The Truth About Cars » ABS http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Mon, 27 Oct 2014 11:00:51 +0000 en-US hourly 1 http://wordpress.org/?v=4.0 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » ABS http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Piston Slap: Liberal Bleeding, Flushing Brake Fluid http://www.thetruthaboutcars.com/2014/10/piston-slap-liberal-bleeding-flushing-brake-fluid/ http://www.thetruthaboutcars.com/2014/10/piston-slap-liberal-bleeding-flushing-brake-fluid/#comments Wed, 15 Oct 2014 11:58:02 +0000 http://www.thetruthaboutcars.com/?p=930994 Gregg writes: Sajeev, I have a 2006 Tacoma with 50K miles and anti-lock brakes. I feel it is time to change the brake fluid as a preventative maintenance measure. I have the tools and have bled numerous non-antilock brake systems and have done some research into what it would take to fully refresh the fluid. […]

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(photo courtesy: www.tacomaworld.com)

Gregg writes:

Sajeev,

I have a 2006 Tacoma with 50K miles and anti-lock brakes. I feel it is time to change the brake fluid as a preventative maintenance measure. I have the tools and have bled numerous non-antilock brake systems and have done some research into what it would take to fully refresh the fluid. Some forum people suggest the usual bleeding procedure followed by causing the antilock feature to react by stopping quickly on a dirt road or similar circumstances and then re-bleeding the system. Also mentioned is using a code reader to actuate the antilock system.

Personally I wouldn’t mind paying for a lower end code reader if I knew it would do what I needed, but I certainly am not going to spend big bucks for one. Do you or any of the readers know what will activate the anti-lock system with minimal expenditure?

I also noticed that there is a hose about 3/8 inch ID attached to the master cylinder reservoir that appears to be the return form the anti-lock system. I could easily make up a catch container to keep the return fluid from mixing with the new fluid I would put in the reservoir.

What do you think about using DOT-4 fluid?

Thanks,
Gregg

Sajeev answers:

Because modern braking systems are a far cry from the old days, this is a time when RTFM is abso-Fing-lutely mandatory for everyone’s safety.

Either buy the factory manuals, or be a forum junkie (like reading this) as they regularly cover these concerns.  The forum suggests flushing brake fluid without the tool is no biggie, but honestly, the “correct” procedure doesn’t look that hard if you buy the right tool or its cheapy laptop alternative.

This loaded task implies you’re forgiven for taking it to a shop with the proper tools, like this cool sucky brake fluid machine. Time value of money and all that.

I can’t quickly Google the factory brake fluid for your truck, but regarding DOT 4: it interchanges with DOT 3 with a higher boiling point.  But it doesn’t keep the boiling point higher for as long as you might think. That said, everything suggests DOT 3 systems can be flushed and replaced with DOT4 and it is good idea if you flush DOT 4 on a regular basis. DOT 5 is different, its silicone (not glycol) based. DOT 5.1 is glycol, but I haven’t read anything conclusive about replacing older fluid designs with it.

Whew!

Off to you Best and Brightest, especially those with more firsthand experience in various types of brake fluid.

 

Send your queries to sajeev@thetruthaboutcars.com. Spare no details and ask for a speedy resolution if you’re in a hurry…but be realistic, and use your make/model specific forums instead of TTAC for more timely advice. 

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Moody’s: Underwriting Standards, Borrower Credit Declining http://www.thetruthaboutcars.com/2014/06/moodys-underwriting-standards-borrower-credit-declining/ http://www.thetruthaboutcars.com/2014/06/moodys-underwriting-standards-borrower-credit-declining/#comments Wed, 11 Jun 2014 12:49:06 +0000 http://www.thetruthaboutcars.com/?p=842314 The global outlook for Auto Back Securities (ABS) is steady – except in North America, where underwriting standards and borrower credit are slipping. The latest news comes from ratings agency Moody’s, which issued a new report on the popular investment vehicle. Sanjay Wahi, Vice President and Senior Analyst, stated “Globally, auto loan ABS pools will […]

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The global outlook for Auto Back Securities (ABS) is steady – except in North America, where underwriting standards and borrower credit are slipping.

The latest news comes from ratings agency Moody’s, which issued a new report on the popular investment vehicle. Sanjay Wahi, Vice President and Senior Analyst, stated

“Globally, auto loan ABS pools will continue to consist primarily of loans to prime borrowers. The exception is the US, which has a sizable market for securitizations backed predominantly by near-prime and subprime borrowers.”

