need for hard-wiring modules together which would require bulky, heavy, and expensive wiring looms, a low-speed system of communication called LIN was envi-sioned by a few European automakers (BMW, AUDI, VW, Volvo and Mer-cedes-Benz). This laid the groundwork for and eventually became the system that nearly all automakers today use in one form or another.

Think of it as a simple Internet system which only certain modules of your vehicle are allowed to access and through which they can communicate with each other. They communicate anytime the ignition switch is on and the car is running.

The LIN is considered a low-speed communication bus. It is simple and cheap to build and install, and the de-vices that use it are the ones that are not of the first order of importance for the engine and powertrain opera-tions. Modules with critical functions, such as ignition, fuel and miss-fire detection, are connected via a high-speed bus, such as CAN (Controller Area Network). The items which do not need that fast rate of carrying orders, such as power windows, door-locks, blower motors, radios, etc., are assigned to the LIN communication network. Its speed can operate these devices rather easily.

Newer and more complicated alter-nators that continuously change the voltage setting for a variety of opera-tional modes, have been good candi-dates for addition to the LIN system. So, gone are the warning lights or the PCM-activation of the alternator. The alternator itself (actually its regulator) has become a module, and it is con-nected to the LIN bus of the vehicle.

The PCM, or any other module which controls the charging system, can

have two-way communication with the alternator through a single wire—used for activation, voltage-setting, fault-detection and any other bit of information. In case of a problem or a fault in the charging system, the LIN will carry the message to the module which is in control, which will turn the warning light on to indicate a prob-lem. All of this is done through bits of information that ride on the LIN bus.

Figure 2 shows a simplified schemat-ic of a 2013 Ford Focus with a 2.0L engine that uses a 11551 Mitsubishi alternator. This alternator, that has a 3-wire connector has only one active center pin which is the connecting point to the LIN. A higher speed communication bus, such as CAN, is shown in part. It communicates with other modules, but the alternator uses only the LIN. I will discuss the additional details of the LIN in next month’s article.

Well, that’s all for this issue. Until I see you again, keep up the good work.

Fig. 1-Clean Bosch solenoid but worn contacts

Fig. 2-LIN BUS to alternator connection of a 2013 Focus


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In Memoriam: Past APRA Chairman Albert Abney

Albert Abney, a past APRA Chair-man in 1998, passed away on March 4, 2016 in Newport News, Virginia. He was 76 years old.

APRA Member Transaxle Joins APRA Member Vipar Heavy Duty

APRA Member Transaxle, based in Cinnaminson, New Jersey, joined the Vipar Heavy Duty network of distributors as a stockholder. Transaxle has 28 locations across the United States. President and CEO Steve Crowley of Vipar Heavy Duty stat-ed: “With a highly organized and effective management team, we are pleased to welcome Tran-sAxle to the Vipar Heavy Duty network.” He continues, “Tran-sAxle has distinguished itself for its customer-centric approach and the quality of its operations which is closely aligned with Vipar Heavy Duty’s long-term goals.”

Scotland Publishes New Circular Economic Strategy

Scotland’s vision of becoming Europe’s first zero waste econo-my took a step forward with the publication of a wide-ranging new circular economy strat-egy that promises to nurture the country’s remanufacturing sector.

The strategy, dubbed Making Things Last, identifies four main areas where circular economy models can be embraced, one of which includes remanufacturing.

Under the plan, the government will provide further support to a remanufacturing sector that is already worth £1.1bn a year to the Scottish economy and is tipped to grow by a further £620m a year by 2020.

“Whether it be designing com-plex products in a way that enables them to be remanufac-tured, or simply empowering people to repair household items instead of throwing them away, the concept of making things last makes sense for busi-ness, industry, public organiza-tions and individuals,” Secretary Richard Lochhead wrote, adding that linear resource flows were seeing valuable materials lost as waste. “Remanufacturing alone has the potential to create an additional £620m turnover and 5,700 new jobs by 2020.”

