Although a bit of a sensationalist, Keith is not completely out of line and he isn’t the only Internet auto expert touting the effects of the industry required ZDDP (zinc dialkyl dithiophosphate) decrease in motor oil.

Twelve years ago, the maximum ZDDP level in passenger car motor oil was 1600ppm. Over the years, the EPA has slowly decreased the allowed amount to today’s range of 600-800ppm. ZDDP’s primary purpose is to prevent wear in high friction areas of the engine such as camshafts, connecting rods and lifters, which is probably why Keith is so concerned about its decline.

Less ZDDP = More engine wear?

The reduction of ZDDP in motor oils has caused many issues in flat tappet engines and a big stir in the classic car forum. Most V-8 engines in the muscle car era (cars built before 1975) came standard with a flat tappet camshaft and no catalytic converter. The flat tappet is, for the most part, flat on the bottom. Flat tappet cams are under a lot of pressure and require an extra oil additive for tight tolerances. Oil is the only thing between the lifter and camshaft lobe preventing them from welding each other together. Without sufficient lubrication during break-in and over long-term use, cams can suffer pitting, uneven lobes and severe wear patterns. So, in high performance or classic cars, opt for heavy-duty, performance or racing oils with higher levels of ZDDP that will provide flat tappet cams with anti-scuffing, anti-wear and oxidation inhibition.

Ok, so what about your basic passenger car? In the last decade or so, car manufacturers switched to more reliable, efficient roller camshafts for mass production. Because roller cams don’t require the same level of zinc protection as flat tappet cams, passenger car engines can afford a decrease in ZDDP. In fact, less ZDDP could actually be a good thing. Phosphorous—one of the main ingredients—is a poison to catalytic converters (fitted in most passenger cars since the mid-70s). Excessive ZDDP content will bond to the metal catalyst beads inside the converter rendering it useless as a pollution control device. See why the EPA wants to regulate the life requirement of the catalyst?

In order to meet API SM specifications, oil manufacturers must decrease ZDDP. Today’s modern passenger car oils contain other dedicated antioxidants to make up for the loss of ZDDP and resulting in a better overall product for consumers.

To sum up, less ZDDP is suitable for vehicles with roller cams and catalytic converters and bad for vehicles with flat tappet cams and no cat.

How can BG help?

BG MOA® uses a combination of additives that improve oil’s ability to withstand breakdown due to combustion byproducts, increased temperatures and loads, and frictional wear. And unlike many other oil additives, BG MOA® does not fully rely on ZDDP as its sole anti-wear additive and antioxidant. BG MOA® relies on its proprietary additives for extra wear protection and oxidation stability under severe condition—like that of engines with flat tappet cams. For cars with catalytic converters, BG MOA® only contains ZDDP to a similar concentration as a typical base engine oil, which is not enough to ruffle a cat’s fur.

If the cat already stinks, it doesn’t necessarily mean it’s poisoned by ZDDP. Chances are hydrocarbon deposits from combustion have plugged it up. And a dirty cat can pump noxious gases into the air and reduce engine performance. For extra protection of the catalytic converter and oxygen sensor, pour in a can of BG 44K® in the fuel tank every 7,500 miles. BG 44K® is proven to restore converter efficiency and remove deposits from the oxygen sensor ultimately restoring power and performance.

So the next time you hear someone like Keith yelling, “Oil is killing our cars!” recommend BG MOA® for superior lubrication and wear protection of the engine’s moving parts—even flat tappet cams.

This article has been reprinted from the Spring 2010 issue of the BG Blend’r newsletter, visit BGprod.com to learn more about BG Products, Inc.

Photo 1

When we’re attempting to diagnose a charging system failure, it helps to think of the battery’s state of charge (SOC) as a type of checking account. If we overdraw our account by writing one huge check (i.e. leaving the headlamps on overnight), we wake up the next morning with an engine that won’t crank. Or, if we overdraw our account by writing many small checks (i.e. short-trip driving, key-on, engine off accessory use) and not balancing our account at the end of the day, we again are greeted with a slow-cranking engine and an overdrawn charging system account.

