How To: Replace a Camshaft Position Sensor
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By Counterman
Standard Motor Products Inc. (SMP) announced expanded coverage in multiple engine sensor categories. Advanced internal combustion engine systems such as variable valve timing and turbocharging depend on timely, accurate data from multiple sensors. SMP said its engine sensors are designed for accuracy, speed and durability, and each sensor is tested and validated for performance in extreme conditions.
Engine Sensor Categories and New Part Numbers
link hidden, please login to view engine sensor categories include camshaft position sensors, crankshaft position sensors, battery current and voltage sensors, mass air flow (MAF) sensors, manifold absolute pressure (MAP) sensors, coolant temperature sensors, throttle position sensors and fuel pressure sensors. Recent part number additions have expanded these categories. MAP sensors have been added for General Motors vehicles through the 2025 model year, as well as Ford vehicles such as the 2021 through 2025 F-150, 2018 to 2023 Transit Connect and 2021 to 2024 Bronco. MAF sensors are new for 2.2 million Lexus and Toyota vehicles, as well as Cadillac cars and SUVs through 2024. Coolant temperature sensors were recently introduced for vehicles such as the 2020 to 2023 Chevrolet Silverado and 2021 to 2023 GMC Yukon.
Multiple battery current and voltage sensors were recently added, introducing coverage for the 2020 to 2025 Nissan Sentra, 2018 to 2024 Jeep Wrangler, 2019 to 2023 Kia Soul and 2019 to 2025 Lexus ES300h. Additionally, engine oil level sensors have been introduced for more than 6 million Toyota and Lexus vehicles through the 2025 model year.
Testing and Validation
link hidden, please login to view said its engine sensors are subjected to extensive testing in the lab, on actual vehicles and at the end of the line to ensure quality. Camshaft and crankshaft position sensors undergo vibration testing for 48 to 68 hours on multiple planes for durability and are chamber tested from minus 40 °F to 257 °F for accuracy in all conditions. They are then validated on actual vehicles to help optimize the performance of fuel injection and variable valve timing systems. Each sensor is end of line tested for timing, pulse width and signal amplitude. “Standard offers thousands of precision engineered sensors in multiple categories, providing our trusted partners with the industry leading coverage they expect from us,” said John Herc, vice president of vehicle control marketing at SMP. “But we do not just stop at coverage; we design and test our engine sensors specifically for accuracy, speed and durability to keep modern vehicles operating as intended.”
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By Counterman
link hidden, please login to view announced the expansion of its First Time Fit product lines of cabin air filters, tire pressure monitoring system (TPMS) sensors and light-duty A/C compressors. The new part numbers cover millions of cars, SUVs and pickup trucks on the road today, the company said. Cabin Air Filters
DENSO’s launch of 15 new part numbers expands its coverage of high-quality air cabin filters to 33 million more vehicles in operation. They include replacement parts for multiple GM makes and models (Chevrolet, GMC, Buick, Cadillac), Ford, Toyota, Subaru, Kia, Hyundai, Jeep, BMW, Audi, Volkswagen and Tesla. DENSO’s cabin air filters contain a super-fine filtration system that traps contaminants such as pollen and particulates down to 0.001 microns and reduces air noise for a healthier, more comfortable ride.
Light-Duty A/C Compressors
DENSO has issued three new part numbers of light-duty A/C compressors to cover 1.5 million more vehicles in operation. The additional replacement parts cover specific Cadillac, Chrysler, Dodge and Ram models.
TPMS Sensors
link hidden, please login to view’s 12 new part numbers expand its TPMS sensor coverage to an additional 14 million vehicles in operation with Nissan and Toyota vehicles, including luxury models from Infiniti and Lexus brands.
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By Counterman
link hidden, please login to view announced the expansion of its First Time Fit product lines of cabin air filters, tire pressure monitoring system (TPMS) sensors and light-duty A/C compressors. The new part numbers cover millions of cars, SUVs and pickup trucks on the road today, the company said. Cabin Air Filters
DENSO’s launch of 15 new part numbers expands its coverage of high-quality air cabin filters to 33 million more vehicles in operation. They include replacement parts for multiple GM makes and models (Chevrolet, GMC, Buick, Cadillac), Ford, Toyota, Subaru, Kia, Hyundai, Jeep, BMW, Audi, Volkswagen and Tesla. DENSO’s cabin air filters contain a super-fine filtration system that traps contaminants such as pollen and particulates down to 0.001 microns and reduces air noise for a healthier, more comfortable ride.