Latin Auto Parts Expo Earns Trade Fair Certification

The U.S. Department of Com-merce is pleased to grant Trade Fair Certification to the Latin Expo Group, LLC to organize the official United States Pavilion in the Latin Auto Parts Expo taking place June 15-17, 2016 at the Atlapa Convention Center in Pan-ama City, Republic of Panama.

Through Certification, the Com-mercial Service of the Depart-ment of Commerce recognizes the Show Organizer’s profession-al capability to organize a United States Pavilion and endorses the event as an excellent opportu-nity to showcase U.S. products and services.

SHARE YOUR COMPANY NEWS WITH

THE INDUSTRY

Email: [email protected]

CLASSIFIEDSHelp Wanted

We are located in California and we are looking for some-one with extensive knowledge of the steering industry (i.e. rack and pinion, gear box, power steering pump).

Applicant should have experi-ence in this field and be able to identify and put away parts by number and/or type.

Salary is negotiable and based on experience.

Interested individuals may send contact information or resume to [email protected], and it will be forwarded to the hiring company.

Used Equipment Available

D&V Electronics. ALT-99 Alternator Tester–Recertified. Electrocheck Model 83 Heavy Duty Alternator & Starter Load Testers. D&V JBT-3 Alternator & Starter Testers. Voltage Regulator Testers, Ground Fault Analyzers, Diode Testers; see website for complete listing. To view the complete equip-ment list and description visit www.straucon.com

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EMAIL: [email protected] OR CALL: (703) 968-2772 to learn about running your own clas-sified ad. The first 50 words are FREE to members.


EUROPEAN REPORT

In line with the G7 declaration from Elmau, workshops are organized to support:

➤ Sustainable products and purchasing, green public procure-ment, local supply chains and the integration of resource efficiency into decision-making in govern-ment agencies

➤ Circular economies, eco-design, sharing economies and remanufacturing

➤ Fostering research and innovation for resource efficiency and integrating resource efficiency into education and training.

After the kick off-workshop organized by the German Ministry of Economic Affairs and Energy in Berlin/ Germa-ny, end of 2015, follow-up workshops were held in UK and Japan. Now the roadshow reached the USA.

A workshop organized by the US En-vironmental Protection Agency (EPA) was held in Washington, March 22-23, 2016. Delegations from the different G7 states were attending the meeting.

Opening remarks by Gina McCarthy, Administrator of the US EPA, by Dr. Wolfgang Scherement, Director Gener-al of the German Ministry of Economic Affairs and Energy and by Masaito Fukami/ Japan, Ministry of the Environ-ment were highlighting the importance of the workshop.

A strong focus was put on the automo-tive industry, where many goals from politicians are already set. For exam-ple, the long-term availability of spare parts or a developed service network.

Special focus was on dedicated pre-sentations (from the German delega-tion) and breakout sessions (RIT) on remanufacturing.

Remanufacturing in the automotive aftermarket was clearly seen as blue-print for future circular economy in other business fields. The urgent need to turn down existing non-tariff bar-riers to trade reman products and to ship cores was openly discussed with the politicians.

We can expect to get better support on these topics in the future. A huge step forward for our industry.

New Tasks for APRA EuropeFollowing our strategy, we focused on providing measurable benefits to our members in the last 4 years.

We were successful.➤ Successful in defending the

interests of our business at the UNEP (United Nations Environ-ment Programme) Basel Conven-tion, in providing general guidance to politicians and to other associ-ations.

➤ It was possible to publish acommon definition for remanufac-turing and remanufactured parts in the automotive industry,

➤ Obtain financial support for remanufacturing related research projects,

➤ Implement remanufacturing in the guidelines and declaration of the EC (Euro-pean Commission) and G-7 (lead-ers of Canada, France, Germany, Italy, Japan, the United Kingdom and the United States).

