Posted on

Let’s Talk About…

THIS EDITION: Definition of OEM

What does “OEM” mean?

“Let’s Talk About” is a publication series written by All Euro’s Vice President, Luke. Each installment is a discussion piece that includes professional experience, extensive auto knowledge, and technical information. All in the pursuit of expanding your knowledge and understanding of automotive repair. Download the .pdf file below to read on!

OEM-and-What-Does-That-MeanDownload
Posted on

Free Online Training Opportunity

www.alleuro.com understands these trying times have left plenty of techs and counter sales people with some free time. Fortunately, our supplier NGK/NTK has kindly provided free access to their NGK Tech Portal. Techs and service writers at any level can access valuable training.

The NGK Tech Portal contains training which discuss the function of various ignition parts and sensors. There is a quick 5 question quiz for each one. Each person will create their own user name and password.

We sincerely hope that this information and access to these training opportunities might help us collectively come out of these challenging times with some new knowledge and sales tools to help move everyone forward. Stay safe and send us a message if there are questions.

Take Me To The Training Portal!
Posted on

A Message from alleuro.com About Our Response to COVID-19

alleuro.com is committed to providing European auto parts to first responders, healthcare professionals, automotive repair shops and people who rely on their vehicles to get to the pharmacy, grocery store health centers, etc.
As the novel coronavirus (COVID-19) continues to spread, the health, safety, and well-being of alleuro.com customers and employees are our utmost concern. We will continue to closely follow the guidance of the Centers for Disease Control and Prevention (CDC) and the World Health Organization (WHO) as we promote health and safety while still serving the essential needs of our communities.


We have taken the following actions, among others, to promote the health and safety of employees and customers:
• We have sent home all employees who can work from home remotely.
• Reduced non-essential on-premise staff hours.
• Supplying employees with gloves and insist they maintain appropriate social distancing at all times, in or out of the building.
• Performing dis-infecting wipe downs of common areas every 2 hours or more.
• Urging employees to stay home and seek immediate medical attention if they are or become sick, for any reason at all.
• Additionally, we are encouraging the use of our 24/7 outside pick up lockers to promote social distancing.
• For customers that prefer delivery, you have more choices than ever before including multiple same day delivery options in the quad county area.

Posted on

Top 10 Brake Pulsation Questions

According to GM in technical bulletin #00-05-22-002 to its dealers, GM says:
“Brake rotors should only be turned when one of the following rotor surface conditions exist: severe scoring with depth in excess of 1.5 mm or 0.060 inch, pulsation from excessive lateral runout of more than .080 mm or .003 inch, thickness variation in excess of 0.025 mm or 0.001 inch, or excessive corrosion on rotor braking surfaces.”
Lug nut torque is also extremely important. Under-torquing only a single lug nut may create as much as 0.003-inch of lateral runout in a rotor!
0 .0015 inch or less of lateral runout is needed on the rotors to prevent pedal pulsation. If runout is excessive, try indexing the rotor on the hub to see if a change in position helps. Tapered steel shims are also available, or use an on-the-car lathe to cut the rotors in place.
  1. What causes runout?
    Rotor runout can be caused by several things: variations in manufacturing tolerances, sloppy resurfacing procedures, a buildup of rust and corrosion between the rotor, hub and wheel, and uneven torque on the lug nuts.

  2. What else can cause pulsation problems besides the rotors?
    Loose wheel bearings will cause the rotor to tilt in the caliper when a load or side thrust is placed on the bearings. Disc brake pistons require lots of fluid volume and pressure to push the pad against the rotor. If loosely adjusted wheel bearings force the pistons into the caliper, the result will be a low or spongy brake pedal.

  3. What exactly is “pulsation” and how does it relate to “warping?”
    If a vehicle equipped with floating or sliding calipers has a slider problem which prevents the caliper housing from moving, runout can cause pulsation. The caliper piston will move in and out as the rotor rotates resulting in fluid movement and pedal pulsation. Likewise, fixed caliper vehicles are sensitive to runout induced pedal pulsations. Fixed calipers have pistons on both sides of the rotor due to the stationary caliper housing. Excessive runout will cause piston movement and can result in pedal pulsation due to the runout.

  4. What else can cause customers to think their rotors are warped?
    Brake roughness is the other component to the equation and it is often misinterpreted and misdiagnosed problem. At the root of brake roughness is a characteristic called Brake Torque Variation (BTV). This can be determined by measuring torque multiple times within one wheel revolution. The brake torque variation is the maximum torque measured within one revolution subtracting the minimum measured.
    If BTV is excessive, the vehicle will start to transmit the BTV back to the driver and generate a comeback. The symptoms are pulsation in the pedal.

