How Well Do You Know Your Driveshaft?

How Well Do You Know Your Driveshaft?

Sponsored By NGK Spark Plugs

Modern Cooling System Diagnostics: Pumps, Fans and Thermostats

Sponsored By Carter Fuel Systems

All modern engines need a specific air/fuel ratio for efficient operation. But the mixture of air and fuel must be at the correct temperature inside the combustion chamber. If a cylinder is too cold, it will require extra fuel. Conversely, if a cylinder is too hot, the fuel and air could combust prematurely or produce less power. Controlling the temperature is the responsibility of the water pump, thermostat and fans. In a 45-minute webinar, experts from Carter will cover how a cooling system regulates the temperature in the combustion chamber to achieve optimal combustion events.

Speakers Andrew Markel, Director of Technical Content, ShopOwner

Sponsored By Carter Fuel Systems

Sponsored By NGK Spark Plugs

The June issue includes technical and management content and is free to download and read.

Unfortunately, big tires go hand-in-hand with something less enjoyable: Transmission failure.

Weak springs can affect both camber and caster, which may result in a steering pull, uneven tire wear and more.

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. 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). Access to digital editions, contests, news, and more are ready for you 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. 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). Access to digital editions, contests, news, and more are ready for you today!

ByBrake and Front End Staff on Oct 2, 2016

The first guest is 2020 Women at the Wheel honoree Georgianne Dickey, director of Marketing for NTN.

Don’t settle for “almost” - it matters where the engine is manufactured or remanufactured. Sponsored by ACDelco.

GM transmissions and transfer cases are unique to each individual vehicle. This video is sponsored by ACDelco.

Don’t settle for “almost” - it matters where the engine is manufactured or remanufactured. Sponsored by ACDelco.

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Starting in about 1997, many automakers began to use aluminum instead of cast iron for their disc brake calipers. Aluminum is 65% lighter than iron, and aluminum forgings and alloys can have the same structural strength as iron components. The automakers liked the weight reduction because it helped boost gas mileage. However, they did not count on the problem posed by galvanic corrosion.

Starting in about 1997, many automakers began to use aluminum instead of cast iron for their disc brake calipers. Aluminum is 65% lighter than iron, and aluminum forgings and alloys can have the same structural strength as iron components. The automakers liked the weight reduction because it helped boost gas mileage. However, they did not count on the problem posed by galvanic corrosion

Galvanic corrosion occurs when there is contact between dissimilar metals in the presence of an electrolyte. One of the metals becomes the anode that gives up electrons and corrodes faster than it would alone. The other metal becomes the cathode that accepts the electrons and corrodes more slowly than it would alone.

For galvanic corrosion to occur, three conditions must be present:

1. Electrochemically dissimilar metals must be present; 2. The metals must be in electrical contact; and 3. The metals must be exposed to an electrolyte.

This type of corrosion often occurs between radiators, engine blocks and aluminum housings on water pumps.

In the case of aluminum disc brake calipers, galvanic corrosion occurs at the inlet and bleeder. At the inlet, you have the aluminum casting, the steel banjo bolt and hose block, and the copper washers used to seal the banjo bolt and hose block. The electrolyte is a mixture of sodium chloride (salt) and water. At the bleeder, you have the same situation between the aluminum casting and the steel bleeder screw.

The galvanic corrosion on aluminum disc brake calipers occurs most frequently on the sealing surface around the inlet hole on the aluminum casting. The aluminum is the anode and loses electrons to the copper washer and steel hose block and banjo bolt. The result is excessive pitting around the inlet, potentially causing a break in the seal (and possible leak) between the copper washer and the aluminum casting.

In many cases, aluminum castings cannot be rebuilt because of the excessive pitting around the inlet. Technicians need to do a close inspection of the calipers coming off the vehicle to determine if the sealing surface around the inlet is pitted, resulting in a scrap (unrebuildable) core. If the core is scrap, no core credit will be forthcoming from the supplier of the replacement caliper. Additionally, technicians should inspect the castings on the replacement unit. If the rebuilder is not conscientious about inspecting the aluminum casting before shipping, he/she will end up with a hose block that will not seal upon installation on the vehicle.

All vehicles that use aluminum calipers will have the problem of galvanic corrosion. Some common vehicles to be aware of are:

Comments or questions? Visit our website at www.ucx.com or email us at [email protected] .

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Technical Resources for diagnosing and servicing undercar components