Light-Duty A/C Compressors
DENSO has issued three new part numbers of light-duty A/C compressors to cover 1.5 million more vehicles in operation. The additional replacement parts cover specific Cadillac, Chrysler, Dodge and Ram models.
TPMS Sensors
link hidden, please login to view’s 12 new part numbers expand its TPMS sensor coverage to an additional 14 million vehicles in operation with Nissan and Toyota vehicles, including luxury models from Infiniti and Lexus brands.
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By NAPA
Christian Eckes displayed a perfect example of resilience by posting a 15th-place finish in the NASCAR CRAFTSMAN Trucks Series inaugural outing on the Streets of St. Petersburg Saturday afternoon. The driver of the No. 91
link hidden, please login to view Chevrolet Silverado RST rallied from two incidents and being caught a lap down to deliver a blue-collar result. Eckes collected 22 points on the day and advanced to ninth in the series standings.
A rain shower on Friday afternoon washed out qualifying and placed Eckes 31st on the grid as the rulebook set the starting lineup. The first 20-lap stage played out relatively uneventful and saw the NAPA Auto Care Chevy methodically advance into the top-15. Eckes sliced his way to 13th by the end of Stage 1 on lap 20 while nursing a lack of forward drive on the tight city thoroughfares.
After crew chief Dave Elenz and the NAPA crew gave Eckes four tires, fuel, and adjustments during the three-minute stage break, Eckes restarted 13th and continued his march forward. However, Eckes was squeezed into the Turn 8 concrete barrier when the No. 5 machine chopped across his nose on lap 26. The contact caused significant damage to the nose of Eckes’ Silverado RST, but the MHR squad made ample repairs to clearance the splitter and fenders despite losing a lap.
Eckes eventually regained his lap with a fortuitous caution on lap 52 and earned the Lucky Dog award. After he received additional repairs, Eckes’ balance remained reasonable and he restarted his climb through the field. More contact from the No. 42 entering Turn 4 on lap 65 sent him for a loop and briefly lost track position outside the top-20. Nevertheless, Eckes righted his No. 91 and regained positions without the aid of a caution. He advanced to 15th at the checkered flag to gain one position in the standings.
“We had some speed in our NAPA Auto Care Chevrolet today,” Eckes said of the top-15 effort. “We had that damage from when the No. 5 got into us, hurt the nose and the splitter and lost all our track position. That really put us behind and down a lap, but the guys made a lot of progress fixing the damage. We had pretty good pace after that, got turned again, it stayed green and still managed to get back to 15th. Like I said, we had some really good pace before all that, just glad we were able to minimize the damage and gain some points.”
Start / Finish: 31 / 15
Points Standing / Total: 9th / 69 pts. (-83)
Next Race: Friday, March 20, Darlington Raceway
How to Watch or Listen: 7:30 p.m. ET on FS1 or SiriusXM
NAPA:
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Christian Eckes: link hidden, please login to view
Bill McAnally Racing: link hidden, please login to view The post
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By Counterman
It’s a question – and answer of many factors. One to keep in mind is why this is a common question. It’s because decades ago, we always resurfaced rotors and only replaced them when they had been resurfaced too many times. Why did this concept change? Let’s start by looking at rotor resurfacing, a process typically referred to as “turning” the rotor. Turning is the general name of the machining process where a workpiece is rotated against a fixed cutting tool. In the case of a rotor, any surface irregularities, including any grooves formed from normal service and also any rust or pitting, can be removed by this machining process.
In addition to surface condition, rotors often suffer from different forms of distortion. Lateral runout is the side-to-side movement of a rotor, measured with a dial indicator while rotating it by hand. Parallelism is the thickness of a rotor measured at multiple spots around the circumference for comparison. When describing this to a customer, we generally use the basic term of “warped” rotor. These conditions will cause a vibration during braking, and, in some cases, just driving at higher speeds.
Either one can be caused by normal wear or by incorrect mounting or installation of the rotor and wheels. Customers know what it means to have a warped rotor because of the symptoms, but few of them care about the technical terminology or reasons. They just want it fixed. Turning a rotor will correct these problems as long as an underlying cause, such as incorrect rotor installation has been addressed.