  5. What is Disc Thickness Variation?
    People generally equate a high runout value with “warping.” In reality, runout by itself is not a direct or sole generator of pulsation. The characteristic that most directly generates roughness is actually Disc Thickness Variation (DTV). This measurement is the result of measuring the thickness of the rotor surface at multiple spots around the rotor.
    The DTV is the largest (thickest spot) minus the smallest (thinnest spot) of the rotor. This action of thick and thin spots passing through the caliper generates the brake torque variation. When the thick part of the rotor is forcing itself through the caliper, the torque of the brake and the pressure in the caliper rise. When the thin spot passes through, the torque drops and pressure drops. Very small amounts of DTV can create a significant problem. Today, new vehicles are typically built with a thickness variation of less than 0.00078”. Thickness variations in excess of 15 microns (0.00059”) can easily generate driver complaints.
    Always use a dial indicator to verify the amount of runout present in a rotor and hub assembly, both before and after the rotors have been machined. This must be performed even if you are using an on-the-car lathe. By measuring the rotor on the hub, you can also check for play in the wheel bearings, corrosion on the mounting surface and other possible errors. Even if you are putting new rotors on a vehicle, runout should be checked. It doesn’t take much, only about .002 inches on some vehicles, to cause a noticeable pulsation. Also, if you are using a bench lathe, the dial indicator can be used to check to see if you have mounted the rotor or drum properly to the lathe.

  6. “Do I have to measure the runout for every brake job? I don’t have the time!”
    The bigger question is, “Do you have time for comebacks?” A dial gauge is used to measure runout in the rotor and hub assembly.
    The dial gauge is a very robust piece of equipment that can last a lifetime. It is also a good idea to invest in a good magnetic base or vise-grip handle that can be setup quickly.

  7. I drove the vehicle after the brake repair and there was no pulsation problem. What caused the customer to comeback after a few thousand miles with a pulsation problem? Is their braking technique at fault?
    Ninety-eight percent of the time, pulsation complaints are not the fault of the driver. The cause of the DTV/Runout and resulting pulsation is a product of the interaction of the rotor and pads over time and how the caliper interprets the runout. But, the main reason why the customer is back is that the runout was not measured in the hub.
    The vehicles most susceptible to reoccurring pulsation are those that use unitized bearings. Unitized bearings are preloaded and have zero play. No wheel bearing play results in the runout being “seen” by the brake pads with every revolution of the rotor. The resulting high and low spots scrape the brake pads with every revolution of the rotor. This scraping occurs during not only during braking, but also non-braking.
    The long-term result of this scraping is the DTV. Pedal pulsation is the symptom of excessive DTV. The alternating thick and thin spots of the rotor cause the caliper piston to move in and out as the brakes are applied. The caliper piston moves out on the thin spots and in on the thin spots. The piston movement causes brake fluid to move in the hydraulic system and results in corresponding brake pedal movement in the form of a high-speed pedal pulsation.

  8. There is not any runout in the rotor, but the customer is still complaining of a pulsation problem. What could it be the cause?
    The problem might not be the brake rotors, but the pads. If the brake system is used to the intended limits and the brake pads go beyond their operational temperature limit they will deposit brake pad material unevenly on the brake rotor. Pad material build up creates uneven rotor thickness, which gives you the sensation of a “warped” brake rotor.
    Try switching to a more robust brake pad, and clean up the rotors with a light pass on the lathe.

  9. Volcanic Bearings?
    Many bearings will actually have a machined step in the region the wheel studs are installed. This masks the localized “volcanoing” that occurs in the material around the stud. This micron (1 micron = .000039”) level volcanoing will distort the rotor when the clamp load of the wheel is applied.

  10. Will a non-directional finish reduce the chance of a comeback for pulsation problem?
    In theory, a non-directional finish will help to burnish the brake pads more effectively. For some friction materials, the non-directional finish will help to deposit a thin layer of friction material on the rotor’s surfaces.
Posted on

Cheap Blown Head Gasket Test

What you need:

  • Plastic wrap
  • Rubber band

Instructions:

  1. Place plastic wrap over top of radiator cap opening. Push in slightly, leave a 1-2 inch “U” shape in the plastic.
  2. Wrap rubber band around the plastic and seal it to the radiator neck. Pinch the overflow hose to prevent air leaks.
  3. Disable the ignition system or have someone start the engine for a few seconds.
  4. If the slack you pushed into the plastic wrap pops up, then you more likely have a blown head gasket or cracked head.
Posted on

FREE Training Webinar!

All Euro is excited to share an upcoming training webinar from ZF Aftermarket. This webinar is 1 hour and completely FREE! Enhance your knowledge of high voltage systems from an ASE Certified ZF Trainer.