Moody’s has long been bearish on subprime ABS in the United States. Both Europe and China are cited as having safer loan pools due to stronger underwriting standards and more rigorous loan terms. But the United States is unique in the predominance of subprime loans, perhaps in part due to the demand for specific sections of ABS (called “tranches” in the investment world) which are comprised of the riskiest subprime loans.

ABS has become a popular security in recent years, with subprime driving much of its growth. With fixed income yields at historic lows, investors are hungry for securities that will provide decent returns. ABS, particularly the subprime tranches of these securities, are among the few products that can provide them – their greater risk profile entails the potential for a higher return. Some have argued that the demand for ABS has led to the growth in subprime financing, with looser underwriting standards (in some cases, they are laughably lax) and a number of OEM captive financing arms that are all too willing to finance buyers with poor credit so that they can “move the metal”. Traditionally, the thinking has been that most buyers are sufficiently trustworthy enough to make their payments on time, and able to offset the few delinquent buyers – but that trend appears to be reversing as of late, with delinquencies on the rise. And if the latest trends outlined by Moody’s are any indication, this isn’t likely to reverse.

 

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No Credit Score? Show Your Cable Bill, Get Approved http://www.thetruthaboutcars.com/2014/05/no-credit-score-show-your-cable-bill-get-approved/ http://www.thetruthaboutcars.com/2014/05/no-credit-score-show-your-cable-bill-get-approved/#comments Wed, 14 May 2014 11:15:37 +0000 http://www.thetruthaboutcars.com/?p=819906 New technology is allowing buyers with no credit score – due to a lack of credit history or a personal bankruptcy – to get vehicle financing via examination of documents like the payment history of their cable or cell phone bill. Automotive News reports that companies like Equifax can provide information for customers who have been […]

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New technology is allowing buyers with no credit score – due to a lack of credit history or a personal bankruptcy – to get vehicle financing via examination of documents like the payment history of their cable or cell phone bill.

Automotive News reports that companies like Equifax can provide information for customers who have been diligent about paying their bills, even if they have not yet tapped traditional lines of credit.

Lou Loquasto, who runs auto finance for Equifax, told AN

“One thing that Equifax and others have is nontraditional credit. Equifax can tell a lender, ‘Hey, this customer has a $200 cell phone bill, they’ve got $400 in utilities, they’ve got $100 in cable, and they’ve had this for four years. They’ve paid perfect.”

Of course, there’s also the question of whether this initiative is just a way to issue more subprime loans, which can then be securitized and sold to yield-hungry investors. That’s usually been the big fear with extending credit for auto loans, but an Equifax economist told AN that there are other ways of looking at data over a longer timeline

“They’re not subprime individuals, they just have a subprime credit rating…There’s a lot of connotations with that, and I think it’s wrong, particularly after what we’ve seen with the recession, where a lot of people fell on hard times. Bad things happen to good people, and a lot of it is out of their control.”

A TTAC source at an OEM captive finance arm concurred with this assessment, telling us that they have spent a fair amount of effort in retaining customers who once leased their vehicles, but had fallen on hard times during the recession. Their less than stellar credit scores were the result of circumstances, rather than delinquent payment histories, and getting them back into a new lease was a goal for the captive.

Even so, a healthy dose of skepticism is required when taking a look at subprime auto loans. A February report by RatingsDirect shows that both losses and delinquencies are on the rise, while the market remains hungry for these types of loans. As a result, underwriting standards are changing as more and more consumers are being approved – including many who might not get financing in the first place. All of this adds up to a riskier loan pool, and the rise in losses and delinquent payments isn’t expected to fall any time soon.

 

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Piston Slap: An Inappropriate Grab? http://www.thetruthaboutcars.com/2013/01/piston-slap-an-inappropriate-grab/ http://www.thetruthaboutcars.com/2013/01/piston-slap-an-inappropriate-grab/#comments Mon, 14 Jan 2013 12:32:10 +0000 http://www.thetruthaboutcars.com/?p=473537 TTAC Commentator flipper35 writes: Hi Sajeev, We have a 2000 Dodge Durango 2WD with rear abs (hub assembly is different than if the front had abs if it matters) and 165k miles.  It has been a pretty good truck with few issues but we do have an annoying one that came up.  The truck isn’t […]

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TTAC Commentator flipper35 writes:

Hi Sajeev,

We have a 2000 Dodge Durango 2WD with rear abs (hub assembly is different than if the front had abs if it matters) and 165k miles.  It has been a pretty good truck with few issues but we do have an annoying one that came up.  The truck isn’t a commuter for me, just for the occasional errand that my wife needs to run or when the whole family goes somewhere so it gets driven a couple times a week just a few miles on the highway into town and back.  The issue is the brakes. 

