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DIAGNOSING PERFORMANCE COMPLAINTS: The Process Can Be a Challenging Event
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By NAPA
Christian Eckes took the NASCAR CRAFTSMAN Truck Series points lead on Friday night with a stout fourth-place performance at Texas Motor Speedway. The driver of the No. 19 Gates Hydraulics Chevrolet Silverado RST captured his third top-five finish of the season and scored 50 points on the night, the second-most of all drivers in the field. Eckes led 31 laps, the only driver to have led laps in each race this season, and tallied his third top-five finish in the last four events.
For the second-consecutive weekend, Eckes qualified on the front row and was a mainstay in the top five for the entire event. He settled into second at the drop of the green flag and challenged for the lead near the midway point of the opening stage. The first lead change of the night occurred when Eckes powered his Gates Hydraulics Chevy to the lead on lap 17 and paced the field for 21 circuits. He surrendered the lead on lap 38 and collected nine points at the end of Stage 1 on lap 40 while running second.
Crew chief Charles Denike brought Eckes to pit road under the stage caution for four fresh tires, fuel, and a minor air pressure adjustment to tighten his balance. Eckes restarted second on lap 47 and maintained position inside the top five for the ensuing 35-lap run. An improved handling balance and consistent lap times netted Eckes another eight points at the end of Stage 2 on lap 80 by running in third position.
Eckes was armed with another batch of fresh tires, fuel, and minor adjustments to fine-tune the handling during the second stage caution. After restarting third on lap 87, he waged war for the runner-up position and gained control of it by lap 100. He ran there until a cycle of green flag pit stops began on lap 119. Eckes made his final stop on lap 129 just before a caution waved. He was able to stay on the lead lap in fourth position and in contention for the victory. He made another fierce run for the race lead on a lap 150 and led until lap 158. During the final 10 laps, Eckes fought valiantly for one final charge at the lead but took the checkered flag in fourth position for his third top-five and sixth top-10 of the season.
“Not a bad points night,” Eckes said. “I thought we’d have a pretty good shot at the win there, but just went down into Turns 1 and 2 and got way too tight and slid up the racetrack. It is what it is. I’m proud of the No. 19 Gates Hydraulics team for making the improvements that they did. Our mile-and-a-half stuff has definitely shown a little bit of an improvement. We still have a little bit of a ways to go, but we’ll see how it goes.”
Start / Finish: 2 / 4
Points Standing / Total: 1 / 287 pts. (+2)
Next Race: Saturday, May 4, Kansas Speedway
How to Watch or Listen: 8:00 p.m. ET on FS1, MRN or SiriusXM
NAPA:
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Bill McAnally Racing / McAnally-Hilgemann Racing: link hidden, please login to view The post
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By Mighty Auto Parts
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link hidden, please login to view appeared first on link hidden, please login to view. The 2013 Ford F150 equipped with a 3.5L EcoBoost engine was running perfectly. With the exception of a drop in fuel economy, there was no indication of a problem until the Check Engine light in the dash illuminated. A system scan revealed P2098 code stored in memory, which represents Post Catalyst Fuel Trim System Too […]
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By Counterman
One of the more difficult things about any technology is all the new terms you seem to get hit with, and in the automotive world, CAN bus was one of those terms. The second half, “bus,” was a term we had already used for many years, primarily as “bus bar.” A bus bar was a metal strip or bar that distributed power among multiple components.
In the automotive world, even when fiber-optic turn-signal indicators mounted on the front of a fender were as high-tech as it got, bus bars were inside many components such as fuse panels and relays, and sometimes under the hood for various engine electronics.
Then computer electronics took over. At first, we just had one electronic control unit (ECU) to deal with, and it was for the engine. Before you knew it, there was a transmission control unit, then the ABS control unit (not necessarily in that order). Wiring harnesses got bigger … and bigger and bigger.
Today, a car can have as many as 150 ECUs. In addition to the familiar engine, transmission, brake and airbag control units, doors, seats, mirrors, power steering, audio systems, cruise control, batteries and charging management systems all have their own control units. And as you can imagine, that’s just scratching the surface.
