Look at this on eBay

http://rover.ebay.com/rover/1/711-53200-19255-0/1?icep_ff3=2&pub=5575378759&campid=5338273189&customid=&icep_item=333024554872&ipn=psmain&icep_vectorid=229466&kwid=902099&mtid=824&kw=lg&toolid=11111

Audi AllRoad Air Suspension Training

In order to begin diagnosing advanced systems you will need the information to focus on the testing required for a given problem. Here is an example of the work we do on Audi VW cars with a combination of testing, meters, and VAG-COM factory level access coding and programming software.

https://drive.google.com/file/d/1mHuFdeKoVVISRHA4w79y0O7TnwTt4mub/view?usp=sharing

Be sure to verify the basics first, it takes time, removal of interior panels alone can take 35 to 60 minutes each way, plus tooling and developing tests. If you need Audi VW problems diagnosed please see us at our site.

ps... if the dealer gave you a large estimate and you want to try to save some income bring us the printed copy and we will try to beat it or discuss alternate methods and parts. Thank you.

Diesel charging system diagnostics

Credit to John Anello for the excellent example of a difficult and time consuming diagnosis 

I had a shop call me for advice on a 2002 Dodge Ram Truck with a 5.9L diesel engine that had a charging system issue (Figure 1). I probably field at least 50-70 calls a day and there are many times that I will provide my shops with free tech advice over the phone. This issue seemed simple to me because Chrysler, for many years, has used a strategy to control their alternators externally. In the early days, they mounted voltage regulators on the firewall but once onboard computers came into play the regulator worked its way into the circuit board of the Engine Control Module. The alternator field circuit was usually fed an ignition feed and controlled by a ground feed on the opposing side of the field circuit.

The owner of the vehicle was a do-it-yourselfer and had changed the alternator with an aftermarket one but it did not resolve his problem. The truck was then shipped to the shop where they checked all the wiring and decided to opt for an OEM alternator to see if that would resolve the charging system issue (Figure 2). When this didn't work, the shop gave me the call.

Figure 2

Before I make the drive
I ran through all the steps with the shop technician and educated him on how the system should work and he mentioned that there was no power feed coming out of the PCM to feed the one side of the alternator field circuit. I explained to him that it was possible that the PCM was bad or that the PCM was sensing a partial short to ground in the feed line and was possibly turning off an internal driver to protect itself.
The next day the shop tech called me back to explain that he temporarily ran dedicated wires for both the power feed and triggering lines of the field control circuits between the alternator and PCM. The alternator still would not charge but if he supplied the 12 volts into the power feed circuit the alternator was charging fine so he decided that he was going to order up a rebuilt PCM unit from the dealer. I told him that once he purchased the PCM and installed it, to call me so that I could swing by and program it for him.
Later in the week I received the call that all was ready to go so I ventured out to his shop at the end of my day to program the PCM. Once I arrived there I set up my old Chrysler DRB III scan tool as a pass thru device with an interface cable to my laptop. I configured the PCM with the vehicle VIN number and then downloaded the necessary software into the PCM. The truck started up but guess what? We were back to square one. We both sat there scratching our heads and then I offered him to let me perform a full diagnostic on the vehicle in order to retrace ALL the steps that had been taken and he agreed.
Diving in a little deeper
I hooked up my scan tool and pulled codes from the PCM. One code was P1765 that indicated a loss of ignition feed to the transmission relay and the other code was a P0622 indicating that the generator field was not switching properly (Figure 3). These codes both had a common power feed issue because the PCM was still not sending the 12-volt output required to satisfy their circuits. There had to be a reason why the PCM was not doing its job and I decided to look at some data PIDs hoping to find a piece of the puzzle that could guide me in the right direction.

Figure 3

Figure 4

When I was viewing the data I saw something that raised my eyebrows. There was no RPM signal getting to the PCM and the desired charging voltage was 0 volts (Figure 4). The PCM was not performing its task of charging the alternator because as far as it was concerned the vehicle was not running. So then how was this vehicle running without an RPM signal? Why didn’t the PCM set a code for loss of RPM signal input? I now have to pull some diagrams to do some onsite strategy research because at this point I had no answers.
This vehicle was a diesel and was a horse of a different color because it used a separate Engine Control Module that was specifically used to run the Diesel engine. The crank sensor fed a direct RPM signal to the ECM and there was a cam sensor signal that was also supplied to the ECM coming from the engine driven injection pump. The ECM in turn would output an RPM signal to the PCM so that it could properly control the transmission and the alternator. So I now had to run some tests on the ECM to determine what was going on.

