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Monday, 30 April 2018 16:02

ASA Partners With Bosch for 4th Webinar: 'You’ve Got the Power'

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On April 18, ASA partnered with Bosch for the penultimate webinar in their Advanced Collision and Diagnostic Training Webinar Series. 

Titled “You’ve Got the Power: Diagnostic Power in Your Hands,” this fourth webinar focused on key scan tool procedures for collision and mechanical repair and was facilitated by Bosch’s Duane “Doc” Watson and Pat Pierce. The webinar began with ASA Vice President Tony Molla welcoming attendees and explaining that the techniques taught during the webinar are transferable to many other professional diagnostic tools. 


Watson began by talking about scan tool assets and emphasized the value of getting as much from your scan tool as possible. 


He pointed out, “Your scan tool can do more than just read codes. It can bring diagnostic and repair information to you, and it can be paired with other tools to enhance your diagnostics and repairs, but it needs to be easy to use and must have embedded user-assisted diagnostics.


“If you replace the battery, certain model vehicles require a reset tool or scan tool to reset the battery life in the vehicle’s computer when an old battery is replaced. This is done to keep the electrical system running at maximum efficiency since many newer vehicles automatically adjust charge cycles and alternator settings based on battery age and mileage. When the battery is replaced, the new battery might need to be electronically reset within the vehicle’s computer system to ensure that it is properly recognized as a brand-new battery. Failure to do so may create an over charging system, thus shortening the battery life. Battery reset is a very simple and straightforward procedure. You can purchase a standalone battery reset tool, but some scan tools have the function built in.”


During the battery registration process, battery capacity is set to 80 percent, the current odometer reading is stored and stored battery statistics are deleted, so there is no need to worry about completing the steps individually. 


“The battery reset saves the vehicle’s onboard diagnostic memory and other onboard memory components such as anti-theft radios, digital clocks, radio presets, seats, mirrors or comfort settings when the vehicle’s battery is removed or disconnected,” Watson said. “Using the memory saver during a battery replacement is highly recommended, but you have saved the previous battery charging settings as well. You still need to perform reset procedures when using the memory saver.”



Watson demonstrated the Ford model truck battery reset and showed how to check DTCS on a vehicle with a check engine light on. He stressed the importance of following the steps under scan test and showed how to use the links and diagrams on the scan tool to learn more about what needs to be done. Watson also showed webinar attendees how to test the heating circuit and how to determine if the heating element is bad, noting “Always test---don’t guess!”


Turning to tire pressure monitoring systems (TPMS), Watson explained that if a vehicle manufacturer recommends 35 pounds of pressure, the tire is considered significantly underinflated at 26 pounds, but may not look low until it hits 20 pounds. Reasons for the tire light to come on could be low tire pressure, a broken sensor or the wheel sensor not being recognized by the vehicle. Tools to be used for properly servicing TPMS include sensors/valves, service packs, scan/learn tools and accessories. 


Watson advised, “Never use a brass valve core with an aluminum TPMS sensor. Always use a nickel-plated valve core with aluminum TPMS sensors.


“What should you be replacing on a TPMS-equipped vehicle? What’s included in a service pack?  Service packs provide the sealing components for each applicable sensor (clamp-in or snap-in) and can be replaced just as valve stems are today. Always use new grommets, nuts, valve caps and valve cores when performing any tire service.”


It is important to replace all components within the service pack because rubber grommets replace old seals that may have taken permanent compression and may leak. The valve stem nut replaces the old nut, which may have been over-torqued and contain invisible hairline fractures. Nickel-plated valve cores prevent galvanic corrosion and ensure the integrity of the primary seal. Valve caps with seals prevent dirt and moisture from entering the sensor, and they also act as a secondary pressure seal. Old valve caps may have a seal that is compressed or missing. A washer replaces the old washer, which may also have hairline cracks from over-tightening.


Watson recommended seeking the following types of damage when inspecting a TPMS sensor: broken casing, broken antenna, tire sealant clogging holes, internal and external thread damage and galvanic corrosion. He explained that valve stem caps are important to take care of because they could impact the output, and he warned that the sensor may not relearn because it’s the wrong cap. He demonstrated how to start testing the sensors with a walk-around, pointing the tool at the valve stem on each tire. 



Using a scan tool with TPMS/TPR capabilities makes the job easier because it displays additional information, allows access to quick reference data, automatically uploads sensor IDs and saves time, making technicians more productive. The tool can also automatically read the sensor ID and upload information to the vehicle’s ECU as seen on the scan tool. 


Watson provided a system demonstration on a 2008 Honda CR-V EX tire pressure monitor system, showing how the sensor ID memorization procedure instructs you to turn it off and wait five minutes for the sensors to active sleep mode before the procedure can begin. Then, select Special Test and Tire Sensor Special Registration. Go to the TPMS sensor to see searching, and once found, it will transfer information to the scan tool and then advise Process Completed. 


Watson stressed, “Just follow exactly what the tool says.”


Watson mentioned that the key fob may also be part of the TPMS and can affect how TPMS relearns, and reminded that the NHTSA has developed a Federal Motor Vehicle Safety Standard that requires the installation of TPMS that warn the driver when a tire is significantly under-inflated, which could mean an amount of four to 10 psi.


Watson concluded, “Everyone in your shop deals with TPMS, from your lead tech to the lube tech, so remember: It’s not just a nuisance for the customer; TPMS is a safety feature as well. If you’ve done anything to render any safety system inoperative, due to negligence, accident or lack of knowledge, it can open liability issues for you. TPMS is a safety system, and all vehicles sold in the U.S. since 2008 have it.”


Zak then provided a demonstration of using the scan tool for power window testing. 


He emphasized, “Use the scan tool to ensure things are performing as designed by the vehicle manufacturer. It can help you diagnose quicker and more accurately.”


The webinar concluded with Zak offering a brief summary of what will be covered during the last ASA-Bosch webinar, “Recalibrating Safety: The Road to Repairing Autonomous Vehicles,” scheduled for May 16 at 11:30 a.m. CST

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