We opened the doors for new oppor-tunities for our members, but now we have to enter the room to secure the earnings for our members. • We have to defend the status

quo of COP 13 (Conference of the Parties) of the BS (Basel Conven-tion) in 2017 and want to ensure that we get open borders for core

shipments for remanufacturing, in international common legal under-standing.

• We want to review existing directives of the EC, finding out if they support remanufacturing or if they limit our business and then we will push for changes.

• We want to ensure that the Reman products will get no disadvantages out of taxation of core surcharge or other special taxes.

• We want to get tax advantages for our sustainable reman products.

Fernand Weiland publishes new book, “Make-New-Again” by Remanufacturing, Rebuilding or Refurbishing

Fernand Weiland, the founder of the European APRA division, and currently member of the division’s board, has written nu-merous articles and edited three books about automotive reman-ufacturing in Europe. His current book is about opportunities for remanufacturing in other industrial sectors (like aviation, information technology, indus-try machinery, electronics etc.). Contact: [email protected]


Asia/Pacific Update REMAN INDUSTRY FOCUSChase Williams, [email protected] Duxes Shanghai, China

Remanufacturing has continued to develop in the Asia-Pacific region as the industry matures and inhibitive governmental policies are shifted. Building off of the global momentum progressing reman around the world, many of the same driving factors which have been so influential in establishing the North American and European sectors are prevalent across the Asia-Pacific.

Duxes, since forming a strategic alliance with APRA in March of 2015 to boost remanufacturing in Asia-Pacific, has been working together to achieve mutually beneficial results. Among the activities undertaken include lobbying government, educating users and industries, and helping to make connections between Asia-Pacific, North American, and European remanufacturers. These efforts have led to increased APRA membership and a furthering of industry knowledge globally.

Recently, the Trans-Pacific Partnership (TPP) has been a hotly debated trade agreement between 12 Pacific Rim countries including the United States, Australia, and Vietnam. Easing trade by eliminating over 18,000 tariffs on US exports alone, the TPP will greatly facilitate trade between

participating countries. Opening up trade on remanufactured products and easing the import and export of cores, the TPP is a landmark agreement which upon approval will be a game changer for remanufacturers across Asia, Oceania, North America, and South America when it comes into effect in 2018.

In China, the 13th Five-Year Plan has been outlined with increased commitment to clean production and green and low-carbon industry systems. Though vague and sparse on details at the moment, recent revelations surrounding remanufacturing in China indicate that it should be part of the plan being pushed as an environmentally friendly manufacturing solution.

In February, the latest pilot program to be instituted by China’s Ministry of Industry and Information Technology (MIIT) was announced consisting of 53 mechanical and electrical companies and 3 industrial bases running from 2016 to 2018. The number of pilot companies is significantly higher than were a part of the previous pilot program, and contains various industrial remanufacturers in the construction equipment, reman service equipment, machine tool, combustion equipment, electronic products, and other similar industries. The three new industrial

bases supported in this policy mark a positive signal that the government is beginning to promote the reman industry through industrial clusters. Incentivized by the Internal Combustion Engine Reman Promotion Plan, the listed pilot

companies are able to share governmental subsidies, especially financial funds, and use the MIIT reman accreditation logo.

Towards the end of 2015, also in China, the Motor Vehicle Maintenance Regulations were revised, and the Management Measures of the Implementation of Automotive Maintenance Technology Information Disclosure took effect. Designed to create a more fair aftermarket, the revisions deal with the authorization to use compatible parts in motor vehicle maintenance, and breaks the monopoly of OEMs in the after-sales business by requiring OEMs to disclose maintenance and repair technology information to the public for IAM use without OEM authorization. Protecting the consumer, Articles 5 and 31 of the Motor Vehicle Maintenance Regulations revision give individuals the right to choose their preferred maintenance company, and allows the use of “compatible parts” along with the OE and all-make parts with clear price comparisons.

