96 GMC K1500 4WD

A slipping automatic transmission is the first sign of serious internal troubles heading your way. More often then not this condition will lead to a complete transmission overhaul. Here is an email question about this common condition as well as a good example of the likely symptoms.

A visitor writes, Thank you for your website. You have pushed me to further educate myself about the mechanical side of cars. Here is some information about my trucks problem before I take it to a transmission shop or general car repair place.

I have a 96 GMC K1500 4WD. I am having slipping automatic transmission problems.  If I drive like grandma and ease up to Highway speeds I can feel all gears engage and pull, 1, 2, 3, and 4. If I take off fast From a stop or if I’m driving 6Omph and stomp it for passing gear I can see the Rpm gauge surge to 3500-4000 and hear the engine running great but no power at The wheels.

I have to let off the gas for the transmission to begin to pull again as it falls back to the higher gear. My auto scan tool from Actron says I have no codes set in the computer. I have purchased the all data online auto repair manuals for my trucks.  I have gone through the related info to become familiar as possible with this problem. After a physical inspection, my fluid level is correct and no burnt odor. I have no leaks, the wiring harnesses and connectors look fine.

Because I do not have a code, can I assume that my, vss, tcs and other related sensors have no failures or intermittent shorts? My truck has over 120,000 mi on it. From my research I’m thinking the problem is inside the slipping automatic transmission itself (clutches slipping etc.?)

I would greatly appreciate any advice you could give me based on your 25yrs of experience in this area. I am a service tech in the industrial laundry machinery business. I have a mechanical/electrical background but not in the auto field. As they say, I know just about enough to get into trouble.

If you think the slipping transmission needs to be replaced, would you suggest any upgrades I should ask for during the rebuild? By the way, I’ll be letting the shop do the removal and reinstallation as well so any warnings in this area would be great.  Thank you for any help you can give.

Answer to slipping automatic transmissions

96 GMC 4x4

With the high miles on your 96 GMC K1500 4WD and the age of the unit it sure does seem that internal problems would be the most likely cause of your problems. Worn lip seals allowing fluid pressure to bypass the clutch apply pistons often create a slipping condition.

This can be confirmed with a line pressure check with a mechanical gauge connected to the test port. A stall speed test is where you power brake the vehicle (apply the gas and brake at the same time) and will verify the pressure bypassing condition.

In most cases the only way to solve this is with a complete transmission overhaul were you replace all internal seals and wear items like clutch disks and bands. Also sometimes when the trans has been slipping for a while new friction plates are required to be replaced do to scoring on the face of the hard metal discs. The only way to determine the amount of internal damage is with a tear down and inspection.

As far as removing the transmission, you mentioned your Chevy truck is a 4×4. A good thing to check when you get the truck back is the transfer case seal. The shop will have to separate the transfer case from the back of the transmission on your model. They make a gasket for this sealing area. Often shops will just use rtv silicone. This is not as long lasting as a fiber gasket and tends to leak sooner or later.

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B&M performance transmissions

Automatic transmission problems can be some of the most expensive repairs on today’s automobiles. In my 25 year career the entire automobile has advanced and gone through many changes.

The automatic transmission in my opinion has seen more changes than any other system on the automobile. Back in the 60s a two and three speed automatic transmission was all that you could get in any new car.

Today it is more common to have a six speed transmission or even a constant velocity transmission or CVT. What is amazing about modern units is that they use all of the advancements in automotive technology to improve operation.

Even though these advancements help improve drivability and efficiency they have not seemed to reduce automatic transmission problems. Internal malfunctions continue to be on the same level as they were in the previous years.

Automatic transmission history

Sidebar: In my day B&M was all the rage for those interested in high performance. They still offer shift kits and high performance automatic transmissions.

Automatic transmissions in the 80’s and 90’s relied on hydraulic controls to up shift the transmission. This upshift through the gears was controlled without a computer. The use of a governor and a throttle valve were the internal components that controlled the up shifting.

Although governors would fail and I would find in most cases it was either a seal or a stripped nylon gear this part was extremely reliable. Also the throttle valve was controlled by an adjustable steel cable. This provided direct input to the transmission on where the driver was as far throttle position, acceleration and engine load.

B&M Console Shifter

Wide open throttle would pull the cable tight and move the throttle valve into a position that would delay the up shift until the red line was reached.

Although these internal hydraulic controls and manual cables worked very well for upshift they were not very helpful in achieving maximum miles per gallon.

In the mid to late 80s when the computer was installed on board the vehicle they added a component known as a torque converter clutch.

This would lock up the transmission to a one-to-one ratio during the right conditions. In my opinion it was this advancement that has led to all of the electronics on today’s automatic transmissions.

Automatic transmission technology

Transmissions still use hydraulic pressure to perform up shift. Although this hydraulic pressure is controlled in most cases by shift solenoids that are electronically operated. The internal clutches and bands look very similar to the ones used years ago but again they are controlled by solenoids and electronics.

Some vehicles use a separate transmission control module to control the internal activities. These dedicated computers will monitor onboard sensors that are used by other systems on the vehicle.

4L60E Auto transmission

For example instead of using a throttle valve cable to determine throttle position why not use the TPS (throttle position sensor). Other sensors can help determine engine loads such as the map sensor which stands for manifold absolute pressure.

This sensor uses vacuum to accurately determine engine loads. The transmission control module will monitor many other sensors depending on the manufacturer and the specific transmission.

The TCM frequently reviews the input information and can make very fast adjustments to the shift schedule and current gear ratio applied to the vehicle’s drivetrain.

