Mobile Air Conditioning

Society (MACS) Worldwide

Andrew Fiffick
Chairman & CEO
chairman-macs@macsw.org
Elvis Hoffpauir
President & Editor-In-Chief
elvis@macsw.org
Steve Schaeber
Technical Editor
steve@macsw.org
FEATURES Marion Posen
VP Sales & Marketing
marion@macsw.org

16 Riding the hybrid HVAC wave Laina Forcey

Graphics & Design Manager
laina@macsw.org

Hybrid & electric vehicle air condi- Corporate Offices

16 tioning compressor hardware, power

Mail To: P.O. Box 88, Lansdale, PA 19446
Ship To: 225 S. Broad St., Lansdale, PA 19446

20 controls & diagnostics

Phone: (215) 631-7020 •Fax: (215) 631-7017
E-mail: membership@macsw.org

June 2019, Volume 19, Number 5

COLUMNS ACtion magazine is published eight times per

year by the Mobile Air Conditioning Society
(MACS) Worldwide, 225 S. Broad Street, Lans-
Outlook — Andrew Fiffick 6 dale, PA 19446.
While MACS Worldwide takes reasonable steps
to make sure that the information reported in
Service Port — Steve Schaeber 8 ACtion is accurate, errors can still occur. The
accuracy of all information contained in ACtion
should therefore be independently evaluated by
Leonard’s Law — Keith Leonard, Esq. 10 the reader. Since conditions of its use are outside

20 Virtual View — Angie Kilbourne 12

of the control of MACS Worldwide, MACS World-
wide assumes no liability for the use of such in-
formation or any damages incurred through its
use or application. Nothing contained in such
information is to be construed as contractual or
Last Watch — Elvis Hoffpauir 30 provide some form of warranty on the part of
MACS Worldwide.
The opinions expressed in guest editorials are not
necessarily endorsed by MACS Worldwide. MACS
Worldwide is not responsible for any claims made

DEPARTMENTS in or by advertisements or press releases pub-

lished in ACtion.
All company names, products and product
Cooling Corner 14 names, emblems, logos, images, trademarks,
service marks and trade dress appearing in this
magazine are the property of their respective

30 Industry News 24 owners and are protected under federal laws of

Our cover photo is courtesy
of General Motors
and features a 2019
Chevrolet Bolt.
the United States and international agreements.
Unauthorized use is prohibited. The ACtion logo
By the numbers 25 and MACS globe emblem are property of MACS
Worldwide.
Association News 26
Reproduction of contents without permission is
prohibited. Send requests for permission to copy
New Products and Services 28 or reprint to Editor@macsw.org or to ACtion
Magazine, Box 88, Lansdale, PA 19446.

Non-member subscription rates: one year (seven

MACS Affiliates: issues) – U.S. $25; Canada/Mexico $40; interna-
tional surface $45; international air $55.
Mobile Air Conditioning Society Mission Statement
To be the recognized global authority for the mobile air conditioning and heat transfer industry by: Send subscription mail, including address chang-
• Providing training and education for the mobile air conditioning and heat transfer industry. es, to ACtion, P.O. Box 88, Lansdale, PA 19446 or
• Providing a forum for exchange of trade information on a regional, national and international basis. editor@macsw.org.
• Facilitating business between all segments of the industry.
• Providing information on legislative and regulatory initiatives that affect the industry and advocating For advertising contact Marion Posen:
for the industry to legislative bodies. marion@macsw.org or 215-631-7020 x304.
H.G. Roebuck & Son, Inc.
4987 Mercantile Road
Baltimore, MD 21236

www.macsw.org macsworldwide.wordpress.com 2004-12

IAMA
Awards
ISSN 1949-3436 Winner
4 ACTION • June 2019
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 Andy Fiffick

The future is coming,

whether you like it or not

T
his issue of MACS AC TION ™ magazine is devoted to editorial high-
lighting hybrid, electric and alternative fuel vehicles.

Whenever we discuss these technologies, the prospect of where they will

take us in the future comes to mind. Here we are coming up on the year
2020. Where are the flying cars we watched with glee on The Jetsons and
dreamed of piloting?

Well, if you listen to certain entrepreneurs, such as Elon Musk, some of

those dreams may come true sooner than we expect. In a recent presentation
to Tesla investors, it was reported Musk discussed Tesla having the best
manufactured full self-driving computer to propel its owners to relinquish
their place behind the steering wheel in favor of letting the car do all the
work of navigation and transportation. Musk told his investors he felt this
would happen by 2020, a very ambitious prediction.