Overall, remanufacturing continues to expand across the Asia-Pacific region as regulations are lifted and the industry develops. Still a new frontier for large-scale reman, the progress and momentum of North America and Europe is reflected in the Asia-Pacific with the collective pursuit of smarter, greener, and better (re)manufacturing options.

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DRIVELINE BALANCING EQUIPMENTPRESS–WELD–STRAIGHTEN–BALANCE

ALL IN ONE MACHINE


Turbo Charger Overview:

A turbocharger is a radial fan pump driven by the energy of the exhaust gases of an engine. Turbochargers consist of a turbine and a compressor on a shared shaft. The turbine is a heat engine in itself. It converts the heat en-ergy from the exhaust to power, which then drives the compressor, compress-ing ambient air and delivering it to the air intake manifold of the engine at higher pressure, resulting in a greater mass of air entering each cylinder.

Benefits:The main objective of a turbocharger is to improve upon the size-to-out-put efficiency of an engine by solving one of its fundamental limitations. A naturally aspirated automobile en-gine uses only the downward stroke of a piston to create an area of low pressure in order to draw air into the cylinder through the intake valves. This ability to fill the cylinder with air is its volumetric efficiency. Because the turbocharger increases the pressure at the point where air is entering the cylinder, a greater mass of air (oxygen) will be forced in as the inlet manifold pressure increases. The additional oxygen makes it possible to add more fuel, increasing the power and torque output of the engine while reducing emissions.

Structure:A typical turbocharger assembly consists of the components shown in Figure 2. There are many variations of

this assembly with minor differences. Some turbo-charger assemblies will contain supplementary components such as a ball bearing cartridge, a variable nozzle turbine (VNT) assembly, or a wastegate.

Quick Tips:Before installing a new turbo be sure that you completely investigated and determined the root cause for the Turbo Charger failure. If this step is not completed in its entirety then you can expect a duplicate TurboCharger failure.

• Some turbo installations are a “metal-to-metal” fit requiring no mounting gaskets or RTV sealant. If a gasket or gasket sealer is added to this type of application it can result in premature failure.

• Clean and inspect the following:

º Mating hardware and fit tings.

º All pipes & hoses

• Check for adequate oil supply as flex-ible lines can corrode over time causing foreign con-taminants to be introduced into the new Turbo Char-ger clogging the oil-feed ports.

• Oil Filter must be changed during the Turbo installation process or it will void the warranty.

• Some systems have filter screens in the oil supply line so be sure to check the filter elements and screens for blockage

TURBO CHARGER

Figure 1

Figure 2


Originally authored by Barry Bartlett of Certified Transmission of Omaha, NE

One of the best and easiest tools that I use almost daily for diagnosing transmission problems is Passbook or application-chart information. When I have a shifting issue, a review of what solenoids and friction elements are applied in each gear can let me see what areas of the transmission the problem may be caused by, so I can then differentiate whether there is an electrical or mechanical issue causing the symptoms. I will use the 4L60E transmission for the following scenari-os (see figure 1 on next page).

Third-Gear NeutralizationIf the vehicle is shifting to first and second gear and feels like it neutrals when third is commanded, a review of the solenoids shows that both are on for first gear, so I know that both are turning on. When second gear is

commanded, shift solenoid A (SSA) turns off. In third gear both solenoids are off, so when I feel the neutral condition, it is a good sign that shift solenoid B (SSB) is turning off so I can then conclude that both solenoids are working properly.

Testing further, I know that on the shift from second to third gear that the 2-4 band turns off and the 3-4 clutch applies. Next, I shift to manual second while increasing the vehicle speed until about 40 mph, then shift to overdrive and let off the gas. If I have a second-gear ratio when fourth gear is commanded, it will reveal the cause: the 3-4 clutch is not holding.Referring to the chart, I see that the 2-4 band applies at this point. If the 3-4 clutch does not hold, the trans-mission remains in second gear be-cause the forward clutch and the 2-4 band are holding, thus indicating that the 3-4 clutch is not.

