Author & Automotive Expert James D. Halderman

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Halderman newsletter

February 2014

Between attending shows and making updates on my books, this year has kept me busy thus far. I have several new titles coming out in the spring, but here's the latest update on my Automotive Engines Theory and Servicing (8th edition):

ISBN 10: 0-13-351500-1

ISBN 13: 978-0-13-351500-8

Updates to the

Eighth Edition

■ All content is correlated to the latest NATEF tasks.

■ A dramatic, new full-color design enhances the subject material.

■ Many new full-color line have been added to help bring the subject to life.

■ Infection control precautions have been added (Chapter 1).

■ New OSHA standards information added (Chapter 2).

■ Additional information on security and external Torx drivers

(Chapter 4).

■ Updated content on service information (Chapter 8).

■ New content on the Atkinson cycle engine design (Chapter 10).

■ New content on engine power rated in kilowatts (Chapter 10).

■ Updated information on the role of the PCM and spark timing (Chapter 18).

■ New content on pressure relief valves on intake manifolds (Chapter 23).

■ Updated information on best practices when pre-lubing an engine (Chapter 34).

■ Content has been streamlined for easier reading and comprehension.

This text is fully integrated with MyAutomotiveKit, an online supplement for homework, quizzing, testing, multimedia activities, and videos.

Here's the Chapter List for Automotive Engines Theory and Servicing (8th edition):

Chapter 1: Shop Safely

Chapter 2: Environmental and Hazardous Materials

Chapter 3: Fasteners and Thread Repair

Chapter 4: Hand Tools

Chapter 5: Power Tools and Shop Equipment

Chapter 6: Vehicle Lifting and Hoisting

Chapter 7: Measuring Systems and Tools

Chapter 8: Service Information

Chapter 9: Vehicle Identification and Emission Ratings

Chapter 10: Gasoline Engine Operation, Parts, and Specifications

Chapter 11: Diesel Engine Operation and Diagnosis

Chapter 12: Gasoline and Alternative Fuels

Chapter 13: Coolant

Chapter 14: Cooling System Operation and Diagnosis

Chapter 15: Engine Oil

Chapter 16: Lubrication System Operation and Diagnosis

Chapter 17: Engine Starting and Charging Systems

Chapter 18: Ignition System Operation and Diagnosis

Chapter 19: Emission Control Devices Operation and Diagnosis

Chapter 20: Intake and Exhaust Systems
Chapter 21: Turbocharging and Supercharging

Chapter 22: Engine Condition Diagnosis

Chapter 23: In-Vehicle Engine Service

Chapter 24: Engine Removal and Disassembly
Chapter 25: Engine Cleaning and Crack Detection
Chapter 26: Cylinder Head and Valve Guide Service
Chapter 27: Valve and Seat Service
Chapter 28: Camshafts and Valve Trains
Chapter 29: Pistons, Rings, and Connecting Rods
Chapter 30: Engine Blocks
Chapter 31: Crankshafts, Balance Shafts and Bearings
Chapter 32: Gaskets and Sealants
Chapter 33: Balancing and Blueprinting
Chapter 34: Engine Assembling and Dynamometer Testing
Chapter 35: Engine Installation and Break-in
Appendix 01: Sample Engine Repair (A1) ASE certification-type question with answers Appendix 02: NATEF Task List

Please continue to follow me on LinkedIn, Facebook and Twitter for up-to-the-minute updates and for the fantastic interaction I receive from many of you.

Sincerely,

Jim

IN THIS ISSUE

ASE Sample Question

FAQs

Straight Talk

ASE Sample Certification Question

Sample A4 ASE-Type Question:

What is the most likely cause of this condition on the rear of this front-wheel-drive vehicle?

a. Excessively worn stabilizer bar bushings

b. A broken rear track rod

c. A broken rear control arm or ball joint

d. A broken shock absorber

Answer

The correct answer is c. A broken rear control arm or ball joint can cause the top of the left rear wheel to become angled inward at the top because the control arm locates the wheel and allows for up and down movement. Answer a is not correct because a worn stabilizer bushing can cause noise during suspension travel and the stabilizer bar is used to control body lean in corners. A fault with a bushing would not cause the wheel to be angled in at the top. Answer b is not correct because a broken rear track rod would allow the entire rear suspension to move sideways and would not cause one wheel to be angled inward. Answer d is not correct because a shock absorber is not a structural part of the suspension but is rather used to control the movement of the springs.

For FREE sample ASE test questions with answers, visit my website where you will find 15 questions for each of the eight ASE areas (120 total questions).

www.jameshalderman.com

For an excellent resource for all eight ASE content areas, consider this test preparation book:

http://www.tests.com/ASE-Automotive-Series-Practice-Tests

Frequently Asked Questions

What Does This Mark in a Wheel Mean?

The symbol JWL, for the Japan Wheel Light Metal Standard Mark, means that the wheel meets the technical standards for passenger-car light-alloy wheels. The manufacturer is responsible for conducting the inspections set forth in the technical standard, and the JWL mark is displayed on those products that pass the inspection.

Straight Talk

From the February 8 Wheels section of Dayton Daily News

The Case of the Bad Dash Display

Wheels: Bill M. writes by e-mail:

"I have a 2012 Honda Civic that I bought in 2011 and it has 110,000 miles on it. A few days ago the multi-informational display started to reset itself. The screen would go blank and items it was displaying would come back one at a time, then the entire screen would reset again. It would do this no matter what screen I picked to display. After doing this for a couple of days the screen is now completely blank. It still does make the normal pinging sound when I hit the button to change what is displayed on the screen. I have done a little research and came across a Technical Service Bulletin # SB-13-017. Do you think this service bulletin will correct my problem? Does a Honda dealer apply the fix described in a Service bulletin exclusively? Do you think my problem may be caused by something else?"

Halderman:

Thanks for writing. It appears that the instrument panel cluster (IPC), is being reset due to an internal fault (most likely) or a loss of power or ground. The Technical Service Bulletin (TSB) does not seem to apply to this situation. I checked my sources and the only hit I got was a similar situation. A replacement IPC was the fix. There was no apparent damage inside when they disassembled it after it was replaced. Most shops can handle the replacement of the IPC and you may be able to find one at a wrecking (recycling) yard.

Please let me know what you think of the newsletter. I would love to include any of your automotive news or any tech tips you might have. Send me your suggestions!

You can email me here or visit my website. You can connect with me on Facebook, Twitter and LinkedIn too (links above). And I encourage you to visit this website for great car reviews and more of my Straight Talk columns.

Regards,

Jim Halderman

James D. Halderman writes automotive technology textbooks for Pearson Education. He is an ASE-certified Master Technician with more than 20 years instructional experience.