An advantage of this automotive technology is that the transmission can adapt and change the behavior in response to the operating conditions and the habits of the driver. This also allows on the fly adjustments to compensate for internal wear. The transmission control module can actually adjust the line pressure and boost it to compensate for these wearing components inside the transmission.

Transmission problems

As mentioned above many internal components look the same as they did in the 1960s. But the electronics used to control these internal components are cutting-edge. Now when it comes to automatic transmission problems the electronics side of the equation must be evaluated.

Fortunately the transmission control module will store trouble codes just as the main computer does for the emissions system. The set trouble codes can help diagnose both electronic and internal problems. For example if the vehicle sets a code for a second gear shift solenoid this will give you a clear path of diagnosis.

Some mechanics say that regular transmission maintenance and keeping the fluid clean is more important today because of all of these electronic controls. I do believe in following the recommended automatic transmission fluid maintenance schedule as recommended by the manufacturer. But keep in mind that in most cases if you are having a serious malfunction changing the fluid will not help the transmission problem.

Learn about car repair

This article about being a car mechanic is just my opinion after 25 years of working in the auto repair business. There are so many options and opportunities when you get into the field and each decision you make can have long-term effects.

Most mechanics will go through some form of education whether it is from local college programs or special manufacturer training or even learning car repair at a high school auto shop.

After the training is completed and you get your first job it can set you down a path that can last a lifetime. It is this first career decision after training that may be the most important. An example would be if your first position is at a franchise car repair shop.

You may find yourself working your way through the different brand stores and working in this type of facility until you retire. This may not be a bad thing and there is plenty of good money to be earned by working at a franchised facility.

Another example would be if you entered a Toyota sponsored training program. Chances are you would work at a Toyota dealership after graduation and may find yourself retiring from one after 30 years or so of working. Again this may not be a bad thing.

Being a car mechanic

My personal experience has not been much different. I entered a General Motors training program and worked at General Motors dealerships for most of my career. This solid work history and the high level of training that the dealerships provided, led me to what I consider the most solid job of my career.

Truck Mechanic

This is working for a government fleet agency that provides a fair wage and excellent benefits. This has been a good move for my family and provided job stability in a poor economy. But looking back this was not my favorite job.

And this is what has led me to write this article. In my opinion being a car mechanic can provide opportunities and flexibility.

A new mechanic entering the auto repair business should consider his first step down the career path an extremely important one. But he should also remember that opportunities will arise and the ability to change that path can exist.

Looking back on my career I had one job that was so much fun and I made so much money I wish that it never ended. As stated above I was trained by General Motors and worked at their dealerships for most of my career. At one point I deviated from this path.

My favorite car mechanic job

I got a job as a lead technician at an upscale used car lot. I considered this a temporary position but it turned out to be the best mechanic job and the most fun than I ever had. The used car lot business model that the owner deployed was pure genius.

He specialized in selling used premium automobiles like Infinities, Mercedes-Benz, BMWs, Jaguars, Lexus and Acura’s. These were the kind of automobiles that sold like hotcakes because everybody would like to be behind the wheel of such a car.

Nice used car

The owner of this business who was truly talented would go to car auctions and purchase these vehicles for pennies on the dollar. My department would recondition these (in some cases in poor condition) vehicles to be reliable. He would then detail the vehicle and put it out on a lot for sale at top dollar.

Most of these vehicles were high mileage but people could not resist them because they looked so good and ran so well. The owner of this used car lot would provide a 90 day warranty and up sell an aftermarket warranty for another large profit. This gave our service department a constant stream of work.

The owner provided an extremely fun environment and High line Demos for all of the mechanics. Yes we all got to drive top-of-the-line cars while working at the dealership. Fuel and car insurance was covered by the business. This was extremely smart because many sales developed from getting these vehicles in front of people’s eyes. Also securing the best mechanics in the area was an easy task.

For me I would go with the owner to the car auctions where he purchased these vehicles. I would evaluate them before the bidding began. This gave the owner an idea of how high he was willing to go as the car crossed the auction block. I and he developed a fantastic relationship and we had a lot of fun.

Unfortunately this owner had some serious personal troubles that affected the overall operations of the business. Eventually it was these personal problems that led to the closing of this used car dealership. I worked there for about 2 1/2 years and it was the best times of my life.

A job that when I woke up in the morning I was excited to go to. And it wasn’t just because he gave me a Mercedes Benz to drive to work in. Everybody that worked there was happy and this included the super model sales team and customers that bought cars there.

After the closing of the premium used car lot I was forced to return to the GM service departments, which is a good way to make a living but certainly not as much fun. When it comes to being a mechanic remember that you always have options. And exploring them may be some of the best times in your life.

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Automatic Transmission Fluid

This post is about checking and changing automatic transmission fluid. At the bottom ( Click the read more Link ) is my personal story about the 4L60E transmission in my Chevy Blazer.

First I wanted to make it clear that I am still undecided on whether changing the fluid in your automatic transmission is the right thing to do.

I have seen studies that support both sides of the question. I work for a large fleet company that tested several hundred vehicles and monitored the performance and failures of the automatic transmissions.

The private study conducted by the fleet showed that there were just as many failures in the vehicles that had regular transmission services as the ones that received no transmission services.

With that being said I generally recommend them. For myself I follow the manufacturer’s guidelines for transmission fluid and filter changes.

Just from experience in talking with customers it would seem that most drivers put this service on the back burner. Checking the transmission fluid before service begins is always a good idea.

Checking automatic transmission fluid

Make sure your vehicle is on a level surface. Not all transmissions will have a dipstick but most still do. If your transmission does have a dipstick make sure you wipe the dirt off around the cover of the dipstick handle before you pull it out of the tube. This is to prevent dirt from falling down the tube and into the transmission oil.

