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Tracerline EZ-Ject Dye Injection System Instructions TP9848
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By Dorman Products
Repair a Camry touchscreen without replacing the entire infotainment system | Dorman OE FIX 601-711
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By Counterman
Australian clutch manufacturer Clutch Industries is launching two versions of its UniClutch system in the United States.
UniClutch and UniClutch Sport will be the first iterations of the system to launch in the United States.
UniClutch’s dual-core technology significantly boosts torque capacity without compromising drivability, according to the company.
“Its one-of-a-kind, patented and adaptable design fits a multitude of vehicles, simplifies inventory management, expedites clutch replacement time, and lessens common installation problems,” Clutch Industries said in a news release.
Compared to UniClutch, UniClutch Sport offers 15% more torque capacity and a sport-tuned pedal feel for more serious enthusiasts, the company noted.
“We’re thrilled to introduce UniClutch to the United States after seeing strong early success in the Australia market,” said Brad Davis, CEO of Clutch Industries. “Auto repair shop feedback has been very positive, especially from technicians praising a faster and easier installation process. It’s also been our experience that shops can carry 20 times less inventory without impacting their ability to service any vehicle. We feel confident that UniClutch has the potential to redefine the performance clutch market with this revolutionary design.”
Clutch installation typically is an expensive, complicated and lengthy process. UniClutch’s sealed design eliminates the need for flywheel machining, while the Flex Fit technology and pre-alignment allows for hassle-free “bolt-on” installation in minutes. The patented modular technology adapts to different engines and transmissions, greatly reducing installation times and empowering technicians to quickly service a wider range of vehicles.
“For parts distributors, UniClutch’s patented Flex Fit technology will be transformative in inventory management, simplifying thousands of product variations to just a few,” Clutch Industries said. “This creates a solution for the complex ordering process for distributors, avoiding the challenges faced by an ever-changing supply chain. With UniClutch, parts distributors can provide consistent service to customers with a better return on investment.”
A unique QR code found on every UniClutch contains manufacturing and performance specifications for each unit.
At launch, UniClutch will retail exclusively at select NAPA Auto Parts stores across the United States and is available for purchase online via
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By Counterman
Standard Motor Products (SMP) continues to expand its gasoline fuel-injection program, which now has more than 2,100 part numbers.
The program features more than 1,100 all-new gasoline direct injection (GDI), multi-port fuel injection (MFI) and throttle-body injection (TBI) injectors, as well as fuel-injector multi-packs for a complete repair solution, according to the company.
New fuel injectors manufactured by SMP are built in the company’s IATF 16949-certified facility in Greenville, South Carolina. Standard new fuel injectors are extensively tested at the Greenville facility for flow and spray pattern and durability to ensure that they match OE-designed performance in all conditions, according to SMP.
In addition to injectors, the Standard program includes high-pressure fuel pumps and kits, fuel-injector rail kits, fuel-pressure sensors, fuel-feed lines, fuel-pressure regulators, GDI service kits, fuel-pressure sensor connectors and camshaft followers, with coverage for import and domestic vehicles through the 2023 model year.
Standard recently launched its line of direct-injection high-pressure fuel pump kits for popular import and domestic applications.
“These award-winning kits simplify high-pressure fuel pump replacements by including everything needed for a complete repair: a high-pressure fuel pump, camshaft follower and any additional components needed based on the manufacturers’ repair procedures,” the company said in a news release. “These complete kits are designed to save technicians’ time and ensure that the job is done correctly the first time with all-new components.”
New Coverage
SMP recently released multiple new GDI and MFI Injectors, offering coverage for millions of Ford, Hyundai, Audi, Honda, Infiniti and Volvo vehicles.
Popular applications include the 2022-2021 Ford F-150, 2023-2021 Hyundai Elantra, 2021-2019 Honda Insight and 2019-2017 Infiniti Q60.
Several fuel-pressure sensors have been introduced, adding new coverage for popular vehicles such as the 2023-2022 Jeep Grand Cherokee and 2013-2006 Honda Civic.
Fuel-feed lines are new for nearly 1 million Audi and Volkswagen vehicles, as well as the 2018-2013 Nissan Altima, 2020-2019 Toyota RAV4 and more.
