Gonzo

Rock bottom you say... hmmm, well the way I look at it if you're at rock bottom now, it's a great place to start a new foundation. Working up from there is all you have to do.

Not a story about cars, or the shop, or tools, or parts, but a story about the other side of the counter..... life in general. Hope you like the story. Thanx in advance for reading it.

OHS – Open Heart Surgery – My story “Being a mechanic, shop owner, writer, lecturer, and teacher I tend to ‘think’ I’m capable of answering any question, take on any challenge, and solve any problem that comes my way. This… is one time, I wasn’t able to do so.” Gonzo How it all started Leading up to my zipper (which is slang for open heart surgery) I thought I was just getting old and tired. For two years or so, I had a very slight off and on chest pain that didn’t last longer than a few minutes. It hurt, but I wasn’t concerned. As soon as the pain dissipated I forgot all about it. Most of the time I would have months between incidences, but that gradually changed to an all-out crushing pressure that lingered longer and longer between no pain and intense pain. The increasing occurrences went from once in a while, to once a month, to too often to consider it something other than what it was… a heart attack. Things that I used to do in a few minutes seemed to take hours. I’ve always been a hands on and very physical type of guy. Never one to pass on heavy lifting or something that was physically demanding, but this “slowing down” stuff was just the something that you couldn’t ignore. It was time to see a doctor. An appointment was made, but as usual the pain subsided and I was busy at the shop, so on I went back at it as hard as I normally went at it. Thinking as usual, that I was as tough as a grizzly and could solve this like any other problem I’ve encountered. There were a lot of signs leading up to my eventual heart attacks, (yes plural…as in several), but as with most boldly-go-where-no-man-has-gone-pig headed “A” personality-types with the personal drive of a MAC truck, and someone who still thinks he can keep up with the twenty something crowd (speaking of myself, of course) – and one who doesn’t listen to their own body or loved ones about your own demise, I ignored the signs. You fall into the trap of misdiagnosing yourself and possibly ending your career and family life all in one fatal swoop. If that’s you, then you’re bound to end up on the floor in the fetal position clutching your chest in extreme agony. (Been there…done that). The ER So, it’s no surprise I ended up in the ER with my son trying to carry his old man through the doors, while my wife is frantically making hand gestures seeking help from the nursing staff. It wasn’t long before I was zipped (Gotta love that word, ya know) off into an awaiting curtained off room. A few quick tests confirmed that this old guy wasn’t heading home any time soon. Even the doctor who first examined me was in shock. He said, “Most everyone I see this bad off are downstairs … with the sheet over their face … if ya get my drift.” He went as far as pulling up the blanket and resting his arm alongside of my leg to show the color differences. Wow, now I’m shocked. All of this led to more tests, and more tests. By now all of my kids have flown into town to be at my side. Stents were tried, but that didn’t work. All that did was give me a few jolts with the paddles and a few burn marks to show for their efforts. (Nice mementos don’t ya think.) Anyway, this all led to even more tests and a trip to another hospital to be put on the schedule for my eventual zipper club initiation ceremony. In other words, an open heart surgery. The first encounter with reality After my ride in the ambulance on my first day at the “new” hospital I was sitting there in my room, in between one monitoring device and another with my two grown daughters holding each hand, I started to feel something wasn’t right. I’m still a bit groggy from the stent debacle from the last hospital, but I could tell the medication was wearing off. Just then, another massive heart attack decided to invite itself. My only thought was… “Don’t you die with both your daughters holding your hands, ya old fart… pull yourself together!” The wife was already out of the room looking for the nurse. The nurse, quite calmly hit the code button, and methodically, as to not bring on any more chaos from the scene which was already happening, carried in a nitro pill for me. In just a few seconds the pill dissolved under my tongue and I could feel the pain and pressure lifting away. Waiting on surgery day A few days passed, I’ve been poked and prodded, medicated and subdued by so many different IV’s and pills that I’m feeling like a new guy already. Even though the actual surgery is still days away. Friends and family called or stopped by on a regular basis. Physically, you can deal with this, emotionally, I don’t know how to put it all into words. At best, all I can say is that nearly everything you do, hear, or read about has a higher emotional connotation than ever before. You’ll have no idea how much your emotional state is brought to the surface while going through all of this. I’ve never been one to cry at the drop of a tissue, but I found myself in these uncontrollable moments over some of the silliest things. I was later told it’s the medication, then I was told… it’s your heart speaking out, I’m not sure what it is… but it certainly is a change from the norm. (For anyone who has been through this you know exactly what I mean) Big John The night before the actual operation my usual nursing staff was in for a bit of a change. The typical female nurse was replaced with BIG John. Oh yes, I mean big too. 6’5” and towering over everyone and anything. His job was to get me prepped for the operation. Now, I’m not a little guy myself. I’m no 6’5” but I’m not a frail little guy by any means. Big John comes into my room carrying several items. First there was the bacterial wash. “Use this entire bottle and don’t miss a spot,” John tells me. Then, there were these two pill cups. John presses the cups in my direction. “OK, these you take orally, and this one goes knuckle deep, and I’ve got to make sure you’ve done both.” The realization of why “Big John” was here on this special occasion has become apparent. If I don’t get this done myself… I’m pretty sure he will. Obviously, modesty has left the building quite some time ago, so it wasn’t a stretch to be in the same room with this mammoth individual while I made the knuckle deep insertion. Although, he wasn’t present for the eventual outcome he was well aware of the results. I don’t know what they put in those, but a toilet seat belt and ceiling padding would have been appropriate. The CABG The surgery itself (as I was told, because even though I was there…what the heck could I tell you about it) had a few difficulties, but as if it’s not noticeable by now I made it through with my heart beat intact. The surgeon performs an operation called a CABG (Coronary Artery Bypass Graft). Mine was a double, meaning two grafts were made. One graft was taken from the left side of the chest and one was taken from behind the left knee. A heart pump is used during the operation to ensure a steady flow while the heart is being worked on. Believe me, you (the patient) have no idea what is going on until you’re told later on. Hopefully, when the medication wears off and you’re coherent. For me, the wife had to retell and retell the whole thing to me, because I wasn’t comprehending much of anything for quite some time. The ICU The ICU (Intensive care unit) is a whole new experience. The first thing is the introduction prior to the surgery. I was wheeled into the adjacent room to the operating room where I would be monitored and was told what to expect when I first woke up from the surgery. The big thing the nurse kept stressing was that I would feel some discomfort from the breathing tube and not to make any attempts to pull it out. Besides I would be strapped down to the table for my own safety. I remember waking up and hearing the nurses talking to each other, “He’s coming to, be ready.” “OK sir, don’t pull it out…Don’t pull it out!” I realized where and what was going on and understood her commands. To me it was just seconds ago that she had told me to not try to pull out the breathing tube, but in reality it was about five or six hours later. However, the “minor discomfort” was over shadowed by the fact you’re trying to breathe through a drinking straw. That I wasn’t expecting at all. Yea, Uhm Ms. Nurse… you forgot to mention that part. My night nurse for ICU was the most anal retentive-OCD person I’ve ever met. The guy spent every waking hour neatly aligning all of the monitors, bottles, tubes, and me over and over again as if we were about to have the commanding general stop by for an inspection. Although, when the day came for me to be wheeled back into a regular room a new nurse was assigned the task. My OCD nurse was sent off to another patients ICU room to straighten up their hoses and IV units. The new nurse on the other hand, starting grabbing monitors, IV’s and whatever else needed to go, or that was still attached, and flung them on or around me while I was seated in an oversized recliner. At one point she said to me as monitors were being tossed about, “Hold this…and this… and this.” and before long I’m being wheeled down the hallway at record setting speeds, as if it’s the Indy 500, only slowing down to make the corners or to change elevators. The overhead florescent lights were moving by so fast I thought they were camera flashes. I’m not sure the reason for the mad dash down the hallways, but it sure was the quickest sprint I’ve ever been on in a recliner race. Sleeping in at the hospital Not that I hate hospitals, OK… I’m not their no#1 fan, but a hospital is not the place to get any sleep. It seemed at exactly 5 minutes past the hour-every hour-day or night somebody was going to come into the room. 7 o’clock was the worst. That was shift change and it never failed that somebody didn’t tell somebody about what somebody was to do or not do, which meant even more trips in and out of the room. I learned very quickly that the best way to avoid the ever present knock on the door was to just leave the door open….at least that way they didn’t knock, and if you were just about to doze off you might actually catch a bit of shut eye before the next round of visitors, and if you’re really lucky you could avoid the guy coming in to check the serial number on the IV for the UPTEENTH time. It was always the same guy at least twice a day from the inventory department. I told him, “Dude, look around, I’m stuck in this room with this IV monitor and I assure you if anybody comes in here and steals it, replaces it with one that looks just like it, I guarantee I’ll call you and let you know. With all these interruptions I’m awake 24-7 which means me and this IV have become the best of friends. I’m dammed sure this is the same IV unit that was here yesterday! So why in the world do you need to come in and scan the serial number twice a day?!” I don’t think I came off as his next best pal by a long shot. Eventually, the day came to get out of the hospital. One the happiest days of my new life. Me and my IV had to part ways, and no, I didn’t tell the inventory guy. Home at last When you finally get to be home, start your rehab schedule, and try to reassemble your now broken apart life, you begin to reevaluate what is most important for your future. Walking is your foremost concern. I had a routine I would do and set a goal each day a bit farther than the previous day. Oh, I’d push it too far, and the wife or my son would have to come haul the emotionally incoherent old guy off of our hilly driveway more than once. It does get better, but it does take time. You soon learn new routines, things like coughing and sneezing should only be done if your heart pillow or Teddy bear are close by. Squeezing the pillow (or bear) against your chest prevents you from popping your sternum open. You also learn how to stand up and roll over without using your upper body as much as you previously did. Sleeping in a bed is out, at least for a month or so (if not longer) you’ll have to learn how to be comfortable in a recliner 24-7. Breathing, talking, walking, and bathing, etc… all their problems that you’ll need to overcome. And, probably the most important thing or the most annoying... (Your interpretation may vary) is the now-and-for-ever-more medications you’ll be on. Family and friends take precedence over work and bills. The realization that life is all about a beginning and an end and that you’ve been given a chance to change your life’s conclusion differently than what it could have been. Not that you need a lightning bolt to drop out of the sky to tell you to change your life…but a heart attack and open heart surgery is close enough to the same thing. So heed the warning, do yourself a favor. Except it for what it is, and discover what is more important. Not a lot of people get this second chance. For some, it’s as sudden and as unexpected as a car crash. I feel there’s reason for every action and reaction. It’s how you cope and/or do with those actions and reactions that make a difference. Putting it all into perspective Life is what you make of it. There is no perfect solution, there is no golden key, it’s up to you to make it a difference. It’s not money or fame… just you. As we’ve all heard before, “If you don’t have your health, you don’t have much at all.” True to some extent, but not always true and not always is your health something that you can have the way you’d like it to be. What is possible is living life to the fullest no matter what the odds. I for one, love to hear stories of people who have found out they have some sort of rare disease and decided to fill their bucket list of personal accomplishments until their time has expired. I commend them and hope I can do the same. So even though my stamina and strength may not be equal to what it was of years past, I’m still able to experience all there is out there. For me, I’d like to think I still can try. Maybe it’s not all about the challenges, maybe it’s not all about solutions, perhaps it’s just about the adventure. Becoming a member of the Zipper Club isn’t the end… it’s a new beginning. View full article

I always found that if I wanted the day to pick up the pace a bit all I had to do was start on a personal project and sure enough.... somebody was going to interrupt my leisurely-slow day with immediate work to do. Never failed.