A battery with a “balanced” checking account will maintain 12.6 volts across its terminals with the surface charge removed (See Photo 1). Surface charge is any terminal voltage higher than 12.6 volts. Turning on the headlamps for a few minutes is the quickest way to remove surface charge. If the voltage dips below 12.6 volts with the surface charge removed, a fully charged battery in good condition will quickly recuperate and return to 12.6 volts. For the sake of simplicity, I’m going to illustrate basic alternator testing tips throughout the following text using a 1997 Nissan Maxima with a conventional integral alternator/voltage regulator assembly.

Photo 2

Failure Patterns

The most common alternator failure is the glaring red “bat” light indicating a catastrophic alternator failure. Catastrophic failures are usually due to an alternator malfunction, but can also be caused by a faulty drive belt or blown fuse. A related alternator failure is the battery warning light illuminating on a random or intermittent basis because the alternator’s carbon brushes are sticking in their holders or are worn out.

Another common failure is the alternator bearings becoming dry or pitted, which causes a rough, growling sound to emanate from the alternator case. ­Although the noise might be intermittent at first, it will worsen with mileage. In most cases, bearing noise can be detected by using a common shop stethoscope to pinpoint the source of the sound.

A relatively rare failure is when one or more of the alternator’s three pairs of positive and negative voltage diodes develop a short or open-circuit failure. Because the diode’s job is to rectify alternating current (AC) into direct current (DC) that can be stored in a lead-acid battery, AC voltage begins to “leak” into the vehicle’s electrical system when a diode fails. See Photo 2.

Photo 3

This AC leakage causes an electrical “ripple” effect that can cause unpredictable problems with the operation of the vehicle’s on-board electronic systems. In this case also, the alternator generally loses about one-third of its charging capacity. Alternating current generally can be detected at the battery by connecting a multimeter set to the AC voltage position.

Battery Testing

Charging systems diagnostics is not for the untrained technician. Always remember that a charging battery produces explosive hydrogen gas. Shorting the battery terminals together with a wrench or other metallic object, or exposing a battery to a source of ignitions such as a flame or spark, can produce a catastrophic explosion.

Because the alternator’s charging rate is governed by the battery’s state-of-charge (SOC), it’s important that the battery condition is tested before the alternator is replaced (See Photo 3). In general, most conventional alternator systems produce about 14.2 volts at the terminals on a fully-charged battery at 70° F ambient temperature. Keep in mind that charging voltage increases at colder temperatures and decreases at warmer temperatures.

Photo 4

Because normal charging voltage can’t be achieved on a battery with a bad cell, the alternator will over-charge the remaining cells and boil the electrolyte. At the other extreme, a battery that is sulfated due to being under-charged or not seeing constant use will maintain normal charging voltages. The symptoms of a sulfated battery are that it charges very quickly and produces a very low amperage discharge rate. See Photo 4.

Two diagnostic methods are currently used to measure battery condition. Modern conductance testers measure electrical resistance in the battery by applying a mild alternating current to the battery ­terminals. See Photo 5.

Photo 5

A more conventional method of determining ­battery condition is to use an adjustable carbon pile load tester to discharge the battery at one-half of its rated cold-cranking amperage capacity (CCA). The battery should maintain at least 9.6 volts at its terminals after being discharged for no more than 15 seconds. See Photo 6.

Because new batteries typically test as much as 25% higher than their rated capacities, a new battery with a bad cell can occasionally pass both a conductance and a load test. A specific gravity tester can be used to detect a bad cell if the battery has removable cell caps. If in doubt, always substitute a known-good battery for accurate alternator testing.

Charging System Configurations

Photo 6

Early configurations generally located the voltage regulator on the firewall or fender well. Because corrosion usually increases the electrical resistance of the ground circuit through the body panels, the voltage regulator senses less than actual B+ voltage, which causes an overcharge at the battery.

To eliminate this possibility, many veteran technicians install an auxiliary ground wire from the regulator base to an alternator or engine ground. Alternator condition can generally be tested in these systems by disconnecting the voltage regulator and “full-fielding” the alternator. ­Always consult an ­applicable service manual before attempting a full-field test.

The most common charging system configuration is like the one on our 1997 Maxima, which integrates the voltage regulator with the alternator. Alternators with integral voltage regulators can often be full-fielded by inserting a metal pin through the ­alternator case to ground the B-brush on the alternator. Because it’s generally not cost-effective to replace integral voltage regulators, most shops replace the ­alternator as an assembly.