Fuel-pressure sensor connectors have been released for Ford vehicles through 2021 and Jeep vehicles through 2023.
“Our fuel-injection program includes all of the parts technicians are looking for to perform a complete, start-to-finish repair,” said John Herc, vice president of vehicle control marketing for SMP. “Standard is committed to continued expansion to maintain the most complete line in the industry.”
All new Standard fuel-injection applications are listed in the e-catalog found at
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By Counterman
Fuel injection is as old as the internal combustion engine itself. However, many of the early systems proved to be somewhat troublesome and quirky. The carburetor, by comparison, was simple and dependable, and therefore the fuel system of choice for the majority of mass-produced vehicles through most of the 20th century.
For those who entered the automotive industry during the reign of the carburetor, fuel injection was so uncommon that as it began to make a comeback during the 1980s, it was largely misunderstood and tagged with the less-than-endearing term of “fuel infection.”
With the help of electronics and computer control, fuel-injection systems began to improve quickly and followed a course of evolution that introduced many different system designs. Suddenly, we were bombarded with unusual terms and acronyms like Jetronic, Motronic, TBI, MFI, GDI, TDI and many more. While it might have seemed confusing at first with so many different coined terms from so many different manufacturers, ultimately there are only two basic types of fuel injection.
Why Fuel Injection?
For efficient combustion to occur, fuel must be atomized first (broken up into the smallest particles possible) so it can mix with the air and vaporize. Only then will it properly burn inside the cylinder.
The job of a carburetor was simply to allow the air flowing through it to atomize the fuel as it draws it out of the various circuits. Carburetors work very well at doing this, but they also are inefficient in many ways, preventing them from remotely coming close to the efficiency required for the tightening emission regulations of the time.
This is where fuel injection proved itself a superior method of fuel metering. Fuel injection atomizes the fuel as it exits the tip of the injector. But even more importantly, with the combined advance in electronics and computer controls, it also provides precise control of the amount of fuel – a critical aspect for fuel economy and emission control.
Indirect Fuel Injection
Indirect means the fuel is injected and atomized before it enters the combustion chamber. Throttle-body injection (TBI), sometimes referred to as single-point injection, is a type of indirect injection in which the injector is located in a throttle body before the intake manifold. The throttle body looks similar to a carburetor and uses many similar components such as the intake manifold and air cleaner.
This was done by design, as it was the most efficient and quickest way for auto manufacturers to make the change to fuel injection, while utilizing many of the same components. Port, or multi-point, injection injects fuel into the intake runner just before the intake valve for each cylinder. Still a form of indirect injection because it occurs before it enters the combustion chamber, the advantage is the ability to precisely control the fuel delivery and balance the air flow into each cylinder, leading to increased power output and improved fuel economy.
Whether an engine is carbureted or fuel-injected, atomization of the fuel is critical for combustion. Many variables affect atomization, and even though a fuel injector initiates the process, the airflow and other objects around it will affect how well the atomized fuel mixes with the air and vaporizes. The location of the injector as well as the design of surrounding components are critical aspects of engine design.
TBI is at a disadvantage because the airflow is interrupted by the injector – another reason that port injection has the advantage and has made TBI obsolete on newer vehicles.
Diesel engines are fuel-injected because diesel fuel doesn’t atomize and evaporate like gasoline. It must be injected into an air stream at high pressure to atomize, and the turbulence of the air is an important factor in causing the air and fuel to mix.
Early on, due to the difficulties of creating an efficient direct-injection system, many diesel engines utilized a pre-combustion chamber that created the necessary turbulence for proper fuel atomization. The fuel was injected into this pre-combustion chamber, making these indirect fuel-injection systems as well.
Direct Fuel Injection
Direct means the fuel is injected directly into the combustion chamber. The challenge with this type of injection is the pressure inside the combustion chamber is much higher than that of the pressure in the intake manifold of an indirect-injection system.
For the fuel to be pushed out of the injector and atomized, it must overcome the high pressure in the cylinder. Indirect systems have a single fuel pump in the tank that provides adequate pressure for the system to operate, usually 40 to 65 pounds per square inch (psi). Direct systems utilize a similar pump to supply fuel to the rail but require an extra mechanically driven high-pressure pump that allows them to overcome cylinder pressure. These systems usually operate at 2,000 psi or higher.