Nothing Beats a Full House There’s days, even weeks (depending on the time of year) when a pair is pretty good. Then there are days when three of a kind ain’t bad. But in my book nothing beats a full house. I’ll bet you thought I was talking about poker, didn’t ya? Nope, I’m talking about the automotive repair business. When the shop is humming, and the jobs are flowing, and business is brisk, that’s when I know I’ve been dealt a winning hand. It might mean coming into work really early or staying late, but at the end of the week it’s a pretty good feeling to know you’ve played your cards right. There’s been many a day that closing down the shop early is better than being dealt jokers or cards that won’t play. The phone isn’t ringing, the shop is empty, all the tools and service bays have been cleaned, and all the shelves are stocked, but not a single car in the service bays. Those are the days that even a pair sounds good. I’d even settle for pulling one decent card out of the deck on those days. “It’s feast or famine,” a good friend of mine told me. He’s a realtor, and his business is the same way. One day everybody is calling, and the next day you have to pick up the phone just to see if there’s still a dial tone. (Boy, do I know it, I certainly can relate to that.) There is a pattern to all of this chaos though. It took me years of running a shop to figure it out, and I’m sure the same thing happens in every part of the country, just like it does here in the southern part where I live. Take the holidays… no, seriously… take them. There a joyous time to be with family and friends, but it’s not that great if you’re making a living servicing cars. It never fails when a holiday is on the calendar you can bet it’s slow. But, the day or so before a long weekend holiday you can guarantee it’s going to be packed at the repair shop. Seems everybody waits to the last minute to get the car ready for a trip and everybody wants their car done… RIGHT NOW! I pretty much know those are the days I’m coming in early and staying late. Then there’s when school starts… listen close…can ya hear the crickets out in the shop? I know I can. Usually the week or two before school starts everything slows to a crawl. Oh you might get a couple of pair, maybe three of a kind but it’s doubtful you’ll get a full house. As soon as school is in session the cards start to fall in the right place again. It’s a sure bet the shop is going to be full for the next couple of weeks. Of course there’s Fair week. Don’t get me wrong, I like the Fair, I think it’s pretty cool, but not from a business stand point that’s for sure… it’s the week to fold your hand. Nothing ever happens Fair week. In my early years there was one Fair week that I’ll never forget. I had one car for the whole entire week… yes… one and only one car. However, it was a super huge job that nearly took the whole week to finish. (Funny how things work out that way.) Temperature and the weather have a lot to do with what cards you’re dealt in this crazy world of auto repair. Heavy snow or monsoon rain means… stay home, fold em’. Now a light rain, one of those steady down pours that doesn’t seem to end has a different affect. The shop slows, but the phone rings constantly. The usual caller will tell me something like this; “Yes, I’m having a problem with my wipers can you fix them?” I’ll answer, “Why yes, we could get you in right now.” “Oh it’s raining, but as soon as it lets up I’ll bring it in.” I know better than to assume they’ll be in on the next sunny day. As soon as the sun comes out they forget all about their wiper troubles. I guess it’s one of those “out of sight, out of mind” things. Although, I’ve learned to get their phone number, and call them the next day and remind them of their previous call and set an appointment to get it in the shop. Surprisingly enough, it works. Now the temperature, that’s a real fickle issue. Too hot or too cold does some strange things to cars. Usually means it’s going to be busy. Then again if it’s a “room temperature” sort of day… it’s probably not going to be that busy. There are the calls of course, there’s the “stop by the shop and chat about it” kind, and then there are the ones that just want to pick your brain and price check everything. When it comes to creature comforts in the car, it’s a safe bet on those high or low temperature days those systems are on the top of the repair priority list. Wouldn’t be the first time someone has come in the shop with their brakes metal to metal, but they’re not worried about that… that A/C is a must. Now in the winter months it’s the heater, or the defroster, or the wiper blades that froze to the windshield the night before and they didn’t bother to clean them off… they just turned them on, and now... oops… they don’t work at all. The one ace in the hole that does take the edge off of the ups and downs of the seasonal changes is to have a back burner job sitting in the corner of the shop. Maybe a restoration project or some personal toy you can pull out of moth balls for the guys to fiddle around with when it’s slow. All in all, doing this job is a great reward; it’s a great career choice. You meet some really interesting people from all walks of life in this business. A lot of them become regulars, and stop by no matter what the temperature is or whether or not the Fair is in town. Ya just got to play your cards right, know when to fold them and know when to hold them. When it’s slow you might tend to dwell on things and think you’ve done something wrong, but then things pick back up and you forget all about those thoughts. You’re taking a gamble in just about any career choice you make, automotive repair is no different, and when someone asks, “How’s it going?” I always answer with, “It’s slowly getting busy or busy getting slow.” A couple of cars in the morning, maybe three of a kind later that afternoon, whatever there is that’s the hand you’ve been dealt for the day. But, in this game of auto repair… nothing beats a full house. View full article

Sounds good

No changes as of yet. Same two or three show up. I'm not sure it's the day, the time, or lack of preset discussion that's the issue. I think it's just, people have better things to do. It may never increase, but as one guy suggested... go to a "skype" type format. That to me, is a bit of over kill, but that also throws the "typing" skills out the window. If there was a way to have the chat as an open forum for non-members ... well that might work. That way a consumer could find a good tech on line with some helpful answers. Something to think about. Gonz

While I'm teaching these days we've bugged the practice cars for the students. It's amazing how they ALL jump for a scanner instead of the diagrams to see if the problem is nothing more than a missing fuse. Even though I stress the basics, the mere thought of a problem being so simple is over shadowed by the complexity of the systems their examining.