In most cases the manufacturer recommends that you check the transmission fluid when the vehicle is at operating temperature and idling in Park. Leaning over a running engine requires extra caution to keep yourself clear of moving parts.

Remove the dipstick and wipe it clean with a lint free preferably white cloth or paper towel. Reinsert the dipstick until it is fully seated and then remove it once again to check the readings. Note that if you find that the automatic transmission fluid is low that you should only add a half court at a time until you receive a full reading.

Also note that if the fluid is low that you should do a check for external fluid leaks from the transmission itself. If the transmission is dry and the fluid level continues to become low checking for leakage in the transmission cooler should also be done. In most vehicles the cooler is integrated into the radiator. If transmission fluid is leaking into the radiator it will turn the coolant pink and milky.

Automatic transmission fluid service

Automatic transmission filter

Transmission fluid and filter changes are part of your vehicle’s preventative maintenance program on most vehicles. It is important that you read your owner’s manual for the mileage that services are recommended.

If you’re going to stick to this preventive maintenance plan is a good idea not to let it go too far past the recommended mileage point. Also there is no reason to do the service early unless there is contamination in the fluid.

On most automatic transmission you must remove the transmission pan to drain the fluid. Using a trashcan lid with holes drilled in the center to catch the fluid will help reduce the mess.

Some manufacturers provide a transmission drain plug that makes the job much easier. In either case the transmission pan must be removed to access the filter.

Most transmission filters are made out of fabric or paper and attached to valve body by screws, clips or bolts. It is recommended that you do not clean the automatic transmission fluid filter but instead replace it. You also want to inspect the filter for signs of metal shavings and even broken internal components. This could be a sign that the transmission is having an internal problem.

You also want to inspect the inside bottom of the transmission pan for debris and friction material. Note that some deposits of friction material would be considered normal wear.  Also most transmission pans have a magnet at the bottom that should be cleaned and reinstalled in the pan. The magnet is supposed to pull material out of the fluid to reduce internal wear.

When reassembling the pan is recommended to either reuse the pan gasket from the factory if indicated by the service manuals or sometimes it’s printed on the gasket itself (reusable gasket). Sometimes the factory gasket is better than an aftermarket cork one supplied in the transmission service kit. I do not recommend that you apply silicone to the gasket as it may cause leakage.

When refilling the transmission make sure you check a quality auto repair manual for your vehicle’s fluid capacity. It is important not to overfill an automatic transmission. This can cause the fluid to foam and not properly lubricate the internal components.

My 4L60E transmission story

Chevrolet 4L60E Transmission

Some transmissions have inherent problems and will fail no matter how many transmission services are performed. In my 2004 Chevy Blazer I have the 4L60E transmission. An internal defect with the sun shell caused an alarming number of transmission failures in my model year ( Lucky Me !).

Changing the automatic transmission fluid will not have any effect on the strength of the sun shell. The problem with the 4L60E was addressed by turning down the line pressure when the vehicle is put in reverse. On my model year it is normal for there to be a slight delay engaging into reverse because of this temporary fix.

In the following model years a stronger sun shell was installed and the line pressure was adjusted back up. Just be aware that if you happen to have an automatic transmission with inherent problems, a transmission service will most likely not help your situation.

As I stated above I still believe in following your manufacturer’s guidelines for replacing the automatic transmission fluid for maintenance reasons. I also recommend using a factory service kit as the quality does seem much higher when you compare the gaskets and transmission filters.

Products for automatic transmission services

It is very important for me to pass these tests on the first attempt. It does not always turn out the way I want but I do give it my best shot.

The inconvenience of re-certifying every five years coupled with the financial expenses motivates me to make sure I am properly prepared for each test.

I do believe in purchasing ASE study guides along with other supporting information for each topic. I will even read through the service manuals provided by vehicle manufacturers for vehicle specific information.

Preparing for ASE tests

There are some excellent tips included in the ASE study guide that cover not only the amount and type of questions you’ll be asked but also best practices for being ready, both physically and emotionally for taking these difficult exams.

Here is one mistake that I made that will never happen to me again I forgot to bring my admission ticket to the test center.

Guess what, they will not let you take the test without the admission ticket.

Since I was 45 minutes away from the test center I had to apply for a refund and missed out on that testing session.

Not only do you need to bring your admission ticket and drivers license but I recommend you bring a couple of number two pencils because they may not be supplied at the test center.

Make sure you get a good nights sleep the night before you are to take the tests. I also recommend that you take the day off from work if at all possible.

It is difficult to turn wrenches all day and then rush yourself to the tests and then take the exams all night. If you do not take off from work you could be looking at a 14 to 16 hour day. This will for sure make you hate taking ASE tests.

My number one tip for taking ASE tests

When working with other technicians and helping them prepare for taking the ASE tests I find that many of them know the answer to the question yet they get it wrong.

Sometimes they talk themselves out of the right answer. My advice is to read through each question carefully and completely through the first time. Don’t stop reading and back up to reread a section, blast completely through it at least one time.

If you don’t know the answer to a question and need to think about it in depth your best bet is to move onto the next question and come back for this one later.

Whenever possible read through the question and pick your best answer and then move on. This will prevent you from talking yourself out of the right answer.

When you skip a test question make sure that you stay on track as far as filling in the ovals for the next question. The blank oval will also help you identify the questions you have to go back for.

If you are running out of time and still have unanswered questions take an educated guess at the answer. This is better than leaving it blank and for sure getting it wrong. And keep a look out for the except questions where you actually have to pick the wrong answer.

This coupled with the reluctance of today’s generation to strap themselves with a dirty job that requires massive amounts of hard work and education will continue to shrink the availability of people to repair cars.