No Movement from StopIf I have no movement from a stop I can test to see whether the forward clutch is bad, or if the forward sprag clutch is not holding, by shifting into manual low. If there is now movement, the forward sprag is bad because the overrunning clutch holds the sprag, but if it still does not move, then it is the forward clutch causing the concern.

No Second or Fourth GearsIf I am missing second and

fourth gears but all other gears are OK, the cause points to the 2-4 band not applying. Many times I have had customers complain that their trans-mission stays in first gear for a long time before it finally shifts, and some will report that they have to let off the gas pedal in order to get it to shift. They might think that it is then in sec-ond gear, but they are actually in third gear and may not notice that there is no upshift into fourth gear.

Remember that in first gear both shift solenoids are on and in third gear, both are off. That would indicate that the solenoids are working OK and point to a friction element, and as the chart shows, the common element applied in second and fourth gears is the 2-4 band. The 2-4 band holds the sun shell. Sometimes the sun gear will break away from the sun shell on the 4L60E units and you will lose second, fourth, and reverse gears that then require the replacement of the sun shell.

Forward but No ReverseWhat if I have all forward gears but no reverse? A look at the application chart shows that the reverse input clutch and the low/rev clutch engage to engage reverse gear. An easy way to test this is to accelerate to about 20 mph and pull it into manual low to see if you have engine braking when you let off the gas. If engine braking is working, that indicates that the low/rev clutch is correctly holding the sprag clutch from overrunning. This would indicate that the reverse input clutch is the cause. If you do not have engine braking, it points to the low/rev clutch being bad and preventing re-verse. It is good to confirm the integri-ty of a sprag clutch before performing a rebuild, because you may not be able to tell when the transmission is disassembled and you are holding it in your hand.

In addition, the chart can be helpful if you suspect a component prob-lem. For example, a review of the solenoid application chart will show

Transmission:DIAGNOSING SHIFTING ISSUES

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the outcome if SSA is not turning on: Second gear starts and the transmis-sion will shift into third, but if SSA is not turning on you will also have no fourth gear. Second and third gears would be the only forward gears that function.

If SSB is not turning on, the solenoid chart shows that the transmission would have fourth-gear starts, and manual second and third gears at about 30 mph. When shifting up from manual second to third or overdrive gear, I will have fourth gear when the computer commands because the SSA is working.

What is the effect if there is no power to any of the solenoids? We would have third gear with no upshift or downshift when in drive. Manual second would function because it is hydraulically shifted into second gear without solenoids, but in drive or overdrive we would have only third

gear because no solenoids are turned functioning. I can then know to look for electrical/control problems.

When there is no power to the so-lenoids it will generally set multiple solenoid codes on any transmission, so check fuses and ensure there is power through them, then check for power at the transmission connector. If there’s no power at the fuse, you could have an ignition-switch prob-lem (common on Chevrolet), but if no power at the transmission fuse, check your power distribution to identify where the power is sourced to the fuse. On most GM trucks and cars one can actuate the solenoids with a scan tool and listen for the solenoid to click (both solenoids can be tested in this manner) and let you know that they are working and that the computer has the capability of turning them on and off.

Some vehicles will shut off power to the transmission when it has a code set by turning off the relay that sup-plies power to the transmission, so be sure to look for codes that could be causing a limp-mode condition. This is commonly seen on 604 Chrysler transmissions, where in limp mode it will shut off the relay leaving reverse and second gear only. Look for codes and see if there is a speed-sensor, pressure-switch problem, or some other issue causing the limp-mode condition.

It is also a good idea to monitor the status of the solenoids for the proper gear, because defective computers can give false information showing that they are calling for a certain gear on the scan tool, but yet not turning on the solenoids that are needed for that gear. I often tap into the wires with a lab scope, voltmeter or test lights to make sure that the computer is turning on and off at the correct time.