Photo 7

The latest configuration of charging systems use the vehicle’s Powertrain Control Module (PCM) to control the alternator’s charging rate. To achieve maximum fuel economy and minimum exhaust emissions, the PCMs in some configurations may charge the battery only during specific operating conditions. Remember that, because these systems are constantly measuring the battery’s state-of-charge (SOC), the battery should always be in good condition and fully charged. See Photo 7.

The best practice in diagnosing alternators on late-model imports is to connect a professional scan tool to measure charging voltage and to retrieve any possible charging system trouble codes. In many cases, the scan tool can be used to activate or control the field current to help evaluate the alternator’s output. When diagnosing these systems, always follow the auto manufacturer’s recommended test procedures.

Photo 8

Always keep in mind when diagnosing alternators that, to prevent damaging on-board electronics, the maximum allowable charging voltage in most systems is 17 volts. For that reason, I personally prefer not to “full-field” an alternator, even when that ­option is available.

Instead, I use a DVOM to measure available voltage at the alternator. If, for example, battery voltage isn’t available at the B+ terminal of the alternator, check the condition of the fusible link connecting the alternator to the battery. If the fusible link stretches when pulled or has no continuity, it should be replaced. Similarly, always use a DVOM to test the continuity of the alternator’s field fuse or to check for the presence of key-on field current at the alternator field connector. See Photo 8.

Load-Testing Alternators

Photo 9

Unless otherwise specified, the best method for testing conventional charging systems is to use an ­adjustable carbon pile tester to measure battery discharge rate and alternator charging rate.

Although load-testing an alternator provides a quick way to test for drive belt slippage, keep in mind that an alternator can easily be overheated when testing for maximum output during low-speed operation (See Photo 9).

Photo 10

The rated output for our ’97 Maxima equipped with the LR 1100-709 alternator is 35 amps at 1,300 rpm, 85 amps at 2,500 rpm and 105 amps at 5,000 rpm. Because carbon piles are designed only for 15 seconds of operation without overheating, keep the duration of load-testing as short as possible.

Summary

The most important issue in modern alternator testing is to identify and fully understand the operation of the charging system in question. Never jump to conclusions and never skip steps in the diagnostic process (See Photo 10). And, always remember that the heart of our charging system “checking account” is the battery itself.

Gary Goms is an author for autocarepro news. You can email Gary at goms@chaffee.net.

Content provided courtesy of autocarepro: news; providing automotive shop owners, managers and technicians with a website and e-newsletter filled with products, tech tips and automotive news needed to be successful in the marketplace.

Long before the age of Internet access, Samuel Johnson, the great 18th-century English author and literary scholar, said, “Knowledge is of two kinds. We know a subject ourselves, or we know where we can find information upon it.”

Johnson’s observation accurately describes the automotive repair information access issues of today because, ­although an automotive technician might be very knowledgeable, he still needs to seek new repair ­information the moment he opens the hood on an unfamiliar vehicle.

Information, if you will, is the lubricant for the gears of modern electronic technology. Thirty years ago, good mechanics could often worked without the aid of a repair manual because they used their existing knowledge to “reverse engineer” the mechanically controlled systems of the day.

In modern times, however, technicians are confronted with the invisible and often unintelligible instructions written on a memory chip hidden deep inside an engine or body control computer. Without application-specific information concerning the hierarchy of computer-generated diagnostic trouble codes and the order in which those codes should be diagnosed, the technician often can’t define and repair an electronics-based problem.

The Computer Age

If you’ve spent hours struggling to master a new computer software system, you can well understand how a modern auto technician might feel when confronted with not just one, but hundreds of different software configurations built into the platforms of the 17 different vehicle manufacturers now being sold in our domestic market. Not only are modern vehicles more mechanically complex, their design variations are endless.

To put the information access issue in a historical perspective, when I first opened shop 32 years ago, I usually bought a domestic car, import car, truck, automatic transmission and labor guide each year. Although the manuals were distilled from the original equipment manufacturer’s (OEM) repair manuals, they included enough service information to cover just about all repair situations encountered in an average repair shop.