The good news for those that are willing to accept the challenge is that they should have their pick of jobs almost anywhere in the country. This will also add a level of flexibility if relocation is required or desired.

A good example is I find myself in the state of Florida turning wrenches for local government. After spending most of my automotive career working in the state of New Jersey I never saw me moving to Florida.

I found the Florida job opening in a local New Jersey newspaper. The ad stated come to the sunny state of Florida and live, play, and work on the Gulf Coast. Relocation assistance is available for good mechanics.

I answered the ad and submitted my application. The local county paid for me to fly down for an interview and a drug test.

I went back to New Jersey and didn’t hear from them for three months. When they finally contacted me they stated that the job was mine if I wanted it. They would also pay to have my automotive tools shipped and assist with relocation expenses.

In my 25 year automotive career this was the single most important decision that I have ever made. I have absolutely no regrets about leaving my friends and family behind for this new position.

Good mechanics have choices

Even in a down economy there are many positions available for mechanics that are able to use diagnostic tools and are willing to relocate. Many of these positions are available in large cities and very desirable locations. The larger the population of a given area means the more availability of cars that will need to be fixed.

A certified mechanic with some experience is currently experiencing some of the lowest unemployment rates of any roll up your sleeves and get dirty field. Sure it’s not as affluent to be a mechanic as it is to be a doctor, lawyer or Indian chief. The pay is also nowhere near what it is for these positions.

With the average certified technician making between 40 and $70,000 a year, it is not a field that will make you rich. But the steadiness of the employment and being able to count on reliable income makes it a good choice for a growing family.

Good diagnostic skills makes the mechanic

The primary reason some technicians are unable to fix a particular problem is simply that they cannot find the cause of the malfunction. Today’s vehicles are complex which means that a great amount of knowledge and understanding is required to diagnose them.

Good mechanics will have good diagnostic skills. The technician who can identify and solve the car problem the first time the vehicle is brought in for service, will find that their reputation alone for problem solving lets them call the shots on where and when they want to be employed.

I myself complain a lot about the shortfalls of the auto repair industry. It is human nature to focus on the negatives and gloss over the positives. I am extremely guilty of this process. But as I looked around the room at my 25th high school reunion, I realized that I was not in such a bad position.

For the last 25 years I have been an excellent provider for me and my family. Although the car industry has had ups and downs, employment was still available for good mechanics as people decided to hold onto and repair old vehicles instead of buying new ones.

The same cannot be said for more than 50% of my high school graduating class. Many of these people had earned extremely large incomes but for short periods of time. It may be better to make $50,000 a year for 25 years then to have made 100,000 for just three or four years.

Becoming a good mechanic takes a lot of effort and may not be right for everybody. The job is backbreaking work and can be extremely frustrating. It can also provide a steady income. The individual will have to decide whether a career in the auto repair business is right for them.

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ASE test results

Today I received my ASE test results. In a previous post I talked about taking ASE tests and we had a good discussion about the topic.

I thought that it would only be fair if I provided an update on how the actual tests turned out. I took a total of four recertification exams. I did pass all four that I took.

For me this means 4 down and 12 to go. As mentioned in the previous post my problem is not with ASE or taking the tests. My problem is the required recertification every five years.

This puts me firmly on a rotation that seems to never end. Some good comments were left on the taking ASE tests post.

Some of the more interesting ones pointed out that it is almost unheard of to have to recertify in any field every five years. In fact some medical certifications never require taking additional tests. Also noted are some technical certifications that require certification but on a seven or even 10 year requirement. So to me five years does seem excessive. The costs for the exams use to be reimbursed by my employer with a passing grade.

This is no longer the case. So now the frequency of the recertifications has become an issue to my wallet. This coupled with the recent reduction in pay can make it financially difficult to be a professional auto mechanic. And if you noticed I did not even mention the $40,000 I spent on tools over the last 25 years.

Open letter from ASE

With my ASE test results was a letter from the kind people at ASE. Since the included note stated that it was an open letter I thought I would share it with you.

From the ASE staff: If you passed one or more tests you should be proud. If you didn’t, you should be proud that you tried. Many of us here at ASE are also motor vehicle technicians, service consultants or parts specialists.

We worked in dealerships, independent repair shops, and we taught in tech schools. We have a great deal of respect for you, the professional who has accepted the challenge of the ASE tests. Some never even try.

recertified master tech

Whether or not you passed all the tests you should note these things. The questions are tough, and the passing standards are high. Some good professionals, even those with a good deal of knowledge and experience, might not pass.

All the test questions were written and carefully checked by panels of experts who are working in the field. We specifically avoid trick questions or questions when more than one right answers.

The questions are designed to have three believable wrong answers. That is, answers that may look correct, but are definitely wrong if you know an important piece of the information.

If you didn’t do as well on the test as you would like, visit our website and click on the button labeled prepare to test.

There you will find free information to help you locate training and prepare for the tests. Once again thanks for your efforts. We hope you continue to accept the challenge of ASE in the future, best wishes the staff of ASE.

Fuel Injectors

As automotive electronics continue to advance the car becomes increasingly complicated. As new technologies are uploaded they are unfortunately tested on the automotive consumer.

Problems with the systems are noted and upgraded on future models.

This is why a basic understanding of what types of electronic systems are installed on your vehicle is valuable knowledge.

An example of this situation would be when fuel injection hit the mainstream in the early 1980s.

Rough running engines and drivability concerns were often turned into small profit centers known as fuel injection cleaning services.

Later these early fuel injectors were often replaced and updated by more efficient units. This is why an understanding of electronics is a must for all automotive mechanics but is also helpful for automotive consumers.