As technology was taking a ride with all these systems, engineers realized there were too many wires and too many sensors. There was no choice but to get aboard the CAN bus. CAN stands for controller area network, and a CAN bus, simply put, is a common communication line that can be used by all ECUs on the network.
The various control units on a modern vehicle need to communicate and share information over this network. Here’s an example of how and why. Years ago, when you turned on the air conditioning, a simple switch sent power to the compressor clutch. Today, the HVAC control module may need to communicate with the body control module (BCM) to notify it that A/C has been requested.
The BCM in turn sends a request to the engine control module (ECM) to “ask permission” if it can energize the A/C-compressor relay. The ECM looks at current engine operating parameters and sends a response signal to the BCM, which, in turn, sends a signal to the A/C relay.
The technological features on today’s cars are nothing short of impressive. Advanced driver-assistance systems (ADAS) include features such as adaptive cruise control, forward collision warnings, high-beam safety, lane-departure warnings, traffic-signal recognition, lane-keep assistance, automatic emergency braking and traction control.
All of the associated control units are in constant communication with each other, and since many of them must utilize information from the same sensors, through the CAN bus network this is possible. Instead of an ambient-temperature sensor for the ECM, the HVAC control unit and the instrument cluster, one sensor can share its data over the network.
Some high-end vehicles have a feature called automatic brake wiping, or brake disc wiping. This feature utilizes information from a rain sensor (also used by automatic windshield wipers) that’s sent over the CAN bus to the ABS control unit. In programmed intervals, the ABS control unit lightly applies the brakes in a manner that the driver won’t notice, to clear water and moisture away from the rotors and provide maximum braking when needed. All of this is only possible thanks to the communication available over the CAN bus.
Developing the CAN bus system was no simple feat, and it took many years to complete. The requirements for automotive CAN bus communication are standardized as part of the OBD II vehicle communication standard. There have been many changes over the years related to CAN communication, primarily affecting the speed and manner in which data is transmitted. The easiest way to think about it is to relate it to the changes over the years in USB design we’re all familiar with. It’s for the same reason. They transmit data quicker.
From a service standpoint, technicians have had to become familiar with CAN bus systems. U-codes that indicate a loss of communication between modules or on a specific bus are a tool designed to help technicians diagnose CAN bus problems.
Electrical wiring diagrams reflect the CAN bus network, and there are three different types of networks – loop, star and loop/star hybrid – referred to as CAN bus topology. Being able to recognize the type of topology can help a technician diagnose CAN bus errors quicker. In today’s world, we all have to get aboard the CAN bus.
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By Counterman
The VIPAR Heavy Duty Supplier Advisory Council recently held its semi-annual meeting to discuss current and expected market conditions and opportunities, as well as other key topics for the independent aftermarket and the company’s distributor network.
“The Supplier Advisory Council serves an essential role in ensuring the many industry-leading programs and services we provide our VIPAR Heavy Duty stockholders are in sync with the current and future goals of our organization and our supplier partners,” said Larry Griffin,
link hidden, please login to view vice president of program management. “It’s a valuable resource for keeping a close pulse on the aftermarket’s economic performance, trends in end-user demand, and emerging technologies and regulations.” Griffin said the council is expecting a stable aftermarket in 2024 with moderate, single-digit growth, a reliable supply chain and continued expansion of the VIPAR Heavy Duty Family of Companies’ network.
“Last year was historic in terms of the VIPAR Heavy Duty Family of Companies’ growth and innovation, and we’re committed to continue the momentum in 2024 and beyond,” Griffin said. “The council was very pleased with our performance last year and expressed strong support of our strategy to continue increasing our North American footprint this year and into the future.”
In 2023, the VIPAR Heavy Duty Family of Companies’ distributor network reached a milestone 930-plus VIPAR Heavy Duty and Power Heavy Duty locations, including nearly 600 that provide service and repair. Additionally, Power Heavy Duty added a record 18 new members for a total of 224 locations.
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By celvampire
I found what looks to be an unused O2 sensor found in a thrift store, there are no marking anywhere on the part. Can anyone tell just by looking at it, what car/truck it might fit? Thank you.
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