Figure 5

Figure 6

I scanned the ECM and found a code P1693 which indicated a fault in the PCM so I kind of ignored this code because the ECM was playing the “Blame Game” (Figure 5), I next looked at some ECM PIDs and found that it was receiving the RPM signal from the crank sensor and an RPM signal from the cam sensor (Figure 6). The ECM inputs did not seem to be an issue so now I was leaning towards an output signal issue with the circuit going back to the PCM but at this point I needed access to the ECM so I could put my scope on the signal lines.

Figure 7

I had the shop pull the fuel filter housing on the left side of the engine block to gain access to the ECM that was mounted to the side of the block (Figure 7). I placed my scope lead on the RPM output signal to the PCM on channel 1 and placed my other scope lead on the crank sensor RPM Input signal to the ECM on channel 2. I started the vehicle and you could see that the crank sensor RPM signal to the ECM was fine with good triggering transitions from 0-5 volts but the RPM output signal to the PCM was flat lined at 5 volts (Figure 8). The PCM signal line was not shorted because it was elevated at about 5 volts.
I next decided to think out of the box by opening the RPM signal line at the PCM and sending the RPM signal from the Crank sensor into the PCM to simulate that the engine was running to test PCM system strategy. My results were as expected because the alternator started to charge immediately. I went back to view the PCM data and you could now see that the desired voltage was 13.8 Volts and the charging voltage was also 13.8 volts. It would have been nice to just leave it at that just to get the truck out the shop door but the issue now was the PCM was seeing the vehicle running at 2528 RPMs when actually the truck was idling at 700 RPMs (Figure 9).

Figure 8

Figure 9

In the end
The ECM on this truck most likely took the crank sensor signal input and internally reduced the frequency of the signal delivered to the PCM for some type of strategy reason. There was an internal circuit board failure and the only choice was to have the ECM sent out for repair because there was not one available from the dealer or aftermarket due to the age of the vehicle. I just feel bad for the owner of the vehicle because this was a work truck and the shop owner never knew what a nightmare it would turn out to be and how long he would have it in his possession.
Okay so about another week goes by and the rebuilt ECM finally showed up and the shop installed the ECM which was a "plug and play" unit. The vehicle started up and the good news is that everything worked like a charm. I had to go back to just get a scope pattern out of this diesel monster and to validate the repairs before the shop buttoned it all up. I quickly hooked my scope up again to view the patterns and you could now see the input and output RPM signals were working as designed with different frequencies (Figure 10).

Figure 10

This vehicle really proves that a trouble code does not always lead you down the right path. It is vitally important to know how to read data PIDs. The code in the PCM only validated that the alternator field circuits had a power feed or switching ground issue that was pointing you to a wiring fault or a possible bad PCM with an internal alternator field driver failure. There was no cam signal reference to the PCM like there would be in a gas engine so there was no way for the PCM to fail the crank sensor for a lack of input. The strategy of this system would be for the PCM to provide a voltage output and field circuit toggling once a specific RPM threshold was met but this never took place. In the end it took some out of the box thinking to unmask the true culprit. My only hopes are that this story will enhance what you know or don’t know about Chrysler diesel controllers working in tandem.

nComputing L300 terminals and windows updates that may cause network issues or other incompatibilities

Do not install KB4467107 update. We found this update takes down the network. Even during installation there is so much network traffic a subnet was taken down as well as the local network and intranet. Even user instances were killed and unable to log on. Ncomputing l300 blank screen issues. It appears one of the previous kb advised against were reintroduced inside this update by MS.

Other issues with terminals l230 l300 and vspace Ncomputing :

Remove  and block:
KB23010138 security update
KB2984972
KB2685939
KB 3003743

Other patches after 2014 may also contain parts of problem updates. Microsoft seems to issue new KB that contains these older strategies even though they are not adequately disclosed causing system disruptions or damage. In an industrial setting it could cause production problems.