Many transmissions now use pulse -width-modulated solenoids, so instead of on and off, the chart may show high and low pressure and/or high or low amperage. Also you may see on the application chart “N.O.” which stands for “normally open,” and “N.C.,” which stands for “normally closed.”

There are several sources to obtain the Passbooks and charts referenced in this article. Collecting application charts and saving them for future ref-erence can help with the diagnosis of any transmission, and can make your recommendation for repairs much easier. As you become acquainted with and review application charts, you will find diagnosing transmission shift issues easier and quicker to pinpoint.

®

For information about Certified Transmission contact

[email protected]

Figure 1: 4L60E Transmission Example


SUPPLIER SPOTLIGHT: Melett

By: Ian Warhurst, Owner of Melett

Melett, a British company built on strong engineering principles, supplies replacement turbocharger repair kits, complete VSR balanced CHRA/Core Assemblies and individual turbo components to the professional turbo repair industry. Three times winners of the prestigious UK Queen’s Award for Enterprise 2006, 2009 and 2014, Melett currently supplies CHRA and turbocharger repair parts to turbo reconditioners in over 100 countries Worldwide.

Since the explosion of common rail turbo diesels for pas-senger cars and the more recent trend of downsizing gas-oline engines through turbocharging, the repair indus-try has also significantly increased to deal with the large percentage of turbos entering the market. This in turn has greatly increased the demand for high speed balancing. Ian Warhurst explains why balancing CHRA’s plays a critical part in turbocharger repair.

So, what is a CHRA? A complete turbocharger is essentially a Centre Housing Rotating Assembly (CHRA or core assembly) with housings fitted to each side. The turbine housing directs exhaust gas to power the turbine wheel, the compressor housing directs air into the engine (See image on right).

The CHRA is a rotor (turbine wheel one side, compressor wheel on the other) which is held in a bearing system allowing it to rotate at high speed on a pressurized oil film similar to the engine. Turbo remanufacturer’s traditionally strip the complete turbocharger and CHRA, examine all the individual components, replacing these where necessary, and install brand new bearings and seals.

Why is it important to balance a CHRA?In exactly the same way in which a wheel needs balancing after changing a tire, the CHRA also needs balancing after it has been dismantled and rebuilt.

It is important to understand, all objects which rotate around a center axis have a certain amount of unbalance

and this unbalance will create a resonant frequency–or vibration-at specific rpm. The speed and strength of the vibration is directly

related to the amount of unbalance within the CHRA. To compare this to the car wheel, the vibration would be felt in the steering wheel. However, if the wheel is balanced more accurately, the resonant frequency is both reduced and moves to a higher rpm-which is above the fastest speed of the vehicle

therefore solving the problem.

Each component in the turbocharger, which makes up the main rotor in the CHRA, is manufactured to some


of the tightest tolerances in the automotive industry (as low as 0.002mm). The turbine and compressor wheels are also precision engineered and balanced on specialist equipment as part of the manufacturing process. However, when the rotor is assembled, the accumulation of the remaining tiny imbalance in all the parts can create an out of balance rotor and will vibrate at critical speeds within the CHRA operating range.

To ensure smaller CHRA do not vibrate excessively during operation, they must be balanced on a high speed bal-ancing machine which is capable of accelerating the CHRA through its full operating speed and measuring the vibra-tion as the rotor passes through resonant frequencies. In over 99% of tests, the unbalanced CHRA has vibrations outside acceptable limits and must be further balanced to ensure the turbo will operate correctly.

What damage is caused by not balancing a CHRA?Failure to balance the CHRA on specialist equipment can cause excessive vibrations as the turbo speeds up, result-ing in noise (whistling) and a breakdown of the oil film in the bearings. This in turn will cause premature failure of the bearing system, often with no obvious signs of lack of lubrication or oil contamination.

Importantly, the life of the turbo will be significantly re-duced if the CHRA is not properly balanced–in worst cases the turbo will make unacceptable noise during operation and fail within days.