By the early 1990s, the volume of printed repair information had grown to the point that it was physically impossible to provide shelf space for new editions of shop manuals. To add even more volume, the vehicles had become so complicated as to require separate engine electronics, wiring and vacuum schematics manuals for each model year. So I bought a popular PC-based information system, which, at the time, contained approximately 1.5 million pages of technical data, including factory technical service bulletins.

Today, the volume of repair data covering approximately 17 nameplates currently marketed throughout the continental United States for the past 10 years is beyond estimation. For that reason, all auto manufacturers have adopted PC-based information systems and, because application-specific service information is so vital to the diagnostic process, many manufacturers have blended their information and diagnostic systems into one software ­program.

Electronic Information

For the above reasons, most shops now subscribe to aftermarket and OEM electronic shop manual systems. Aftermarket shop manual systems can be incorporated into electronic shop management systems or they can be sold as stand-alone systems for use by technicians working in a shop environment. These information systems, which can easily be updated, contain most of the OE technical information, wiring diagram and technical service bulletin (TSB) information used for diagnosing and repairing vehicle-specific problems.

Currently, electronic shop manuals are supplied by two major information publishing companies and both can supply this information via the Internet or on DVD. Because the library of DVDs is becoming so voluminous and because online data transmissions are so much faster than in the past, many shops subscribe to an Internet-based information system. All of the information systems mentioned below are available on an on-demand or on a daily, monthly or yearly subscription basis.

Technical Hotlines

Technical hotlines are designed to augment an electronic information system by adding empirical or “pattern failure” information to the diagnostic process. In addition to providing conventional technical guidance, technical hotlines also can be very good sources for finding alternate wiring schematics, maintenance schedules and vehicle reliability information, all of which supplement published repair information.

While most technical hotlines provide on-the-spot technical advice, some also provide an archival service that can be subscribed to on a monthly basis. A good example of archival data would be a 1998 Mercury Grand Marquis that lacks electrical power to the fuel pump.

For this particular application, empirical information gathered throughout the years indicates that the fuel pump wiring harness is most likely to corrode where it’s routed under the radiator support on its way to the fuel pump. This “pattern failure” information is placed in an archival format that can be accessed by entering the vehicle model and failure symptom. Most technical hotlines are accessed through conventional telephone connections. Archival data, on the other hand, is accessed by subscription through the Internet.

Internet Sources

The explosive growth of Internet access has driven specialty technicians or small groups of shop owners to build websites designed to assemble and digest empirical information pertaining to auto repair and shop management. The International Automotive Technician’s Network (iATN) is perhaps the largest and best-known networking group for professional technicians and shop owners.

iATN, which was founded in 1995, currently has 71,580 members networking from 158 countries. Member communications are contained in appropriate discussion forums such as industry issues, education, technical discussion, shop management and more. iATN also supports a considerable archival database that contains extensive discussions of past and current technical and management issues.

Application-specific data can be accessed by selecting an appropriate forum and typing in keywords and phrases associated with a specific problem. As with any networking website, iATN deals more with opinions and experiences rather than hard technical data, so “silver bullet” technical solutions aren’t generally available in the technical forum or archival formats.

OE Information and Training

Beginning in 1996, On Board Diagnostic II (OBD II) systems were installed in all domestic vehicles to help reduce exhaust emissions. In contrast to the earlier OBD I systems, OBD II introduced a standardized, 16-pin diagnostic connector and a standardized “generic” set of trouble codes dedicated to detecting common failures in the powertrain and evaporative emissions control systems.

The typical 1996 OBD II engine computer also had at least twice the computing power of OBD I computers and provided a much more comprehensive component monitoring and failure detection system than OBD I. Most OBD II engine control computers therefore have the capacity to accept on-board reprogramming to fix operating issues that had gone undetected during the vehicle’s engineering phase. With the introduction of OBD II, independent shops suddenly found themselves in an unconventional information access setting because an OE scan tool and high-speed, online access to an OE website were required to download current reprogramming data.

Beginning in 2000, a pilot program was begun in Arizona to gain access to OE service information. This program eventually matured into the National Automotive Service Task Force (NASTF), which eventually negotiated access to OE information, equipment and training with most of the 17 auto manufacturers currently marketing throughout the United States. Thanks to the efforts of the manufacturer and independent repair sectors, NASTF has negotiated access, not only to repair information, but to OE training and OE vehicle security (anti-theft) information as well. This information can be accessed at the NASTF website, www.nastf.org.