That sounds just like one of my old stories... "Shift Happens" were the entire tranny problem was a faulty ground lead because some dork installed a taller battery, and the cable wouldn't reach. So, he cut the chassis ground lead off of the neg. cable and tucked the end under the battery tray. 2 trannys later... I got to work on it. Unbelievable. LOL

yep... busy week... spent a lot of "free" time working on getting the webinar just right and in the "can". No time for new stories....again.....LOL

First, The basics Let’s talk diagnostics. Do you follow any kind of diagnostic procedure, or do you just throw darts on a wall, or play “pick-a-part” and hope you fix it before you or the customer runs out of cash. I hope you don’t do that. That might work some of the time, but it’s not a good way to get to the source of problems quickly or accurately. One of the tire shops that I do business with dropped off a 2003 F450 with a 7.3 diesel for me to look at. It’s one of their service trucks that died on the highway. These guys are super, I’ve known them for years, and they’ve got a great reputation and excellent work force. In fact, I buy all my tires there, and they do all my alignments. They try to fix their own trucks “in-house” and sometimes, well……the repair/diagnostics are a little out of their comfort zone. This was one of those times. Now, they don’t try to keep up with the scanning or diagnostics on most cars and trucks. It’s a tire shop that specializes in tires. They stick to what they do best, tires, wheels, and undercarriage stuff. The only “techy” stuff they get into is with the TPM systems. Most generally, when it comes to their vehicles they’ll go with the tried and true…”throw a dart and whatever it hits we’ll change.” Of course they’ll ask around first, but you know, second hand information hardly ever gets the job done these days. They had it at one of their stores in another town for about 3 weeks trying to solve the problem. When that didn’t work they decided to tow it up to another one of their stores, and see if the guys there had a better dart. Another couple of weeks and several darts later, all they had were holes in the wall and no truck running. Then my phone rang. “Can you program a PCM on a F450?” the shop asked. “No, sorry I don’t do those, but I know who does. I’ll call him and see if he can come over and do that for you,” I told them. A day or two went by and the phone rang again. “Hey, this thing still doesn’t start. The guy that programmed it said it sounded like an electrical problem”. Ok, somehow, I’m getting involved now. “Sure, bring it over,” I told them. Well, they towed it over with a strap pulled by an F250 diesel truck. The F250 looked like a toy truck compared to this behemoth. With a push and a shove from the F250 the guys got it lined up and into one of my service bays. The big concern was the IDM relay, it kept chattering like a machine gun. Instead of checking codes I thought it best just to start with a complete wire to wire check to determine if there was some lost signal that was causing the problem, or a wire that was scraped and grounding out. Removing the inner fender on the driver side I could gain access to the Injector module (IDM) and the PCM (Power control module). Seemed easier to start here than any place else. It didn’t take long before I tracked down a problem. On pin #71 of the (new) PCM there should have been 12 volts from the ignition. No voltage at the terminal. Tracing the wiring diagram thru its maze it led back to the in-car fuse box on fuse #22. I grabbed my test light and checked the fuse… (Rolling my eyes about now) the fuse,… oh man… the fuse is blown. Good grief… all this for a blown fuse. Well, I better change the fuse, and see if it starts. Sure enough; it fired right up… sounded great, good throttle response, and no service lights. Now the big challenge, what blew the fuse in the first place? Following the wiring diagram again…. I traced out all the components on the fuse circuit. There was one that caught my eye as the likely culprit. The brake cut-off switch mounted on the master cylinder. (It’s the one that had the big recall a few years ago.) The updated replacement piece was in place but somebody forgot to secure the wires. The replacement piece has a newer style connector and an adapter connector to allow you to attach it to the original style fastener. Which makes it a little longer than it originally was from the factory. It was hard to tell where the new wire and connector started, and the old one ended, because the whole thing was lying on the exhaust manifold, and had melted down to a glob of wire and plastic. Looking around under the hood there were all kinds of new parts installed. The nicest part……they were all installed correctly. There were no other wires out of place, or any signs of scraps or melted wiring. The important thing is that it runs, and the truck can go back to doing what it needs to do. I think the biggest thing that threw everyone on this job was the chattering relay. It sounded bad, sounded expensive… but, all it turned out to be was a loss of proper voltage to the PCM, because a fuse blew from a lead that grounded out. This was due to the improper installation of one small component. The PCM couldn’t spread enough voltage and ground signals to all the necessary systems when it was missing the voltage it needed. As the relay would engage, the voltage drop was too much to keep the relay engaged. The IDM would pull more signal voltage as the relay would come to life. Then the PCM would have to drop the ground signal to the IDM relay to compensate for the loss of voltage. All this was going on very rapidly … on and off, on and off… making the machine gun sound coming from the IDM relay. The guys at the tire store were extremely grateful that I got the job done, so they could use the truck again. For me, it’s another day at the shop. I’ve got nothing but good things to say about the guys at the tire shop. Hey they tried, I’ll give them that. But one thing I wish they would do next time --- CHECK THE BASICS—BEFORE BUYING PARTS! It’s cheaper that way… View full article