Types of automotive electronics

Engine control module

Computers and electronic devices are used to control the engine and its support systems. Because of these controls today’s automobiles use less fuel and have higher performance.

These electronically controlled engines also have lower tailpipe emissions and are better for the environment then cars of the past.

Automotive electronics are also used in modern transmissions to activate shifting to again provide the right amount of power coupled with the maximum amount of fuel economy.

A little known fact is that about 75% of all function on modern-day vehicles is controlled by electronics. An example would be antilock braking systems.

These were once optional on vehicles of the early 90s. But now have become standard equipment. They have branched this system out to also control active suspension systems as well as traction control systems.

Some very cool technology is not very far down the road. Things like intelligent cruise control that uses infrared or radar technology will automatically knock the cruise off as you approach the vehicle in front of you.

Also an interesting development has been the use of headlights that are movable and now allow for your headlights to do a better job of illuminating the road ahead on twisting and turning roadways.

Why so much automotive technology

Automotive electronics

There are more than a handful of reasons for increasing the amount of electronics on today’s cars. First of all electricity moves at the speed of light. This means that systems can be monitored and their output controls operated very quickly.

Electronic components are also very light in weight reducing vehicle weight provides two advantages which would be increased performance at the same time as increasing fuel mileage.

Right now we are only limited by the creativity of the designers that work for the automotive manufacturers.

As these new systems are deployed the auto repair business must adapt and grow with the new technology.

Vehicle owners must also not only learn how to use these new systems but become educated on the possible costs involved with repairing them.

If you talk to an auto mechanic about these new technologies most will recommend that you wait until all of the bugs are worked out of them.

Ask questions when you purchase a car about the systems that are on board. Ask even more questions about how long these new technologies have been on the market and the reliability of them.

Avoiding high tech automotive technology that doesn’t have a proven track record or has not been out on the market long can save you a lot of headaches.

Basically what I’m saying is let someone else test and improve these automotive electronics before you get your hands on them. Also get some basic education on automotive electricity.

Rough Running Engine

Let us not forget that the engine runs rough condition can be caused by basic car problems. Many times professional and do it yourself auto mechanics start searching for answers in the vehicles high tech areas.

In many cases, the car problem is located in the most basic principles of engine operation.

Not all engine performance problems are directly related to on-board computers, throttle position sensors, fuel injectors or other fancy electronic systems.

This is the reason that all types of mechanics will still need to understand basic engine operation, as well as time tested engine testing procedures.

These basic tests are an important part of modern day engine troubleshooting and this will not change for some time. Well at least not until the electric vehicle is the only car on the roadways.

The engine runs rough

4 stroke internal combustion engines use compression of the air fuel mixture to maximize the power produced. The upward movement of the piston on the compression stroke will compress the air fuel mixture within the combustion chamber providing an easy to ignite mixture.

An engine with low compression will run rough, and will most likely have a noticeable lack of power.

Not to mention turning on the check engine light due to high engine emissions that will for sure fail the emission tests that are required in most states.

Compression Tester

A compression gauge is used to check the cylinders ability to seal against high pressures. This is an easy to use inexpensive tool that comes with instructions on how to use it.

Before conducting a compression test, it is recommended to disable the ignition and also the fuel system.

You should also find a good and reliable way to hold open the throttle plates.

Even better would be the wide open throttle position to allow the maximum amount of air to enter the cylinder during the compression test.

Why engines run rough?

In a perfect world each cylinder of an internal combustion engine will produce the same amount of vacuum. This is why when you are diagnosing the engine runs rough condition a quick vacuum test is recommended.

Vacuum Tester

When you perform this test the vacuum gauge readings should be steady and give a reading of about 20 inches of mercury.

You can check your auto repair manual for your exact specification which may vary slightly due to compression ratio of your specific engine.

If one cylinder sucks less than the others the needle of the vacuum gauge tester will fluctuate.

When vacuum tests are used on engines that are misfiring, the intensity of the fluctuation of the needle on the vacuum gauge indicates the severity of the mechanical engine problem.

Wild fluctuations may indicate a problem on multiple cylinders. Steady slow fluctuations usually mean a problem on one cylinder.

If the vacuum tester reads low all the time let’s say a reading of 10 inches and is steady as a rock, this could be a sign of a clogged exhaust system. A common car problem that would cause these types of readings is a catalytic convertor problem.

The honey comb catalyst can become damaged and break up and turn sideways severely restricting exhaust flow. If the engine does not breathe well on both inhale (intake) and exhale (exhaust) severe engine health problems may result.

When your engine runs rough it’s hard to enjoy the ride. But also your fuel consumption may increase at the same time your losing power. The exact opposite of what we all expect from our automobiles.

Find out more about the basics of engine operation and how this knowledge can help you diagnose car problems. As well as common tests used by professional mechanics. Discover the You Fix Cars website and my page about rough engine idle.

Or head on back to the main page and look through recent posts on the auto repair information blog.

Wheel Alignment Rack

This page is about front-end alignments and why it is so hard to get a good one. Even though this is not a do it yourself auto repair, it’s good to know what you’re up against to actually receive a quality wheel alignment.

Many DIY car mechanics (myself included) will replace the front-end parts that are required, and then take the vehicle in for the alignment.

This is a good plan, but you want to make sure the auto repair shop follows through by setting all adjustable angles.

On my short list of things to ask for when you pay for a wheel alignment is to get before and after printouts. All modern day alignment racks have vehicle specifications and printers built into the equipment.

The print out will have the specifications or the factory wheel alignment settings that the vehicle should have. Also on the print out will be the before readings for Castor, camber, and toe in settings. And last but not least, the final readings after all the adjustments are done and locked.