An update that cleans the server is a possibility, it worked on 9/24/18 found here: https://support.ncomputing.com/portal/kb/articles/vspace-server-stops-accepting-connections

 ncomputing fix_4020.exe
get the revised 12/17 version!

Dodge ram broken exhaust manifold studs, its a common problem for the Hemi

If you have the common problem with Hemi 5.7 and other FCA engines using the 8mm exhaust studs There is a place nearby that can fix this problem. Using the special drill and broken stud removal fixture - alignment kit seen here it can be drilled perfectly on center and the snapped 8mm studs extracted. Without this tool you could thin the cylinder head casting and cause problems.

As seen here where ever the studs break off you will get a leak, note the carbon soot and uncleaned exhaust gasses escaping the gasket below. This may also set a code on some vehicles in addition to possibly allowing exhaust gasses and carbon monoxide to enter the cab. But the biggest reason owners cite is the annoying noises it makes. Air leaks here could cause other problems as well.

Once the broken studs are out, the new tubular exhaust header is installed. In this job the customer chose a equal length ceramic coated header. This should produce about 50 ft lbs of additional torque and a little horsepower. Perfect for a Dodge Ram. The exhaust note will have a little more rumble even though it is stock. This header will flow more freely. We generally use new OEM studs, although there is much conjecture on many truck forums we find the OEM studs are a grade 10.3 and actually good quality however they are only 8mm, Its not practical to use a different thread bolt size without major reworking of the entire system - probably not worth it for most. The reason for the tube headers and ceramic coating is that the steel header flanges do not expand and contract as much as the cast iron flanges on the oem manifolds.

Dodge ram 5.7 hemi problems with exhaust manifold leaks where the studs break off from temperature expansion. You can get them fixed here at an experienced shop in Middletown NY it's got to be Dolson Auto & Tire or go to https://www.dolsontire.com to order the job parts and labor, we will take care of the entire process for you. Plus, if you purchased an extended warranty we work with most warranty companies so have little or no out of pocket expenses depending upon your terms and conditions. We will send them photos, video, and secure an ok from them for the coverage. Bring us a copy of your warranty paperwork when you drop it off for repairs. 845-343-6300

Alignment problems and dog

Dog tracking can be cured or repaired in Middletown NY at https://www.dolsontire.com

Using sophisticated alignment equipment and skills by our Hunter system.

See more about alignment here:

<iframe width="360" height="203" src="https://www.youtube.com/embed/4cJ18D-r1BY" frameborder="0" allow="autoplay; encrypted-media" allowfullscreen></iframe>

Fwd: Engine

Engine Repair "Spun Roller Lifter " GM engines
Middletown NY -

Some engines with roller lifters are using a design of lifter location or retainer that keeps the lifter roller aligned with the camshaft. These plastic retainers have been known to fail due to stresses and temperature causing a noise in the engine. If the engine is stopped in time, it may be temporarily repairable or the system may be restored for long life.

Once any mechanical device is worn - it will never be new again. Nothing will grow metal back on to old parts. Lets get that out of the way. You cant "will" or "pray" things to be like new again unless you replace the entire old system. But we can repair the broken part and get it to function to varying degrees in some cases.

As seen here is a GM engine with a lifter that spun in its retainer causing damage to the lifter and cam. Its possible the cam can be used for some time, but its already worn from the spun lifter, however its possible the owner can choose to try as there are examples of lucky people who drove many miles after similar circumstances. While we suggest to properly repair or restore the system as sound advice, some people just cant afford it. GM has even replaced only the lifter and guide under warranty for noises and spins like this. However a proper restoration would be to replace the camshaft per the factory procedures, it makes sense - the cam lobe is worn and it will not perform as designed.


Now in this case, a unlicensed mechanic worked on the engine before us, and they decided to save too much money by being cheap and re-used the head bolts and many other parts. Had they known what the factory book and training explains - these new engines have bolts that can only be used once - the TTY bolts are one use and trash if you even loosen them. As seen below, this head gasket was already leaking in just 6 days of after the other shop worked on it, causing misfire codes, and the lifter spun again because they did not replace the plastic retention assembly, causing more damage to camshaft. The owner received no utility for the exchange. 