Water Cooler Diagnostics We’ve all heard the phrase, “codes don’t fix cars, good diagnostics does”. Codes are merely a direction or path, not the answer as some might think. Those “codes fix it all” believers are usually at the bottom of the diagnostic chain. You know the type; those Neanderthals with little wrenches and big cheater bars, or the ones that follow the old adage, “When in doubt-rip it out” method of diagnosing a problem. It’s seems to me that car repair for a certain demographic of people has always been something related to hand-me-down repair information, not diagnostic skills. I believe it’s all because of the availability of cheaply made parts and bad information. Some of it is hearsay, but a lot of it comes from two guys chatting next to the water cooler at work, and neither one of them have any automotive diagnostics background at all. This latest case study is a perfect example of why swapping parts and paying attention to those water cooler experts isn’t always a good idea. A trained technician with diagnostic background and less time at the water cooler may be what you need. A 2007 Dodge 4.7L pickup came into the shop with a stalling problem. The owner had already stopped by the water cooler and made a trip to the code fairy. Since no codes were stored, there wasn’t much for him to do except follow the water cooler genius’ advice. He swapped out every sensor and computer part he was told about and a few more he could barely reach, just to be safe. All of which didn’t change a thing. Before writing up the work order, I had to listen to his story, which ended like most of them do, "I've already spent too much on this truck, and I don't want to spend a penny more." (I wonder what kind of commission the water cooler guy got from the part store for helping this guy spend all his cash.) The stalling was pretty predictable, usually every 15 minutes. Just as it would stall, the check engine light would rapidly flash, then the truck would sit silent. If you turned the key off and back on, the truck would run perfectly as if nothing happened, right up to the very moment the whole scenario repeated itself. Since the only odd thing was this momentary flashing of the MIL, I decided to hook up a scanner and wait to see if this odd failure would show up on the screen. Sure enough, code P0688 popped up momentarily, just as the truck stalled “ASD signal low”. Out of habit I reached up and cycled the key. Dang it, the code never stored and the truck is back to running correctly again. I’ll have to wait one more time and see if I actually had the right code number. Since it only occurred as it went through its death roll, catching this failure was going to be tricky. It was the correct code alright, but no signs of dropped voltage or weak connections anywhere to be found. It’s time to pull out the big guns. Break out the scope boys! With the scope hooked up to two different injector leads and the remaining channels on a couple of coils, I spent the afternoon watching the ASD voltage like a nervous hen watching her chicks. As if on cue, the truck died. Not a bit of change on the scope. I’m definitely going at this the wrong way. Something is dropping off, or at least I assumed it was. Instead of looking at the ASD signal, how about checking the injection signal and coil signals from the PCM? This time the scope did have a weird response. Just as it stalled there was a little extra squiggly line that didn’t belong in the pattern on the coil input leads. Very subtle difference, but enough of a difference that it needed closer attention. The voltage signal spiked a bit higher than normal just as the truck would stall, and then the voltage would drop to zero. It must be the PCM or a coil. Since the signal was only there for a brief blip on the scope, it wasn’t exactly something I could put my finger on just yet. Time for some old school tricks. Since the PCM was new, I could at least (with some trepidation) rule it out for now. I could test further, or I could try to create a problem that might mimic what I was seeing on the scope pattern, or with luck, if it was a spike that was coming from a coil, disconnecting it could show the problem. I decided to give this truck a miss of my very own and see if I could increase that little squiggle into a bigger one. I'll unplug one coil and watch the scope pattern. If I’m lucky, the truck will either stay running longer than it normally did, or it might show me a larger voltage spike. Sure enough, I found it on the third coil. As long as that particular coil was left unplugged, the truck ran well past the usual stall time. To verify it, I plugged the coil back in and watched the scope readings directly at that coil. A millisecond before the stall the coil spiked to the top of the screen as the truck shut off. Just as I suspected, if it was on the coil that was causing the problem the spiked voltage would show higher there than on the adjacent coils. The big question for me was why did it not set a code? The reason was the coil lead led straight to the PCM. The extra high voltage going back into the circuit simply turned the PCM off as if the key was turned off. There’s no codes for shutting the truck off, only codes for failures that make it shut off. The solution...replace the coil. Now and then there are problems that don’t follow the diagnostic steps laid out by the engineers. Even though you’d think every aspect and every type of condition has been tried and tested, or at least talked about around the water cooler. There are times when you’ve got to look past the “assumed” problem and dig a little deeper to find the cause. There's no doubt this repair is going to be another one of those conversations around the water cooler, but I seriously doubt anywhere in this story will the novice know-it-all admit that it took an experienced technician to locate his problem, not his water cooler buddy. Oh, and I don’t expect to hear him say as he leans on the cooler, “Codes don’t fix cars, mechanics do” even when there isn't a code. View full article

Doing better, not quite all the way back from it all. I'm getting around great, playing golf and all. Things like crawling under a dash are out though. Lots of those type of movements will take a long time to get back to normal...at least for me. I'm not at my shop these days, spending my time teaching and writing articles. This article is really based on the lack of preparedness of the students leaving the college program at the college I'm teaching at. Their theory is that they'll learn that on the job. My thinking is....learn it now, get good at it later. But, I'm just a substitute teacher...lol....like...what do I know anyway. I've only been in the trenches for three decades and I don't have a clue what repair shops need in the way of fresh mechanics. Hopefully they'll let me teach an advanced class on the subject for those who want to know how to flash.