Even if you do not have experience with alignment settings, you should still ask for these before and after prints. When you begin to study the final settings you can compare them to the factory specifications to be assured they are within tolerances.

More often than not, when this request is made, you will find that the technician will go the extra mile to make sure his educated customer is satisfied with the alignment.

Signs of poor front end alignment

Front End Toe

Tire wear is one indication that your alignment may have become out of specifications. If you have feathered tire wear evenly on both front tires. This is an indication that the front toe settings are out of the factory specifications.

The same goes for the rear tires. Some vehicles have adjustable rear toe settings, and if these are out they can also cause feathered rear tire wear as well as dog tracking.

Another good way to check for dog tracking, which is an indication of the thrust angle alignment being out of specifications, is to have someone follow you down the road.

This is a good way to see if the vehicle is tracking straight. Dog tracking is highly visible from the vehicle that follows directly behind you.

If you’re camber is out of specification, the most common tire wear indication would be inside or outside tread wear. This is where either the inside rows of tread or outside rows are worn much further than the other. Note that if this condition is severe tire replacement may be required in order to correct the camber specifications.

Wheel alignment settings

The Castor alignment settings are not known for wearing tires. Where this setting is most important is the characteristics of the steering such as wondering and pulling.

My automotive instructor always used the example of shopping carts front wheels when talking about Castor. The Castor setting is also what is responsible for returning the front wheels to center automatically when coming out of a turn.

If you come out of a turn and the wheels have to be straightened manually. This setting will need to be adjusted. Also note that Castor can be affected by worn or loose strut rods or control arm bushings.

Camber Angles Image

It’s not easy to get a good quality front-end alignment. The low price of the service either requires the shop to up sell front end parts or receive extra labor for elongating strut holes to adjust camber or other types of modifications to make a profit. Although the focus should be to bring the vehicle within factory specifications.

When the customer declines the additional repairs, and only wants to pay for the alignment special, the technician will set the toe and let it go. Your steering wheel may be straight, but you will have to keep an eye on your tire wear for several months after the alignment service is completed.

Also note that it is recommended to rotate your tires every 6,000 miles. This is because the front steering tires will have a lot more wearing than the fixed position rear tires in most cases.

Keeping up on your tire rotation may reduce the frequency that you will have to replace those tires. In the same way that performing a proper chassis lubrication can save replacement of front end parts.

So don’t be afraid to ask for your alignment printout and learn about the three major wheel alignment settings, which include Castor, camber, and toe. I have a dedicated section about car suspension on my other site that can help you learn more about front-end parts and diagnosis. The shop will respect you for knowing your stuff and your chances for getting a high quality front-end alignment increases.

My ASE patches

Car mechanics need your opinion. I finished another round of taking ASE tests. I am currently certified in a grand total of 14 different areas.

I also have 2 more that I let lapse (collision repair and compressed natural gas) because every five years, I have to recertify in each individual area.

It has become a seemingly never-ending circle of recertification and test taking. And this time around, I may not renew all 14. First of all taking the tests costs money.

This last round, taking 4 tests cost me over $100. Recently like many my pay was reduced in order to save jobs. I’m back to making what I did in

1987. The costs of ASE tests remain the same. At my current employer to receive senior technician pay grade, you must have at least six ASE certifications.

ASE certified mechanic

The fact that I have gone way past the minimum number causes some friction between me and other technicians that struggle with taking the tests.

I have met many mechanics that were excellent at what they do,

but just didn’t have test taking skills to pass the exams. The technician a, technician b, both or neither format used throughout the tests can be tricky.

In trying to help some fellow technicians pass the exams that refuse to purchase up to date ase study guides, I have found that often, they know the answer to the question! But they spend too much time on each individual question until they talk themselves out of the correct answer.

When I take these tests, I use the stick and move tactic. If I can’t

answer the car question quickly I come back for it after completing that section.

The older I get the harder it is to pass the recertification exams. Automotive technology and the auto repair business are advancing faster than my training sessions.

In fact in the last four years I have been primarily a heavy-duty truck technician. Working on diesel engines and air brakes for long periods of time can make it harder to pass the ASE car certifications for light vehicles.

Why keep taking ASE tests

ASE Recertification

Now I know you believe that I have the freedom of speech to discuss this topic as I wish, but it’s not true. Expressing my opinion could land me in trouble with the good folks at ASE. Also let me clarify that I have supported ASE and their program for more then 2 decades.

ASE states on their about page that they were originally created in 1972 as a non-profit company.  They also state that the company was created so that the automotive consumer would be able to identify qualified mechanics.

This may be a good rule of thumb but as I mentioned above some of the best mechanics I have ever met have trouble taking ASE tests. The auto repair business embraced ASE certifications So that they could hang a sign in their waiting area that would instill a sense of confidence in their customers.

When I took the auto repair tests on November 12, 2009 there was only about 45 mechanics at the test center. There use to be more than 200 mechanics during the spring and fall test sessions.

I don’t know if it’s a sign of the economic times and people don’t have the money to take the tests or if there is something else brewing. Maybe ASE is losing its popularity as people become ad blind to the signs hanging in front of the shops. This is where you come in.

As an automotive technician I would like to know how YOU feel about this subject. If you see a sign that says, we employ ASE certified mechanics are you more likely to trust the auto repair business they work for. Do you even consider the qualifications of the car mechanics that work on your vehicle?

When I ask friends and family this car question their answer is usually, what’s ASE. When I question them further about their experiences with auto repair shops and how they find them, the answers are usually about the same.