Turning a rotor involves several steps, the first of which is measuring it to determine if it will still be above the minimum thickness afterward. In most cases, the minimum thickness is cast or stamped into the rotor, but often it’s rusty and difficult to find, so we generally must look up the specification in service information.
Typically, when you turn a rotor, you’re going to remove a total of about .015 in. to .020 in. (15 to 20 thousandths of an inch) of material. It may be less on a clean rotor, or more on a rusty, pitted or warped one. After measuring the thickness of the rotor and assessing the condition, you’ll know whether you’ve got plenty of material left to turn it, or whether it’ll be too thin when you’re done.
If you determine the rotor can be turned, the next step is to remove it from the car and mount it on the brake lathe. This is where the type of rotor, hubbed or hat, starts to become part of the equation. Hat rotors require a thorough cleaning and rust removal from the mounting surface to ensure they seat properly when mounting on the brake lathe spindle. The mounting surfaces for a hubbed rotor are the wheel bearing races, from which you can just wipe away the excess grease for quick and easy mounting.
When the turning is complete and you’ve taken a final measurement to ensure the rotor is still at or above minimum thickness, the next step is to put a non-directional finish on the brake rotor, which aids in proper break-in of the brake pads. The most popular method is to use an angle-grinder with a cleaning disc, and it literally only takes a few seconds per side.
The final step includes washing the rotor in a mild soap and water solution. Though not visible, small metal particles remain on the rotor after turning, and these particles will embed themselves in the pad and prevent an effective “break-in.” Washing the rotor removes these particles. Hubbed rotors will require removing all the old grease, since a wheel bearing clean and repack is a normal part of this service.
If this sounds like a lot of work, for a technician it quickly becomes routine and many of us enjoy the process, but it does take time, which plays another part in answering the question.
There was a time when the hum of a brake lathe was almost as constant as the ticking of the clock on the shop wall, but this was also primarily in the days of the hubbed rotor. Hubbed rotors, so-called because they were cast as a large one-piece unit consisting of the outer ring and an integrated center hub to house the wheel bearings, were big, heavy and expensive. But they lasted a long time, because they could be turned and reused multiple times before they were too thin to put back in service. The expectation of customers during this era was that their rotors would be “turned” during brake service. Even with the additional cost of labor, it was still far more expensive to replace them.
Hat rotors earned their name due to their similar look to a formal top hat. They have no integrated hub to locate wheel bearings. As the hat rotor slowly became the predominant rotor in use, many other changes were taking place in the automotive industry. New auto parts stores were opening up to meet the demands of the increasing number of cars on the road, and parts were being manufactured overseas. Price competition was high, and the more parts that were produced (hat rotors included,) the less expensive they became.
At the same time, technician salaries were increasing, and suddenly, the labor cost to turn rotors was increasing. Then, there was the process of turning the rotors. It can be done wrong as easily as it can be done right. Traditional hubbed rotors were very heavy, and as a result easier to turn because the weight inherently reduced vibration and mounting them on the lathe was easy and straightforward.
Two things kill a rotor when turning it. One, vibration, and two, incorrect mounting. Guess what? You probably figured this, hat rotors are lightweight, so it’s much more difficult to prevent vibration and they are commonly mounted incorrectly on the lathe. Most of this happens because of incorrect training, or simply a shop not having the proper lathe adapters, or both, but that subject can be reserved for a whole different article.
The trouble involved with turning hat rotors was sort of a nail in the coffin for the whole process. In today’s shops, you rarely hear the sound of a brake lathe. A good majority of the rotors that are scrapped could, in reality be turned and returned to service. But a new set of rotors is less expensive than the labor to resurface an old set (hubbed rotors being the exception). Factor in the reality that they quite possibly could be machined incorrectly causing a comeback, and it doesn’t make as much sense to turn them.
Replacing them is quicker, a shop makes money on the parts, technicians make more money on labor, and they can get onto the next job quicker. Techs and shops like these factors.
The bottom line is hubbed rotors are often the only ones we can justify resurfacing when you compare cost versus time. But your customer may not care about all these technicalities. They likely just want a quick answer about replacement. Here’s an easy approach: Due to the critical importance of breaking in new pads, which relies on the surface of the rotor, any time you are replacing pads, the rotors should be replaced as well, unless it makes economic sense to turn them. And, that’s the key. Economics. With any rotor problems, unless it makes economic sense to resurface, replacing them is the answer that most will choose.
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