Flash or Pass A few decades ago cars were just . . . well, cars. They had an engine, transmission, a starter, a heater, maybe an air conditioner, and all the usual accouterments that made them a car. Mechanics toiled away at replacing engines, rebuilding master cylinders, and fixing transmissions. Almost every component on the car was reworked to a like new condition and some parts may even have been rebuilt several times, before they were too worn out to go around the horn one more time. Labor rates raised and fell with the economy, while parts suppliers kept up the demand for rebuild kits as a normal over-the-counter parts inventory. Then somewhere along the way something changed. The era of the microchip followed right along with the era of plastics. Things were built not to “rebuild”, but to toss. Thin plastic housings with hundreds and hundreds of micro circuits all wired into a microchip made up circuits that allowed the impossible to become the possible. Some tasks became obsolete, like the telephone switch board operator, even bank tellers nearly went extinct when the ATM machine was developed. The world would never be the same with the microchip in every facet of modern life. Machining tools could now process and manufacturer automotive parts at such close tolerance that less material was needed per component. The prices for some of these components fell to less than or equivalent to the rebuild kits. Rebuilding an automotive component was soon a thing of past generations. The skills of the mechanic were now overshadowed by the microchip’s ability to manufacture a part better and cheaper than he could repair the old one. Soon, all this “toss-when-worn-out” reached the microchip itself. Computer software started finding itself in the very same throwaway society. Maybe not in the sense that we actually threw it away, but a new set of instructions or an updated program may be needed and flashed into a replacement processor. This brings up a whole new problem for the mechanic. Now those skills he developed in rebuilding a master cylinder have next to nothing to do with reprogramming an anti-lock brake module, and if he wants to stay in the business of repairing today’s cars he’s going to need to know how to program, or at least understand the need for and/or the process, rather than knowing the old school way of rebuilding a master cylinder. So as a mechanic, you have to ask yourself, “Do I flash, or do I pass?” Passing on the flash may mean you might not have the type of work in the shop that you can handle anymore. Luckily, there is a way around that problem. These days nearly every car on the road has more than one type of computer device in the car, and there’s a very good chance that at some point something will need a software update or reflashed because a component has been changed or upgraded. In a way reflashing, programming, coding, or the other various software issues there are in the modern car are somewhat of today’s version of rebuilding that master cylinder to a like new condition. Cars these days are lasting longer, running longer, and have different types of break downs than models from those early days. That’s doesn’t mean changing brake pads or installing a reman transmission isn’t done on a daily basis, they most certainly are. It’s the other side of the repair business, the computer updating and reflashing that’s an even bigger part of regular maintenance than ever before. So, which type of repair shop are you? Are you the shop that will do the mechanical work, but leave those electronic issues to someone else? It’s something every shop owner, as well as technicians need to think about. Of course, the amount of investment and the continual training involved can be overwhelming. Fortunately, there is a way to do the mechanical stuff and be a proficient repair shop without breaking the bank, and still service your customers’ electrical and software needs. The mobile diagnostic technician is the answer. Seriously, I never dreamed there would come a day I would be saying this, but the mobile tech is a viable source of revenue and a vital source of technical skills that a shop without those skills should utilize. Now, I’m not talking about those fly by night boys with a box of tools, I’m referring to the diagnostic scanner mobile tech who has the experience in dealing with all the websites, programming issues, and has the up to date information on how to perform such things as reflashing, key programming, and reloading of new software. What’s happening in the automotive electronic world reminds me of how things were when manufacturers switched from points and condensers to electronic ignition systems. A lot of guys refused to learn the new systems and soon found themselves only working on older models, which eventually faded away. Somewhere along the way of the electronic ignition systems, parts swapping became the norm. Instead of testing or diagnosing a problem it was a lot easier to keep the various types of ignition modules in your tool box, and when a “no-start” came in it only took a few minutes to swap the ignition module with your test piece. It did save diagnostic time, and it did get results, but the microchip and new technology has struck back again. The old school ways of parts swapping vs. in depth diagnostic with scopes and scanners has just about run its course. Now, swapping components can lead to an even bigger problem than what the car originally came in for. However, the general public is having a hard time comprehending the reason for these diagnostic costs. It used to be that they would bring the car to the shop, the mechanic would do some fiddle greasy job that involved rebuilding some part or swapping the old ignition module, and he didn’t charge a diagnostic fee. If a part was suspected as bad, it could usually be swapped out without any worries. That’s just not car repair anymore. Now swapping components with integrated modules can lead a disaster. On the other hand, those techs who pick up the pieces after one of these parts changers finish slapping parts should be commended. The aftermath of installing a processor without knowing the eventual outcome can be a brutal blow to the pocketbook. Radar systems, infrared and optical systems, cameras and proximity sensors aren’t the kind of components easily rebuilt, if at all. But, there’s a good chance you can reprogram most of it. Yes, we still have engines that need built and gears that need changed, but there seems to be a lot more in the mechanic field that involves electronics. To be today’s top mechanics and a repair shop that can get the job done, a lot more emphasis has to be put on that little microchip than on a rebuild kit. Flashing modules and loading computer software updates are just a part of the business now. Programming ain't for everyone, and some shops and techs can get by without ever dealing with it. But, when needed, utilize the expertise that is available to you. Learn how to flash by attending a couple of classes or find someone that can do it for you. Help your customer help you increase your bottom line. Don't pass on the flash. View full article

A real problem would have been to estimate it. As it was, ..... More time was in it than what was billed. I've seen jobs, repairs, and cars that were given up on because an estimate wasn't possible. If the customer is understanding, like this one it can be done. If they are not, well.... It ain't going to happen. I still made a buck on the job, but it should've paid more, maybe not for hours but for the difficulty and not so much for the actual hours.