See below for more details and where to register online.

ZF is one of the world’s largest manufacturers for High Voltage Systems that are found in vehicles such as BMW, Audi, or Chrysler. This webinar will begin with a system overview, where you will learn the functions of all the important HV components, such as Inverter or DC/DC converter.

Click the “Register” button below to reserve your spot!

Register
Posted on

Motor Oil Specs

Let’s Talk About…

“Let’s Talk About” is a publication series written by All Euro’s Vice President, Luke. Each installment is a discussion piece that includes professional experience, extensive auto knowledge, and technical information. All in the pursuit of expanding your knowledge and understanding of automotive repair. Read on!

This edition: Motor Oil Specs
motor-oil-specsDownload
Posted on

Window Regulators

Let’s Talk About…

“Let’s Talk About” is a publication series written by All Euro’s Vice President, Luke. Each installment is a discussion piece that includes professional experience, extensive auto knowledge, and technical information. All in the pursuit of expanding your knowledge and understanding of automotive repair. Read on!

This edition: Window Regulators
window-regulators-1Download

Posted on

Local Training Opportunity Coming Soon!

All European Auto Supply would like to inform you of an upcoming training opportunity in the Metro Detroit area. Interested in boosting your knowledge of 8-speed transmissions? Consider this upcoming training class from an ASE Certified Trainer from ZF Aftermarket.
More details to come.

Problems and Solutions for Everyday Work on the ZF 8HP

This training will take a look at the common problems that technicians encounter everyday in their daily work on the ZF 8HP transmission. ZF Technical Trainer will provide solutions and tips to aid technicians on the daily.

Date: July 11, 2020
Location: Northville, MI

REGISTRATION OPENS SOON!

SIGN UP HERE: https://aftermarket.zf.com/us/en/aftermarket-portal/technical-information/technical-training/hosted-trainings/

See vehicle applications here: https://en.wikipedia.org/wiki/ZF_8HP_transmission

Posted on

Tips for Avoiding Brake Problems

tips-and-bedding-ALLEURO-HANDOUT-1Download

The following are some tips and instructions taken from various brake engineers, manufacturers, and installers over the years to help avoid any issues with brakes. For a free guide to prevent and diagnose brake problems just ask a counterman.

The 5 Easiest Ways to Avoid Brake Pulsation:

  1. Clean the hub and rotor mating surfaces until spotless
  2. Use torque wrench by hand to vehicle spec
  3. ALWAYS lube brake pad backing plates, ears, slides, and springs with Plastilube (never use metallic anti-seize on abs cars)
  4. Always “bed” the pads according to pad specs during your test drive
  5. Instruct the daily driver to avoid excessive braking for first 500 miles.

How should I “treat” the pads before installing?

To prevent squealing always lubricate the brake pads backing plate, piston crown, tabs, ears, slides, springs and any metal to metal surface (except friction surfaces) with Plastilube. Do not use anti-seize on cars with abs.

Why should I “Bed or Break in” every brake job?

“Brake pad transfer” is the exchange of glue/binding agents in the friction material which can, when heated and left in contact with the rotor, leave enough deposit to feel like warped rotors. Truly warped rotors are extremely rare. The transfer of binding agents will leave a thick spot on the rotor which feels like warped rotors.

“Bedding” pads by performing specific braking maneuvers is just as important as cleaning the rotor to hub mating surfaces to prevent pulsating rotors and squealing pads.

What is the proper bedding procedure?

If you don’t have factory info from the vehicle manufacturer, we recommend following the procedure from Ate as a generally accepted policy. See below—

  1. Apply light pressure to brakes at approximately 60 mph while slowing to 30 mph ten times. Then allow to cool for 2 minutes driving constant speeds.
  2. Next, apply light pressure to slow from 60 mph to 10 mph five more times. Let cool for 2 minutes.
  3. Repeat Step 1. Then allow to cool before coming to complete stop (Try not to come to complete stop if possible or material transfer may occur which is the main cause for pulsating brakes).

Ate recommends brake pad bedding procedure while safely following all traffic laws.

The proper 10-minute test drive can save you from doing the brakes twice.

Posted on

BMW’s With Self Adjusting Clutches

Tool is required when installing BMW self adjusting type clutches. Many newer BMW and Audi/VW models come with a self adjusting clutch. This type clutch has a black shipping plate locking the pressure plate fingers until the pressure plate has been aligned and bolted into place to spec. Any removing of the shipping plate before then will render the clutch plate useless and voids the warranty. The proper tool must be used to install this style clutch and are usually available under tool number ct1011 or ct1012.

LB197[1]