If the guy fixes my car good I go back. If he does a bad job or tries to sell me too much I go somewhere else. How do you feel about the subject, should I keep taking ASE tests or just get the minimum to keep my job. Please leave your comments below.

Denso Spark Plugs

Replacing spark plugs has always been a favorite task of do-it-yourself auto mechanics. The interesting thing about this maintenance operation is that on some vehicles it is fun and easy.

On other automobiles the task is extremely difficult and sometimes the path of success is plagued with extreme problems that could lead to pulling the cylinder head.

Sometimes when spark plugs are removed from a cylinder head the threads will have traces of metal on them.

Each spark plug removed should be numbered with the cylinder it was removed from and inspected thoroughly for this type of thread damage. This type of car problem happens more often on engines that use aluminum cylinder heads.

If you run into this problem when performing your own sparkplug maintenance it is highly recommended to correct the condition before reinstalling the plugs. Patience and care at this point can save you from major auto repairs down the road.

Bosch Spark Plugs

If you force the plug back into the bore, or they become tight before they bottom the likelihood that the plug will leak or blow out increases.

If compression forces the plug out of the hole while the engine is running, a large amount of damage can occur to the cylinder head.

If this happens to you note that the head should be removed and checked for damage by a machine shop.

The end result may include and require replacement. It is also safe to say when this happens it will scare the hell out of the driver when it blows out.

Replacing spark plug tips

The number one rule for me is to never try replacing spark plugs when the engine is hot. If you remove them on a hot cylinder head The threaded holes can become egg shaped as the cylinder head cools without the sparkplugs to hold or retain the shape.

The number 2 rule for me is that replacing spark plugs should only be done when recommended by the manufacturer or if a plug happens to fail which is very rare.

Just a few years ago plug maintenance was recommended about every 30,000 miles. Now modern platinum plugs can go as far as 100,000 miles before maintenance is recommended (check your owners manual for recommendations).

Spark plug thread chaser

When installing sparkplugs if the plugs cannot be installed easily by hand the threads in the cylinder head may need to be cleaned with a thread-chasing tap.

There are special taps for spark plug holes simply called spark plug chasers. You have to be really careful not to cross thread the new plugs when you’re working with aluminum cylinder heads.

It is also recommended that do-it-yourself car mechanics tighten the plugs with a torque wrench using the correct spark plug socket with out a universal joint if possible.

The following affiliate link will take you to amazons website were you can get special spark plug tools like thread chasers, wire boot pullers, replacement thread installers, torque wrenches and of course inexpensive replacement spark plugs.

Always follow the vehicle manufacturer specifications in your auto service manual.

Recap of the #1 rule: In most cases, automotive manufacturers agree with me that this car maintenance operation should never take place on even a warm engine. Let the engine cool down to the ambient surrounding temperature before you begin your spark plug replacement.

3.8 L automotive engine

The new automotive engines on the market today have gone through a lot of changes compared to engines installed just a decade ago.

This new wave of engines is designed to meet the performance and fuel efficiency that the public demands.

It is clear if the automotive manufacturer does not come up with a strong power train that impresses all who drives it their sales will begin to sag and possibly never recover.

This is mostly due to the word-of-mouth from disappointed drivers. The power of this viral negativity is truly amazing.

Example: My father had a bad experience with a Ford Pinto. He told everybody that would listen about all the troubles he ever had with this car.

Right off the showroom floor this car would use a quart of oil a week. The pistons and rings had to be replaced under the old-fashioned 12/12 warranties. The hard part was getting the dealership to admit a problem existed.

It took much fighting with Ford Motor Company and the local dealer about what normal oil usage should be.

Every Christmas and thanksgiving our large family sat around listening to details of the battle for justice. The results are that nobody in my family or circle of friends has ever bought a Ford product since my dad’s bad experience in the mid-70s. Talk about holding a grudge!

New automotive engine construction

RX8 Rotory Engine

Modern automotive engines are made of lightweight engine castings, and in most cases non-iron materials.

Some of the types would include aluminum, magnesium carbon fiber materials, and in some cases reinforced plastics.

If the block is made out of aluminum the use of a stainless steel cylinder liner is used most often.

When it comes time to assemble the engine, fasteners that hold things together are now fewer and smaller than ever before.

This is made possible through computerized engine design (CAD, CAM) that optimizes the loading and sealing patterns when the motor parts are assembled.

This again allows for fewer fasteners and smaller fasteners. Also, the torque specifications have also changed and in most cases are far less foot pounds of torque than engines of the past.

Mazda 4cyl gas engine

These new automotive engines have changed how auto repair technicians perform diagnosis and repair.

When you have a plastic gasket in between two large aluminum parts, the torque specification of those engine bolts is extremely important.

If you over torque the fasteners in the above situation the plastic gasket will crack and large leaks will be present.

It is no longer recommended that a mechanic use 2 grunts and a groan to measure bolt tightness.

The torque wrench and even the inch pound torque wrench are needed to make sure reliable and long lasting auto repairs are performed with no come backs.

Make sure your car mechanic has several different torque wrenches in his toolbox. If he does not have any torque wrenches, it may be time to find a new technician.

If you are looking for more information on the automobile and the emerging technology of the recent past and the near future please visit the Automotive technology section from the categories list in the right hand side bar.

If your looking for the latest car repair posts, here is a link to the auto repair information blog homepage.

Automotive Technology Image

One thing about automotive technology is that it advances quickly, but in spurts. New systems are developed and tested on a regular basis.

These advances are then put into vehicles, and unfortunately real world tested by the brave automotive consumers.

Changes and improvements are then applied to the new technologies and re-introduced into the automobile.

Most auto mechanics will recommend shying away from brand-new automotive systems until they are perfected.

