Today’s powertrain & engine management systems contain a dizzying array of sensors that provide the car’s Engine Control Unit with vital data. Today’s powertrain & engine management systems contain a dizzying array of sensors that provide the car’s Engine Control Unit with vital data. Modern powertrain and engine management systems contain a dizzying array of sensors that provide vital data to the engine control unit. Modern powertrain and engine management systems contain a dizzying array of sensors that relay vital data to the vehicle’s engine control unit. After completing this course, you will learn about the different types of sensor technology. You will also learn how to properly troubleshoot the root causes of sensor failures.
This technical topic is challenging for the average B and/or B+ and/or A technician. We will use real data and case studies to create best practices.
Speaker Philip Austin US/Canada Technical Training Manager NGK Spark Plug has 25 years of experience in the automotive industry, going from ASE Certified OE Dealer Technician to OE Dealer Service Assistant Manager. Thereafter Philip Austin has held various leadership roles along with training & development roles within the industry. Thereafter Philip Austin has held various leadership roles along with training & development roles within the industry. Philip Austin has held various leadership roles as well as training and development in the industry. Since then, Philip Austin has held various leadership, training and development roles in the industry. His constant pursuit of learning and teaching has taken him to all corners of the automotive industry. As a former OE Tech, successful shop co-owner, tech school instructor, tech content developer, business consultant, and guest instructor for the Velocity Channel – Tech Garage automotive cable series; he is dedicated to supporting the growth of all automotive professionals via training & development. he is dedicated to supporting the growth of all automotive professionals via training & development. it is committed to supporting the growth of all automotive professionals through training and development. It is committed to supporting the growth of all automotive professionals through learning and development. Philip is currently the Technical Training Manager for NGK Spark Plugs.
By performing a calibration, you are setting up the relationship between the sensor, the vehicle, and the environment.
Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. Brake & Front End обслуживает ремонтные мастерские, выполняющие большой объем работ по ремонту ходовой части, предоставляя техническую информацию и решения для конкретного применения, отвечающие новым тенденциям в сегменте ремонта ходовой части. Brake & Front End serves high-volume undercarriage repair shops with technical information and application-specific solutions to meet new trends in undercarriage repair. Brake & Front End 通过提供特定于应用的技术信息和解决方案来应对车底维修领域的新兴趋势，为进行大量车底维修的维修店提供服务。 Brake & Front end 通过 特定于 应用 的 技术 信息 和 解决 来 应对 车底 维修 的 新兴 趋势 ， 进行 大量 车底 维修 的 提供。。。。。。。。。。。。。。。 服务 服务 服务 服务 服务 服务 服务Brake & Front End реагирует на новые тенденции в области ходовой части, предоставляя специализированную техническую информацию и решения для ремонтных мастерских, выполняющих ремонт ходовой части в больших объемах. Brake & Front End responds to new undercarriage trends by providing specialized technical information and solutions for high volume undercarriage repair shops. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). Подписавшись, вы будете получать цифровое издание журнала ShopOwner (12 раз в год), в котором публикуются статьи от Brake & Front End, а также информационный бюллетень Brake & Front End (дважды в неделю). By subscribing, you will receive the digital edition of ShopOwner magazine (12 times a year) featuring articles from Brake & Front End, and the Brake & Front End newsletter (twice a week).通过订阅，您将收到ShopOwner 数字版杂志（12 次/年），其中包含来自Brake & Front End 和Brake & Front End 电子通讯（每周两次）的文章。 Brake & Front End 和Brake & Front End Подписавшись, вы будете получать цифровое издание журнала ShopOwner (12 раз в год), содержащее статьи из Brake & Front End и электронный информационный бюллетень Brake & Front End (дважды в неделю). By subscribing, you will receive the digital edition of ShopOwner magazine (12 times a year) containing articles from Brake & Front End and the Brake & Front End e-newsletter (twice a week). Get ready to access digital titles, competitions, news and more today!
Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. Brake & Front End обслуживает ремонтные мастерские, выполняющие большой объем работ по ремонту ходовой части, предоставляя техническую информацию и решения для конкретного применения, отвечающие новым тенденциям в сегменте ремонта ходовой части. Brake & Front End serves high-volume undercarriage repair shops with technical information and application-specific solutions to meet new trends in undercarriage repair. Brake & Front End 通过提供特定于应用的技术信息和解决方案来应对车底维修领域的新兴趋势，为进行大量车底维修的维修店提供服务。 Brake & Front end 通过 特定于 应用 的 技术 信息 和 解决 来 应对 车底 维修 的 新兴 趋势 ， 进行 大量 车底 维修 的 提供。。。。。。。。。。。。。。。 服务 服务 服务 服务 服务 服务 服务Brake & Front End реагирует на новые тенденции в области ходовой части, предоставляя специализированную техническую информацию и решения для ремонтных мастерских, выполняющих ремонт ходовой части в больших объемах. Brake & Front End responds to new undercarriage trends by providing specialized technical information and solutions for high volume undercarriage repair shops. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). Подписавшись, вы будете получать цифровое издание журнала ShopOwner (12 раз в год), в котором публикуются статьи от Brake & Front End, а также информационный бюллетень Brake & Front End (дважды в неделю). By subscribing, you will receive the digital edition of ShopOwner magazine (12 times a year) featuring articles from Brake & Front End, and the Brake & Front End newsletter (twice a week).通过订阅，您将收到ShopOwner 数字版杂志（12 次/年），其中包含来自Brake & Front End 和Brake & Front End 电子通讯（每周两次）的文章。 Brake & Front End 和Brake & Front End Подписавшись, вы будете получать цифровое издание журнала ShopOwner (12 раз в год), содержащее статьи из Brake & Front End и электронный информационный бюллетень Brake & Front End (дважды в неделю). By subscribing, you will receive the digital edition of ShopOwner magazine (12 times a year) containing articles from Brake & Front End and the Brake & Front End e-newsletter (twice a week). Get ready to access digital titles, contests, news and more today!