Old story, busy week. Ran out of time to complete a new story. But, this one came to mind after working with the students at the college. They seem to spend a lot of time telling me what they think is a problem or something they've done in the past that's wrong with the cars instead of fixing what they're supposed to do. (The college cars are never going to see the road again these cars have been torn apart so many times they should have been held together with velcro instead of screws LOL). I tell them all the time, "Don't count the alligators...just drain the swamp."

Drain the Swamp and Count the Alligators Occasionally the customer has more confidence in you than you do yourself. The old farmer tells his hired hand, “Get down there and drain that swamp today.” The hired hand says, “Looks like there’s a heap of alligators in there.” “Don’t ya never mind about them gators, you just get that swamp drained!” the old farmer explains. Some days I feel like the hired hand. I’ll get a job in, and I already have the feeling there is going to be a whole heap of alligators between me and draining that swamp. This time around it’s a 2004 Nissan 350z with a non-functioning convertible top. The top was up, but wouldn’t move, other than unlatching the rear (5th bow) window section of the top. Jim is an old customer who loves his little Z car, and was well aware of a few of the alligators lurking under that deck lid. How did he know? Easy, he already tried to get it repaired at a convertible top shop, but they weren’t up to the task of taking on this alligator infested swamp. Jim’s only comment to me was, “I don’t care how many problems you find, just get it working for me.” After gathering all the TSB’s, wiring diagrams, procedures, and any other bits of info I ventured out into untested waters to see what I could find out. All the test procedures started out by checking pin-out voltages and resistances at the convertible top ECM, and guess where that is?… under the very same deck lid that isn’t moving… hmm, imagine that. The trunk is the only option. You’ve got to crawl in there and find the cables to release the deck lid manually. You could tell somebody else had already been working on it; the emergency cables were nowhere to be found. I looked like some sort of contortionist trying to get down into the small little opening at the bottom of the trunk with my bore scope. I had to wiggle it around in there, until I found the very thin wire cables that would release the latches. (They were pushed back under the lining of the storage area, which is not accessible from the trunk area) Ugh, I haven’t even moved the top yet and I’m already swimming with the gators… what could be next? Once I got the deck lid up I could then remove the interior trim and test the ECM to see what needed to be done. The output voltage for the 5th bow actuator motor was coming out of the ECM, so unless the wires are broken or disconnected the motor must have failed. Ok, now crawl out of the storage area and wrestle my way into the passenger compartment, then pull the trim piece on the back window up to expose the 5th bow motor. The motor brushes were shot. Lucky for Jim, I just happened to have some brushes that were a perfect fit. Might as well replace the brushes and see if it will work. I gave it a try. With a flip of the control button the 5th bow swung up into perfect upright position, but the top wouldn’t move. What now!?!? Back to the ECM and check the stop switches and motor voltages to the top. This time the alligator is in the ECM. Inside the ECM I found the circuit board lead to the top motors was burnt in two. Ok, fix the circuit board and try again. The top moved smoothly through its folding process. As the top closes the 5th bow actuator has to rotate in the opposite direction, so it will sit flush inside the convertible top storage compartment. As the bow moved to its next position the whole thing quit again. Oh come on… enough already… more alligators?!?! Yes, more alligators. Another trip back to the ECM, this time I found the stop switch for this position wasn’t working. Somebody had bent the micro switches so far out of whack there was no way most of them were ever going to work. By now I’ve called Jim at least a dozen times to keep him informed of what I was up against… his only answer, “Keep draining the swamp” Ok, Ok, I got it… I’ll put my waders on and crawl upside down and sideways to get this thing working… but…man these alligators… they’re everywhere. If you counted the different movements from completely up to fully down there are 12 separate electrical/mechanical operations the top has to go through, AND they all have to work in the correct sequence. One micro switch out of position and something else begins to move at the wrong time. I thought I was done with my alligator counting by the time I had the last micro switch in place, but the first time I got the top to fold up and drop into the storage area, it would stop about an inch or so from completely going down. Seriously? More gators on the prowl? What did I miss this time? I went thru all the electrical and mechanical diagrams again… Nothing, every step was correct, but there had to be something missing. Then I found the answer on one page. One short reference to some elastic straps that connect the 2nd bow to the 3rd bow. These straps spring the 2nd bow towards the rear of the car to allow for clearance, so the canvas and all the linkage arms can drop that last inch or so into the storage compartment. I did some more searching and found the part number 97150-CE01B “strap, elastic, convertible top”. I called the dealer and gave them the number… “Yea, it’s a good number, but we’ve never sold any.” I’m shocked. From what I found out lots of these convertible tops had the same problem. I figured they would have changed hundreds of these. It looks like it’s a common alligator in this part of the swamp; seems to me every top should probably have these replaced with the new part number, (know somebody with one?… give them that part number). “Well, get me a set of them.” Once the parts came to the shop, installing them was a piece of cake compared to everything else I had to do. At least now I could see the bottom of this swamp. No more alligators, no more swamp to drain… I’m done. I found 20 different problems in the top mechanisms and electrical components. That’s a total of 20 alligators that were lurking in this swamp. What a job! It took a lot of effort to solve all the problems that I found. It didn’t matter much to Jim how many things needed taken care of, the smile on his face as the 350z top worked like new made all that gator wrestling worthwhile. I almost gave up on it several times, but Jim insisted that I keep at it… I’m glad I did. So the next time I take on one of these gator infested jobs, I know exactly what I’m going to do. Ignore the difficulties, and do just like the old farmer told his hired hand to do. “Drain the swamp, and don’t pay no mind to all those alligators”. View full article