Direct-injection systems can be identified easily by the location of the injectors going directly into the cylinder head as well as the additional lines and mechanical pump, usually visible above the valve cover.
The primary advantage of direct injection is that there is less time for the air/fuel mixture to heat up since the fuel isn’t injected in the cylinder until immediately before combustion. This reduces the chance of detonation, or the fuel igniting from the heat and pressure in the cylinder. This allows a direct-injected engine to have higher compression, which itself lends to higher performance.
Another advantage is reduced emissions and fuel consumption. With indirect injection, fuel can accumulate on the intake manifold or intake ports, whereas with direct injection, the entire amount of fuel sprayed from the injector is the exact amount that will be burned, ultimately leading to more accurate control over the combustion process.
The overall performance and efficiency of direct injection can’t be matched. However, there are still some disadvantages to it when compared with indirect injection. One of the most well-publicized is carbon buildup on the back of the intake valves. Fuel is a great cleaner, and the fuel spray from a port-injected engine keeps the back of the valves clean. Without it, excessive carbon buildup occurs, leading to interrupted airflow into the engine, reduced performance and an expensive repair.
While not an issue for typical everyday driving, indirect injection is limited at high engine rpm because there simply isn’t enough time for the injector to release the fuel and for it to properly atomize. Since port-injected engines spray fuel before or as the intake valve is opening and complete vaporization occurs and the air is pulled into the cylinder, there’s no rpm limit with indirect injection.
Low-speed pre-ignition (LSPI) is a common term you may have heard, and it’s a problem that exposes another chink in the armor of direct injection. The piston and combustion-chamber design of a direct-injected engine is very specific to create the proper air turbulence to completely vaporize the fuel for combustion. At low rpm, the piston is not able to create the proper turbulence, leaving unvaporized fuel pockets that combine with contaminants from oil vapor and carbon buildup, leading to pre-ignition.
While this problem specifically occurs on direct-injected engines, it can worsen with some engine oils depending on the additives they contain. This is why new oils are advertised to prevent LSPI.
As engine technology advanced, diesel engines saw changes in piston and combustion-chamber design that allowed them to make the switch to direct injection and realize the same performance benefits.
So, your two basic types of fuel injection are indirect and direct. There are advantages and disadvantages to both. What’s next? The simplest solution in the book: dual injection. Now manufacturers are building cars with both. Computer control utilizes both systems to eliminate the weaknesses and exploit the strong points of each type of system. It’s the best of both worlds. Wasn’t that easy?
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By Counterman
Once hated and touted as “power robbers,” we’ve learned over the years how emission-control systems not only protect our environment, but also how they contribute to the overall performance, economy and longevity of today’s engines as an integral part of the combustion process.
Emission-control components are high on the list of parts you sell, because they affect vehicle operation, and if they’re not working properly, they result in the dreaded “Check Engine” light. There are many ways that the various emission systems on a vehicle tie together, but a look at the main players can help you develop a base understanding of how the overall system works.
Positive Crankcase Ventilation
Any internal-combustion engine produces blowby gasses, which are gasses from the combustion process that are forced past the piston rings into the crankcase. These gasses must be vented to prevent pressure buildup, which would cause oil to be forced past gaskets and seals. These gasses also combine with the oil vapors in the crankcase to form sludge and dilute the oil with unburned fuel.
From the early days, we knew that blowby gasses had to go, so we got rid of them – right into the atmosphere. At least that’s what we did until the 1960s (hello smog).
To reduce air pollution, auto manufacturers began to utilize positive-crankcase-ventilation (PCV) systems. PCV was a simple system to draw the vapors out of the crankcase using engine vacuum. The vapors and unburned fuel were then drawn back into the cylinders and burned, eliminating them as a source of air pollution.
But there was another benefit to it. Normal system operation pulled fresh air through the crankcase, which removed moisture – extending oil life and reducing sludge. Since PCV is more or less a controlled vacuum leak, the flow rate is important, and even on older vehicles, the fuel systems are calibrated to work in conjunction with it.