Head gasket failed because the TTY head bolts were not replaced. Note the burn marks from poor clamping pressure. 

Here is a brand new active lifter and guide installed. The only thing that keeps the lifter aligned is a small plastic tab about .125" of an inch tall. The plastic appears to deform from heat, its important to maintain cooling systems and use a quality oil. 

cleaned and oiled cylinders and mating surfaces.

rotated cam to see the wear all the way around. Some galling in center, no apparent effects to lift height, it should be replaced IMPO. However it may run for a time.

Why TTY bolts? Torque To Yield offers a better opportunity for accurate clamping forces, here is why: from an article

When tightening a bolt, overcoming the friction at the threads causes torsional stresses through the bolt (the top twists more than the bottom) and so only the axial stress (tensile) of the bolt applies a clamping force. This is normally in the region of 2/3 axial stress and 1/3 torsional stress.

A TTY fastener is actually employed because, once in its plastic region of deformation, its stiffness/Young's modulus is much lower, raising the ratio of the compressed parts stiffness to the fastener stiffness. This results in the fastener seeing only a very small increase in force when load is applied such as combustion force on a head or inertia force of a con-rod and piston.

Also on a cylinder head bolt, when the gasket relaxes over time, being in the plastic region of the fastener means that a slight reduction of its stretched length due to gasket relaxation means only a very small drop in clamping force compared to what the drop would be if it was in its elastic region.

The type of metal in these bolts is slightly elastic and pulls under varying temperature conditions, this keeps them "tight". But once used they loose their elasticity and fail to "pull" again.

These two issues caused this job to go bad. The tool to properly perform the bolt tightening sequence properly is very expensive, plus the bolts, training, knowledge and experience. Its simply a job for an experienced shop. But in the end, taking a chance by not properly restoring a system is a roll of the dice, and that's a decision the vehicle owner needs to think on, we always advise based upon MAP and manufacturers engineering, sometimes saving a buck costs you more. On this particular issue, the engine ran, but will still make noise due to the cam wear. It really should be done as a complete restoration, but the cam adds significantly more cost. We felt badly for the customer in this situation and tried to save them because of the situation they were already in, but we should have turned the job down - it just is not the outcome we prefer. This engine has other lifters making noise, however the cylinders we repaired are no longer misfiring.

Power is much better, after a 50 mile test drive a side issue appears resolved as well, the customer stated the trans shifts very harshly or hard into 2nd gear, a common issue with these trans, often it is a variety of problems that can cause this, we can fix all of them in the trans but one thing that comes up again and again - if the engine does not run right other things might be affected! In this case the 2nd gear slam was gone after eliminating the misfires on cylinder #4 due to the lifter failure. This engine had counts of up to 10 misfires per 100 , not enough to code yet, on other cylinders, plus noise from other lifters. It also shows signs of a lack of maintenance - this confounds diagnosis - your tech is wading through many issues that could have sequela. The spark plugs? Some old and one new? That's the way it came in,,, it should be tuned up. When it comes to focusing on diagnosis this is the finite item we are discussing here.

Based upon further comments from other dealers and shops it is suggested to replace all the lifters guides and cam as an assembly in addition to the AFM VLOM - others suggest these systems have experienced high failures shortly after one component fails, the labor to replace one component is costly, the entire job is costly, but doing this type of work in small increments will be more costly. Its a difficult decision, we realize that. Think about it, if one lifter has failed, its likely another will be close behind, if the lifter fails the cam can be damaged, and another issue will occur soon. Ugh.... But experience from others seems to show there is much risk with these GM active fuel management 4,6,8 engines.

www.DolsonTire.com A Full Service Repair Work Shop and Tire Center

phone to make an appointment 343-6300

Open 7 Days

*instant credit available with 12 months zero percent (minimum monthly payment required)

Fwd: Michelin North America Inc. Pricing Adjustment

Message from https://www.dolsontire.com
From: Michelin <reply@drive.michelinman.com>
Date: Wed, Aug 1, 2018 at 10:00 AM