There’s an App for that Technology has a way of surprising us all by surpassing itself over and over again. One day you’re dialing a rotary phone wired to a land line, and the next we’re communicating between micro wave towers and satellites. We now have the capability to talk to anyone anywhere on the planet with a small hand held device just as long as you’ve got a signal. But, talking isn’t enough for our modern world. We want the ability to connect with everyone and every sort of business or hobby we can think of through our magic little smart phone for any reason and at any time we’d like. It could be for local or world news, maybe to keep in touch with friends across the country, or how to do something you’ve never done before. Book a hotel room, find a new job, check the weather, the possibilities are endless. The technology in our hands is by far more technically advanced than what was used for the Apollo space missions. Think about it, we sent men to the moon with less technology than what you have in your pocket right now. Looking at it in those terms makes me realize the depth and scope of this new technology, it’s truly amazing. If it wasn’t for museums hardly anyone born lately would have any idea how life was before transistors. Something else to consider is that anyone born a decade ago has never known a world without a smart phone. People born just a few decades earlier have never known a world without the internet. Another decade more and those people have no concept as to how the world made it from day to day without a home computer. Going even further back before the home computer, a computer to those folks was this huge machine inside a climate controlled building with these big reals of magnetic tape spinning randomly around or large stacks of punch cards that zipped through a machine at lightning speeds. Going back to the 30’s and 40’s, a small screen 2 way conversation wrist watches was only in the newspaper comic strips and something that might resemble a computer was only found on a sci-fi movie down at the Bijou. Now, we not only communicate, but we can source information about anything you can think of right at our finger tips. Need to know the yardage at the golf course, there’s an app. Want to know the ingredients of a chocolate cake, yep, there’s an app for it. Can’t figure out how to fix your car, you got it… there’s an app for that too. Wait a minute… Did I say fix your car with an app? I thought car repair was some sort of highly skilled trade that took years to learn the proper techniques and even longer to be proficient at it? That’s right, the very same. Anyone with a smart phone can be an expert in any field they would like to be an expert in, and it doesn’t take much to make a “You Tube” video on any subject, especially on how to fix your car, and with a little extra effort you too can make an App on car repair as well. Some are developed, produced, and edited to a high standard and at a professional level. Others, well I’m not sure any thought was put into the content, background, or the poor grammar they used. Years before the internet a mechanic learned their trade by being in the trade, now we’ve got what are commonly referred to as “You Tube Mechanics”. These are the guys who couldn’t repair much of anything without consulting a You Tube video or going to their favorite App and more than likely never considered going to a trade school or opening a repair manual to find reliable information. Even though the general rule of thumb in the business these days is not to follow a traditional apprentice program but to learn as you go doesn’t mean you won’t learn something from today’s method of watching videos or viewing Apps, it’s just how much knowledge is lost or passed up by not following in the footsteps of our seasoned master mechanics and learning the trade from their well callused hands. I’ve got to admit, there are a lot of great Apps out there for the mechanic to have on their smart phone. For example, OEM1stop or NATSF where all the manufacturers’ websites are listed. You can find an App for calculating the cylinder volume on an air cooled Volkswagen, or the alignment specifications for just about every car out there, to what type of headlamp fits a certain car. It’s endless. Whatever information you need, chances are there’s an app or some sort of site for it. But, with all this helpful wisdom an App can’t fix the car for you. You still need somebody to get in there and make the repairs accurately. It used to be (years ago) a car would come into the shop that a friend of a friend spent the weekend under the hood trying to solve their friends car woes. Then, along came the internet and the smart phone which brought a wealth of knowledge at their fingertips. But, in the end, the car still has to limp into a repair shop for a mechanic to get it back on the road. Take this typical internet repair that happens on any typical day at any typical repair shop in any typical town in the country. The car comes in on the hook and before it’s even on the ground the mechanic notices parts dangling out from the bottom of the car. The repair order only states that it stopped on the customer while driving and that he had attempted to look at the problem himself. Upon further investigation the dangling parts and the condition of the motor showed signs of someone trying to remove the timing belt. The plastic cover had a crack from the top to the bottom and it just so happens to be one of those covers that secured various hoses and wires away from moving parts. It was clear that somebody had tried to take it apart without knowing all that needs to be known on how to remove it. A few words were mumbled by the mechanic that we don’t need to repeat and a call was made to the owner. (On a smart phone of course) The conversation started and ended with how he watched a video and downloaded an App that showed the timing marks. The App had some great information on it, but the video lacked the complete step by step procedures. The kind of steps that a seasoned mechanic would do without thinking about. You know, checking for hidden bolts, or how you should always give a light tug before reaching for the prybar and damaging something. Things like, cleaning the surfaces before starting so that you’re less likely to miss a bolt or fastener or have a tool slip on the greasy surfaces, to name a few. But, the app didn’t mention any of that. Now the customer isn’t here just for a timing belt, but a new timing belt cover, a harmonic balancer that was mauled into a useless pile of metal because he didn’t have the correct removal tool, and to replace all the missing special timing belt cover bolts the owner let fall into his gravel driveway never to be found again. Not to mention, nothing has yet been properly diagnosed. Maybe what the automotive field needs is an App that shows a consumer how to dial their smart phone and contact a professional mechanic before they attempt a DIY repair at home, in a gravel driveway, with off shore-poorly made tools, and no proper safety equipment. All the while, trying to balance their cell phone on the edge of the fender watching a You Tube video from a source with no credentials showing their expertise or experience. Yea, there ought-a be an App for that. View full article