Sometimes automotive technology advances to quickly, and new ideas are rushed to market.

One reason for this would be to give an advantage to the sales force of an individual carmaker. Having a unique and useful automotive technology can be a strong sales driver.

Advances in automotive technology

Leaking Timing Cover

If you ask me one thing that has brought about the greatest change in the auto repair industry, is the deployment of the computer control module.

These computers control the engine support systems, and nearly every other major system on the car has some kind of electronic control circuitry.

The use of electronics has changed the automobile and will continue on this track as advances are made in other automobile technologies.

If you add to this the new composite materials that are being used for engine parts there are a lot of changes going on.

Example: I have a 4.3 liter Chevy V6. This engine has been time tested and is very reliable. For the 2004 model year the metal timing cover was replaced by a composite cover. With only 20k miles oil began to leak from the warping cover on my truck. A non-warping replacement is now available but will not help the stains in this mechanics driveway.

Future of automobiles

Steel body panels are being replaced with aluminum and plastic parts that are bonded to the frame with specialized adhesives. The remaining metal on the vehicle is now thin high-strength steel, aluminum, or replaced completely by carbon fiber composite materials. This greatly reduces the total weight of the vehicle and increases fuel economy and performance at the same time.

To compensate for the decrease in the strength (crumple zone) and crash protection the car manufacturer will now surround you with inflatable air bags. Some new cars have six just for the driver. This keeps the driver safe even though the vehicle was made less sturdy then vehicles just a decade ago.

The way automobiles of today and tomorrow are being shaped by emerging automotive technologies requires the automotive consumer to be on the lookout for brand-new systems that have not been thoroughly tested.

Tire Pressure Sensor

Here is an example of the above statement about waiting for perfection of technologies. Let me use the tire pressure warning system that was deployed in early 2000.

The first year that system was deployed if you had the low tire pressure light come on it was extremely difficult to diagnose and reset. In fact, in many cases specialized equipment was needed to diagnose and reset the low tire pressure light.

Many people with these early systems just drive around with the warning light on. Or even worse they will put a piece of tape over the light instead of fixing the problem and reseting the tire pressure light.

Now that the system has been on the market for several years more advanced control systems allow for the automatic resetting of the system when a tire is repaired or refilled.

You can see that if you had waited a year or two that your tire pressure monitors system would have been much more user friendly and for the most part automatic.

This is why most mechanics in the auto repair industry will recommend that you wait on new technologies. Before you jump on board. When something shiny and new comes out it is only human nature to want to jump right in. But in the automotive world a little bit of patience, may pay big dividends.

Digital automotive meter

The automotive meter is one of the most versatile tools used to diagnose automotive electrical problems. It is also the tool that I use the most to verify failed electrical auto parts.

By verifying that an electrical part has failed you are assured that the nonrefundable purchase will not be in vain. In most cases automotive electrical parts are not returnable.

The auto multimeter can be used to test direct current and alternating current. This inexpensive handy tester can also be used to test resistance, continuity and in some cases can provide engine RPMs via an inductive pickup.

Some of the more expensive units will even include a temperature probe that provides valuable and accurate Fahrenheit or Celsius readings.

On older vehicles, this electrical tester can be used to measure duty cycle, pulse width and diode condition. All it takes is selecting the proper test from the control knob, and this is usually covered quite extensively in the supplied documentation that comes with the automotive meters.

Types of automotive meters

Fluke Multimeter

Multimeters are available with either analog or digital displays. Although analog meters were very popular just a few years ago, the digital meter has become the go to standard of the auto repair industry.

Digital voltmeters do not use a sweeping needle or a scale to display the measurements. Instead they display the measurement digitally on the automotive meter itself.

Digital meters have a high input impedance usually at lease 10 Meg ohms. Metered voltage for resistance tests is well below 5 V, reducing the risk of damage to sensitive components and delicate computer circuits.

A digital multimeter also gives quite an exact reading and one that is not dependent on the view of the needle against a scale that could be hard to read.

Digital meters can have either an auto range feature in which the tester automatically selects the appropriate scale. On some of the automotive electrical testers, you will have to select the range manually.

In either case, you should be familiar with the ranges and the different settings available on the particular automotive multimeter that you are using. To designate particular ranges and readings, testers display a prefix before the reading or range. Example: MV stands for Milli Volts

If the meter has a setting for amps this means the readings will be given in milliamps or thousandths of an amp. As an example when using a tester with an auto range feature, make sure you know the range being used by the meter. There is a big difference between 10 ohms and 10,000 ohms.

After the test range has been selected the meter is connected to the circuit in the same way as if it were an integral part of the circuit. Some auto repair testers also feature a minimum and maximum function. This function displays the average voltage recorded during the time of the test.

This feature is valuable when checking sensors or when looking for electrical intermittent. Using the recording functions, you can pinpoint a high and low of the voltage reading along with the total average of the test.

Graphing automotive meters

Graphing Auto Meter

One of the latest trends and diagnostic tools is a graphing digital automotive meter. This test equipment displays readings, over time, very similar to a lab scope.

The graph displays the minimum and maximum readings on an easy-to-read graph. By observing the graph, a mechanic can view any undesirable changes or spikes in the circuit being monitored.

Intermittent failures that cause spikes can be some of the hardest problems to find in automotive diagnostics. The graphing digital multimeter provides a record of operation that makes it easier to pick out the spikes or problems in the circuit.

My fluke meter is one of my most used tools. Learning the proper operation of this important test equipment is, what can set you apart from the other mechanics. Your customers and family will also learn to value your pinpoint accuracy when it comes to diagnosing automotive electrical parts.