A Look Into The Future

As a side note, it’s easy to see why, with the complexities of modern information access, it’s so important to understand that modern auto repair requires significant computer and reading comprehension skills on the part of the technician. Although the idea that our educational system can continue to dump academic underachievers into auto mechanics programs has become obsolete in the face of advancing technology, many educators continue to see vocational education as a quick fix to the failures of the academic sectors.

One can only hope that progress in education keeps up with the progress in the field of student endeavors. The secret to success in any highly technical field like auto repair not only lies in acquiring a good foundational education, but in knowing how to, as Samuel Johnson would phrase it, “find information upon it.”

Gary Goms is an author for autocarepro news. You can email Gary at goms@chaffee.net.

Content provided courtesy of autocarepro: news; providing automotive shop owners, managers and technicians with a website and e-newsletter filled with products, tech tips and automotive news needed to be successful in the marketplace.

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Despite the slew of automotive recalls over the past year, a new survey conducted by Atlanta-based Speedemissions, Inc. indicates that 79% of the more than 1,300 people surveyed feel as safe or safer in their vehicles than they did a year ago.

However, a new iPhone application that analyzes an automobile’s computer system emphasizes that consumers may not be as knowledgeable about their automobiles as they think.

CARbonga is an iPhone app (also runs on the iPod touch and iPad) designed to address both broader vehicle safety systems, such as its anti-lock brakes, air bags, safety-restraint systems and tire pressure monitoring systems, as well as On-Board Diagnostic (OBD) codes for vehicle emissions and other engine problems.

“Our survey shows that 80% of consumers know something could be amiss with their vehicles, even though the warning lights do not indicate a problem. Still, 81% said they trust their automobile manufacturer and/or their auto’s electronic system to warn them of problems,” said Rich Parlontieri, president and CEO of Speedemissions, Inc. and founder of CARbonga, who added, “That’s a potentially dangerous gamble.”

One version of CARbonga allows car owners to receive notices from the vehicle manufacturer about possible warranty work and notice of issued TSBs through their iPhone.

From April 2008 to April 2009, more than 6,300 Technical Service Bulletins (TSBs) were issued to dealers by automobile manufacturers. Parlontieri said this is a key issue, given that 38% of car owners surveyed did not know dealers and automotive repair shops routinely received these TSBs.

Numbers Up

According to the National Highway Transportation Safety Association (NHTSA), 16.4 million vehicles were recalled in 2009, an increase of 56% over the previous year. The trend toward increases in recalls each year could create anxiety among vehicle owners.

However, a rise in auto recalls may not necessarily be due to poor OE workmanship, says one auto information provider.

Rather, it’s just the outcome of more vigilant drivers.

While new car recalls have been among the biggest news stories of the year, an analysis by Edmunds.com, assures consumers that despite these recent headlines, recalls were much more of a concern in decades past.

“Recall numbers have been remarkably high since the mid-’90s when car technology really began getting complicated, but this year they’ve been far more publicized,” asserted Edmunds.com senior analyst Ray Zhou, PhD.

“Thanks to recent headlines this year, drivers are more alert to any potential safety issues and more likely to report any potential flaws and perhaps even pay closer attention to recall news,” he said.

Through early June, Edmunds.com contends that the industry has issued 81 recalls, which is in line with the recent average of 164 per year.

The number of vehicles affected by the recalls this year – just over 10 million to date – suggests that the year-end total may be slightly higher than the 10-year average of 18.1 million vehicles per year.

“The level of vehicle recall activity simply doesn’t suggest any greater reasons for concern by consumers,” said Dan Edmunds, Director of Vehicle Testing at Edmunds.com.

“In fact, automakers as a whole have become increasingly diligent, not only about safety and reliability, but also about reporting problems with their vehicles and, in many cases, recalling them more quickly than in the past.”

As drivers become more attentive about vehicle problems and TSBs — either through new technology applications or through the news — it will be interesting to see if this translates into more scheduled shop visits by your customers.

Ed Sunkin is an author for autocarepro news. You can email Ed at esunkin@babcox.com.

Content provided courtesy of autocarepro: news; providing automotive shop owners, managers and technicians with a website and e-newsletter filled with products, tech tips and automotive news needed to be successful in the marketplace.