They work fine but when stopping at highway speeds with constant pressure on the pedal the brakes will suddenly grab more and sometimes it is one side that will grab slightly quicker than the other then the braking is equal again.  These pads have about 8k mile on them and are a ceramic composite pad and were bedded properly when installed but the rotors had some slight grooving and the old one had little life left.  I went with this style because the last set of ceramic composite (NAPA brand) were great with good feel and exceptional performance when hustling on the back roads.  The new ones are from a parts warehouse that supplies parts stores all over the area (dad works there so I got a great discount.  During heavy braking the issue doesn’t show up but it is a little disconcerting to have the truck pull to one side briefly during normal stops.  The brakes will exhibit some fade now when hustling the curvy roads where the old ones did not.  Re-bed or replace pads and rotors?  Rust from sitting a while after the last snow storm and salty roads?

Sajeev answers:

Getting old sucks.  While I am not sure of the exact problem, I betcha it’s one of these:

  • Collapsed brake line (inspect all rubber components)
  • Rusty brake caliper bores (reman replacements are cheap)
  • Crud in the brake caliper’s fluid reservoir (see above)
  • Very, very bad brake fluid (flush the system entirely)
  • Extremely loose ball joint on one side (not likely)

It sounds like you have the brake pad and rotor situation under control, and you drive it enough to make rust a non-starter.  I mean non-stopper.

I think you have an old truck that needs more than a basic brake job. Time to check the calipers, the brake lines and the suspension. Hopefully all you need are a new pair of front calipers: they are about $25 each from Rock Auto. Score.

 

Send your queries to sajeev@thetruthaboutcars.com. Spare no details and ask for a speedy resolution if you’re in a hurry.

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Piston Slap: Need a “Hans and Franz” ABS Workout? http://www.thetruthaboutcars.com/2012/07/piston-slap-m3-needs-more-hans-and-franz/ http://www.thetruthaboutcars.com/2012/07/piston-slap-m3-needs-more-hans-and-franz/#comments Mon, 30 Jul 2012 11:25:19 +0000 http://www.thetruthaboutcars.com/?p=454647   Craig writes: Sajeev, Some time ago I purchased a 1995 (E36) BMW M3 as a project car. Mostly I have limited myself to bringing the maintenance up to date. I have a more than averagely equipped workshop and can find my way around a car pretty well (I have even built my own Brunton […]

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Craig writes:

Sajeev,

Some time ago I purchased a 1995 (E36) BMW M3 as a project car. Mostly I have limited myself to bringing the maintenance up to date. I have a more than averagely equipped workshop and can find my way around a car pretty well (I have even built my own Brunton SuperStalker) One problem that has eluded me from day 1 is an intermittent ABS light.

Should I just ditch the ABS forever or is there a way to trouble shoot these things without Hans and Franz at the stealership taking me for a ride?

Sajeev answers:

I tend to like ABS, especially for a car that’s so race course worthy.  The E36 M3 is just a fantastic car in so many ways.  That said, I was disappointed when I googled Brunton SuperStalker and realized it wasn’t a murdered out full-size van with a suped up turbo diesel motor, air-ride suspension and big ass wheels.

A non-van referred to as a SuperStalker?  That’s almost criminal!

Right.  So, about the diagnosis, you have two options.  The first is spending a lot of time on the BMW forums, learning how to diagnose this vintage system and possibly finding a common problem with a somewhat easy to fix solution. Not really your cup of tea?  Then find an independent mechanic that specializes in BMWs and get 1-2 hours of their diagnosis instead.  It will be worth it.

The dealership isn’t the best move here, usually. Cars that are “E36-old” need a shop that is tailor-made to their unique needs.  Many (insert make here) dealerships know a good vintage (insert the same make here) shop and will recommend them to anyone. Yes, I’ve seen it happen! Most importantly, Hans and Franz will always encourage you to work your ABS.

“Hear me now, and believe me later: WORK YOUR E36 ABS!  ARE YOU A GIRLY MAN?” 

 

Send your queries to sajeev@thetruthaboutcars.com. Spare no details and ask for a speedy resolution if you’re in a hurry.

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