PCV systems still are utilized on modern engines, and engine-management systems are able to monitor their operation by checking the flow rate. The efficiency of modern PCV systems not only reduces emissions but also drastically extends oil life. PCV components range from the simple valves on an older vehicle to more complex integrated PCV orifices/oil separators found on or as part of the valve cover on many new engines.
Other PCV-related components include crankcase-ventilation filters and breather hoses. Don’t forget that these components are designed and calibrated to each engine and fuel system, even on older vehicles. Just because it fits doesn’t mean it’s correct, and also beware of aftermarket “catch cans.” Many people think this is a performance upgrade that traps oil vapor and contaminants before they’re drawn into the intake. This is true on some older vehicles, but on most modern engines the PCV system is so refined that it cannot be improved upon. Installing a “catch can” on these engines will most likely only result in a drivability issue.
Exhaust-Gas Recirculation
Exhaust-gas recirculation (EGR) is an emission-control technique designed specifically to reduce the formation of nitrogen oxide (NOx), a very unhealthy and dangerous gas that’s formed during the high temperature and pressure of combustion. It works by recirculating exhaust gas back into the cylinders and cooling the combustion process.
In reality, it doesn’t actually “cool” the combustion process, but by displacing oxygen, it prevents the air/fuel mixture from burning hot enough to form NOx. EGR can offer advantages to the combustion process, and modern engine-management systems are designed to maximize this, with the efficiency of gasoline engines often improved as a result. Not only is it illegal, but disabling any type of EGR control also will result in a loss of performance.
On diesel engines, EGR is again an effective emission-control device, but becomes considerably more complicated. Since diesel fuel ignites with the heat of compression, higher temperatures promote efficiency … but unfortunately also the formation of NOx. To combat this, many modern diesel engines have EGR coolers that allow a larger mass of recirculated exhaust gas into the intake.
But, this reduces the efficiency of the combustion process, which creates excessive soot. To combat this, a diesel-particulate filter (DPF) is installed in the exhaust to capture and store the soot, which must be burned off periodically to regenerate the filter.
Since EGR systems are critical for emissions and performance, they’re closely monitored and controlled by the powertrain control module. Common EGR components include everything from the common EGR valve to pressure sensors, EGR tubes, EGR coolers, control solenoids and pressure sensors.
Exhaust and Catalytic Converters
Catalytic converters need no introduction. Since the 1970s, they’ve been the major emission component that chemically converts the harmful pollutants in the exhaust into harmless gasses. On todays’ vehicles, they work in conjunction with oxygen and/or air/fuel ratio sensors, also well-known emission-control components.
Before the converters (pre-cat), the oxygen sensors report the air/fuel ratio to the engine control module so it can adjust the fuel mixture based on operating conditions and ensure that an improper mixture will not damage the converter itself. After the converter, a post-cat sensor again sends a signal to the engine control module, from which it determines the efficiency of the converter.
The diesel side again can seem more complicated. They too have what appears as a catalytic converter, but on a diesel, they contain not only a catalyst but also the DPF. They’re sometimes referred to as aftertreatment devices, and overall design can differ between vehicle makes. The process that occurs is referred to as selective catalytic reduction (SCR), during which the catalyst works in conjunction with injected diesel-exhaust fluid (DEF) to convert NOx into nitrogen, carbon dioxide and water vapor.
The DPF traps the soot, which is burned off through passive or active regeneration, and in some situations the process must be performed by a service technician. NOx sensors monitor the entire SCR process.
In addition to catalytic converters, exhaust-related emission components include oxygen, air/fuel ratio and NOx sensors; DEF and DEF-related components; and diesel aftertreatment devices.
Evaporative Emissions
Evaporative emissions refer to anything that helps keep fuel vapors in the tank and out of the atmosphere. This requires very strict monitoring of the pressure in the tank, and when venting is required, filtering of the fumes. EVAP canisters – sometimes referred to as charcoal canisters – store fuel vapors to prevent them from reaching the atmosphere until they can be drawn in by the engine.
The entire process of evaporative emissions requires multiple components, including the EVAP canister, hoses, lines, canister-purge solenoids, canister-purge valves, canister-vent solenoids and leak-detection pumps. The design of these systems often differs between manufacturer, so it can take some time to get used to all the different components.
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