This month we meet Stacey Miller, 2020 Women on Wheels First Class winner.
Don’t settle for “almost” – it matters where the engine is made or remanufactured. Supported by ACDelco.
GM gearboxes and transfer cases are unique to each vehicle. This video is sponsored by ACDelco.
Don’t settle for “almost” – it matters where the engine is made or remanufactured. Supported by ACDelco.
In the early 1990s, exhaust systems began to switch from mild steel or aluminized steel to 409 stainless steel. Due to higher exhaust temperatures and the need to reduce vehicle weight, material needs to be changed. This major change put many traditional muffler shops out of business. Today, these “lifetime” exhaust systems require a different kind of repair.
A long time ago, many undercarriage workshops had Huss bending machines. Using a different program card, the shop can bend the header rear exhaust system from a straight billet. These systems are expected to last between 25,000 and 35,000 miles. Stainless steel changes that.
The first problem is that stainless steel does not flex at all like mild steel, and the suspension and flange connections become more difficult to reduce noise and vibration.
The answer to the production questions of most workshops is to pre-bend or directly install the exhaust system components. Over the past 25 years, many exhaust system suppliers have expanded their direct mount parts catalog to cover more applications.
Direct interface parts can be used for quick and efficient repairs. If you’re dealing with the part of the exhaust system that surrounds the catalytic converter and oxygen sensor, direct mount components can prevent a return. Even small exhaust leaks can prevent upstream and downstream oxygen sensors from measuring exhaust gas flow. This causes the code to display lean fuel correction and catalyst efficiency.
Direct mount components can be made from aluminized steel or stainless steel. Aluminized steel is steel that is hot-coated with an aluminum-silicon alloy on both sides. This process creates a strong bond between the steel sheet and the coating, but the aluminized layer is removed by road debris and salt. In addition, the coating inside the pipes can be removed by hot exhaust gas. However, aluminum coated parts can last a long time in a car at a price that customers can afford.
409 stainless steel is used by OEMs and aftermarket exhaust suppliers. Like aluminized steel, the magnet will stick to the surface of 409 stainless steel. This type of steel contains 10-12% chromium and nickel to improve corrosion resistance, but it will still corrode over time. In addition, corrosion can occur from the inside out. The area around the weld is subject to corrosion primarily due to metallurgical changes caused by heat.
High performance exhaust systems are typically made from 304 stainless steel. This stainless steel contains 27-30% chromium and nickel. Magnets do not stick to surfaces. High temperatures can cause the surface to turn blue. These systems can cost up to three times more than aluminized steel systems.
One of the things that has changed in materials is how the exhaust system compensates for engine and body movement. In the past, headers used ball flanges to drive the motor. With the transition to side-mounted motors, more flexible connections are required. Insert a flexible tube with a metal bellows and an outer braided stainless steel mesh.
For most exhaust systems, the flexible pipe is not a removable, serviceable item. The flexible pipe section can run from the catalytic converter to the rear muffler. The section may include a resonator and a special suspension. If the application is not popular, it is difficult to find an economical alternative.
While most technicians have the tools to cut the exhaust pipe to remove the pipe, inserting and securing a new flexible joint is where a different approach is often needed.
Welding is always an option if your shop wants it. Welding 409 stainless steel requires skill, a welder and the right wire. Part of the trick is to adjust the voltage and heat of the weld. If the seam is too cold, the weld will not weld through. If the weld is overheated, the weld and pipe may crack. The use of mild steel wire may cause corrosion. However, with training and the right welder, you can achieve consistent results when grafting a new flexible pipe or hanger onto your system.
Another option is to use clips. Exhaust suppliers have special tools that can create mechanical connections and complete seals. Some clamps are made of stainless steel to fit the pipes.
Different types of clamps have different installation methods. Stainless steel pipe is harder than aluminized steel. In some cases, U-bolts or clamps may create a strong mechanical connection, but may leak. Band clips are available in a variety of styles and lengths. If it is necessary to remove the exhaust system to drop the tank or chassis parts, this type of clamp seals the connection and makes it easier to service.
It’s important to remember to decide what type of fixture you plan to use before you start cutting. Some clamps require more pipe overlap to seal and connect pipes.
What is the future? The exhaust system will continue to be made of stainless steel. Other systems will be double-walled to keep heat inside the exhaust system for greater efficiency. In addition, more manufacturers will use exhaust heat to heat transmission fluid and engine oil to reduce cold start emissions.