To view in browser, click here. August 1, 2018 Dear Ed, Effective September 1, 2018, Michelin North America, Inc. will implement price changes for selected MICHELIN® and BFGoodrich® brand product lines as well as selected commercial services in the United States and Canada. The change will vary and be implemented by segment and by SKU (MSPN) and will be applied on all pending orders and shipments scheduled after September 1, 2018. Expect to be notified directly with specific details. Any orders that are scheduled prior to September 1, 2018 will not receive the price change. Price protection will not apply. An updated IUMAP file with the aformentioned changes included can be found here. As always, we thank you for your continued support and business. Sincerely, Yahn Heurlin Vice President, B2C Marketing Michelin North America, Inc. Adam Murphy Vice President, B2B Marketing Michelin North America, Inc. You are receiving this email as a customer of Michelin, BFGoodrich or Uniroyal. If you have questions, please contact your representative. Copyright © 2018 Michelin North America, Inc. All rights reserved. One Parkway South  |  Post Office Box 19001  |  Greenville, SC 29602-9001  |  866-324-2638

Prices projected to rise as much as 12% on tires this fall - buy now before tire prices increase due to inflation, labor manufacturing costs, insurances, and chemicals. 

--

www.DolsonTire.com A Full Service Repair Work Shop and Tire Center

phone to make an appointment 343-6300

Open 7 Days

 

Metal fatgue and rust - Honda CV Axle in Middletown NY

Here is an example of a broken axle on a Honda.

Look closely at the break. You can see a few details in this close up of the axle cross section.

Rust on the surface, the formation of the crack, the spread, oxidation in the crack, the final tearing of the metal from the initial corrosion to destruction.

This snapped suddenly while the driver was driving. Fortunately it happened at low speed. Rust on important suspension, drivetrain, and frame components should not be taken easily. Its important to restore systems before they fail. In this case the driver just has some hours waiting for a tow truck in Middletown NY and then waiting for parts and the cost of the towing.

Its best to have repairs done when you dont need the vehicle so it does not interfere with work or your personal time. Experienced mechanics may notice signs of trouble and prevent breakdowns. It is bets to fix things before they cause problems, businesses and managers are all too familiar, down time costs money - uptime is productive. The same holds true for personal cars and SUV's.

While Honda is a very reliable vehicle, they do require maintenance. Things happen out on the open road and the best thing to do is to fix it before it fails but even if you did not notice it before it stopped working come see us in Middletown NY for auto repairs, engine repairs, transmissions, new tires, brakes, belts, hoses, and more. Reliable transportation starts here.

www.dolsontire.com

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https://bucks.blogs.nytimes.com/2013/01/08/what-i-learned-the-hard-way-about-leasing-a-car/

Do you need tires near Middletown NY on holiday weekends?

Who is open? Well, there are some choices such as www.dolsontire.com on 17m just off I84 in Middletown NY where you can get air conditioning repairs, engine, transmission, diagnostics, and much more.

Holidays schedules may be limited to new tires and emergency repairs but why? Well, mechanics need a holiday too but mostly its parts availability and time. You see, some parts are just not obtainable and every warehouse and manufacturer cant be open, stock enough, or have it nearby, But there is an easier solution.

You know, popular cars are easier to get parts for. Special models are more difficult to get parts for. So for example if you buy that small CUV but you opt opt for the brembo brake upgrade and big V* engine with AWD and special size tires you are going to have more expensive repair bills and its not the kind of parts warehouses can afford to stock.

There are so many variables, but one thing is for sure - we search far and wide and have access to more specialty warehouses and suppliers across the US that most. We have even imported parts from outside the US. Its not easy, did you know parts suppliers even factory warehouses provided with your cars serial number supply the wrong application parts nearly 30% of the time? You would think when they can look up the serial number for your car they can find the right part! But no - and why? Here is why: Often the production line runs out of things and another reason they often get custom build orders for a mid year model change, option package, or other engineering reasons and they change the configuration without updating the parts book. That explains it, because the fact is it happens. And it ties up our equipment all day too.... :( which slows the entire system down....

So its best to understand your mechanic faces the same dilemma, he really wants to get it done quick and relies upon many factors and chains of events. We strive to provide the best service possible and work long hours and holidays to do so. We hops you enjoy your holiday.