All CHRA must be balanced–even if all the same compo-nents are used – the act of loosening and retightening the shaft nut will change the precise balance of the rotor – so it is not possible to carefully dismantle a turbo, fit a new seal and rebuild.

How can low quality components effect balancing?As a result of the high rotational speeds, the level of pre-cision in the manufacturing of replacement turbo parts is extremely high. Quite simply, using lower quality repair parts makes the CHRA harder to balance. This in turn means that low quality CHRA are often not balanced to the correct level and will fail much earlier than expected.

Using parts which are not precision manufactured to the specified flatness, tolerances or dimensions, can lead to an accumulation of component imbalance issues, again causing premature failure of the turbo.

To conclude, the key to maximizing the lifespan of a repaired turbocharger is to use quality, precision manu-factured and balanced components, use the appropriate CHRA high speed balancing equipment and ensure the careful assembly and calibration of the turbo.

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The number of vehicles equipped with turbochargers is predicted to rise each year for the foreseeable future. Automakers are increasingly turning to turbocharger-equipped small displacement engines as a way to meet tougher CAFE (Corporate Average Fuel Economy) standards. More turbochargers on the road mean more that will need replacement in coming years. This will create remanufacturing opportunities.

If you want to learn about turbochargers and explore the potential market, APRA has an excellent online seminar that will take you from the invention of turbochargers to their most modern version.

Topics covered include:➠ Principles of operation➠ Scope of the turbocharger replacement market➠ Turbo failure modes➠ Methods of boost control➠ Turbo-remanufacturing equipment➠ Turbos and emission controls

The APRA Tech website is free for members to use. The APRA Tech website is a constantly growing source of technical information pertaining to re-manufacturing including: training videos, technical manuals, technical seminars and much more.

To take advantage of this free seminar and the other resources on APRA Tech, a free 14-day trial membership is available to non-members at: www.apra.org/?page=14DayFreeTrial

TURBO CHARGER TRAINING AVAILABLE ON WEBSITE

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It was in April 2010 that George Mar-shall decided to do his part in bringing springtime color to his part of the world. On his computer he located a turquoise and white 1961 Studebaker Hawk for sale in Atlanta. It was similar to the Studebaker Hawk that his moth-er, Lucy, had bought years before.

A trusted friend in Atlanta agreed to inspect the automobile. His positive report soon arrived. Based on his friend’s recommendation Marshall flew to Atlanta, gave the car a quick once over and purchased it right then.

However, the car was new to him so he did not want to drive it several hundred miles home to Springfield, Virginia. He flew home and waited for his car to arrive on the back of a truck. “If I knew then what I know now,” he says, “I would have driven it home.”

In 1961 Studebaker built 3,340 Hawks and sold each one with a base price of $2,650.

This particular Studebaker has several accessories including:

* Clock.* AM radio.* Tachometer.* Backup lights.* Power steering.* Climatizer heater.* Antenna on trunk lid.

Shoehorned in place under the slop-ing engine hood is a 289-cubic-inch V-8 engine. The 3,205-pound Hawk comfortably rides on a 120-inch wheelbase. Originally 6.70x15-inch

tires supported the car but for improved handling Marshall now has radial tires on his Hawk.

A four-speed man-ual floor-mounted transmission would be preferable, Marshall says, but he is quite content with the automatic

transmission. He must be alert be-cause the shift pattern is not the same as on modern cars. From the left the gears are: Park—Neutral—Drive--Low--Reverse. “Unless you pull it down to Low it starts in second gear when in Drive,” Marshall explains.

Visibility is excellent when seated at the two-tone, two-spoke steer-ing wheel. The car has two exterior mirrors enabling the driver to keep the canted tailfins in sight. Below the padded dashboard the aeronautical influence in design is obvious from the engine-turned face plate to all the toggle switches.

In the center of each full-size wheel cover is a stylized “S” for Studebaker.

The speedometer, tops out at 120 mph. The odometer is near, which now reads 22,497 miles. While motoring, the car squeaks and rattles are virtually non-existent. “It doesn’t feel like a 120,000 mile car,” Marshall observes. Finned brake drums bring the Studebaker to a straight-line halt.

Marshall got lucky when the man who sold him the car also gave him the contact information of the people who had restored the Studebaker before he acquired it. Marshall traced it to the restorers and telephoned them in Yelm, Washington.

“That’s my baby,” the restorer’s wife exclaimed. Marshall learned that his Hawk had always been a west coast car until it was taken to Georgia and then later to Virginia. The restorers told him there had been absolutely no rust and the restoration primarily con-sisted of stripping the car and repaint-ing it followed by new upholstery.

Marshall and his wife now drive the Studebaker with new found confi-dence. The Hawk is nicknamed, Lucy, in memory of his mother.

ClassicREMAN

1961 Studebaker Hawkby: Vern Parker


Honeywell, the leading global developer of automotive tur-bochargers, sees the evolving needs of auto makers driving not only turbo adoption globally to 47 percent by 2020, but

an increasing appetite for turbo technology innovations that enhance a vehicle’s overall powertrain system, reduce complexity and are tailored to local market needs.

HONEYWELL’S TURBOCHARGER FORECAST


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Welcome NEW MEMBERSCompany and Contact ....................LocationA & A Midwest Kevin Bailey ................................................Las Vegas, NevadaAlternator-Starter SVC Glen McLaughlin .............................................Myrtle Beach, South CarolinaASYSUM S.A. Silvia Vigata ................................................Lleida, Spain

Changzhou E&E Turbo-Power Co., LtdThomas Du ................................................Changzhou, ChinaDAS EUROPE Dario Ancillotti ...........................................Empoli, Italy

Erco, LLC DBA Eagle Battery Jim Vorbroker ............................................Muncie, Indianna

M & G Quality Products Javier Grandio Ubrea ................................ Naucalpan, Mexico

MJM Auto Parts Udo Marx ....................................................Buhl, AlabamaQingdao Inref International Trading Co. Rocky Chiu ..................................................Qingdao, China

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Las Vegas NV, October 29 – 30, 2016

Exhibitors

Current ExhibitorsAtlantic Automotive EngineeringBBB IndustriesBPS Cores, Inc.Church & DwightCircular Economy Solutions GmbHCRP AutomotiveD & V ElectronicsDactem TechnologiesDAH KEE Co., Ltd.DC Tricore Inc.

Diesel Parts of AmericaDieselCoreDorman ProductsDS USA Ltd.EnginedeskG2 Diesel ProductsGoldfarb & Associates Inc.Hart Brothers CoreHC-CargoHerm-Archer TurbochargersHoughton InternationalInternational Auto Trading

Jada USA LLCJRONE Turbocharger SystemK. Wilson Ltd.KARDES ELEKTRIK SAN VE TIC ASKotek America Inc.L R Miller Company, Inc.Lester Catalog Co. Inc.Level Seven GroupLitens Aftermarket NetworkMCI CoresMelett Limited

Metro Auto Industrial Inc.Mylex International Inc.Paul AutomobilesPhoenix Automotive CoresPollution Control ProductsPos Service Holland B.V.Power Test, Inc.PTM ElectronicsRebuilders Automotive SupplyRomaine ElectricSKC Karbon, S.A. de C.V.

Taditel U.S. Inc.Taizhou Telent MachineryThe Recycler Core CompanyTransbriteVensel EnterprisesWagner Alternators and Supplies, Inc.Wah Seng IndustryWAI GLOBAL

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Come to the Show and Celebrate 75 Years with APRA!

Engines, starters, alternators, turbo chargers, steering systems, cleaning, testing

equipment, core dealers, parts suppliers…Find it all, and much more, in one place at

the largest reman show in North America.

Grow your network–and your business.

For information on registering, hotel rooms and more, visit www.apra.org/2016bigrrematec

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