Over the years, I have read Musk’s proposals with both amusement and
amazement. While many of his ideas sound unbelievable and impractical,
I admire a person who keeps coming up with the incredible. If you’ve seen
his Spacex rockets launch and then land on a target, well, Jetsons, here we
come.

Embracing hybrid and electric vehicle technology is important for all

automotive service and repair shops. We must attend the training, learn the
relevant information and understand the safety aspects of working on these
cars. One way to get started is to take a break and read the excellent articles
in this issue of MACS AC TION ™ magazine from Dr. Mark Quarto of Quarto
Technical Services and Dave Hobbs of Delphi Technologies. Both of these
subject experts contributed feature articles I think you’ll find worth the
investment of your time.

It’s time to plug-in and connect to the future. ❆

Andy Fiffick
andy@macsw.org

6 ACTION • June 2019

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 yf ‘round the world
Steve Schaeber
L
ast month I surveyed a few of our most far away (from me)
members, to find out how (and if) R-1234yf is being used
in their part of the world. What I found was expected in
some cases, but in others, quite shocking. Here’s the report:
Australia: Interestingly, yf is quite rare here and cars we know
to have it are not labelled (Peugeot and Citroën). Recent examples and
some very surprising inclusions: Hyundai Kona Electric, Tesla Model
S, BMW M50d, Holden Commodore (new German imported version),
Holden (GMC) Acadia, Hyundai i30 Fastback N, Land Rover Discov-
ery, and Volvo XC40 - all use R-134a. Despite having officially entered
the HFC phasedown, there’s no requirement or incentive yet for vehicle
manufacturers to send models here with R-1234yf. The Holdens are most
astounding, especially the Commodore, as it’s built in a yf market with a
tiny volume shipped to Australia and they’ve gone to the trouble of using
a different refrigerant.
Belize: A select few have made their way across the Jewel, including a
2015 Ram and 2017 Jeep, although gas supplies are not yet readily avail-
able domestically.
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Europe: R-134a has not been allowed in new vehicles since 1/1/17,
which means that (other than a few low volume Daimler and VW/Audi
models that use CO2 / R-744), all new models have been filled with R-
1234yf. Although R-134a is still available for workshops to service the
existing fleet, with import quotas being tightly regulated, prices have been
going up. One shop in England reports working on 5 yf vehicles for every
24 with R-134a, mainly Audi, Citroën, Ford, Hyundai, Peugeot and Volvo.
Guatemala: Slowly but surely, yf is making its way down through
Central America, and we’ve been told that MY2016 Fiat 500s and many
Hondas (Civics and CR-Vs ranging from 2015 through 2019) are being
imported from the US with yf. One MACS member shop has also ser-
viced yf vehicles that came in from El Salvador. Others include the Cadil-
lac Escalade, Chevy Camaro, Jeep Cherokee and Grand Cherokee.
Japan: Toyota is the only domestic OEM that’s using R-1234yf at
this point, and they only just started installing it in 2019 model year Lexus
and Toyota vehicles. Lexus uses it in the fifth generation LS and LS hybrid
models, as well as their seventh generation ES. Meanwhile, Toyota cools
their Crown and Crown hybrid (Gen15), Century (Gen3), Corolla sport
(E210) and Corolla sport hybrid (Gen1) models with R-1234yf. Honda
and Mitsubishi at this point are still watching the market to see when they
will use the gas in the future. Vehicles imported into Japan with yf include
the Fiat 500, 500X, Panda and Abarth, Alfa Romeo Giulia, MiTo and 4C,
Jeep Renegade, VW up! GTI, Ferrari 488 GTB, Spyder, GTC4Lusso,
812, F12 and California T, along with one Chevy and three Cadillac mod-
els, too.
Mauritius: Even in this most remote of places can yf be found in new
model vehicles. I emailed a MACS member on the island, expecting to
learn that they had only heard of (but had not yet seen) R-1234yf. To my
surprise her response said, “We had one Mustang that came in to our shop
with R-1234yf.” And in case you were wondering, yes, they do have a
J2843-compliant R/R/R machine!
New Zealand: Shops report seeing about 5 yf cars per week, includ-
ing Citroën, Ford Endura, Hyundai Ioniq, Land Rover, Peugeot and Tesla.
Nigeria: R-1234yf vehicles have been on the continent since 2014,
when shops first started seeing Range Rovers come in with the refrigerant.
Since then there have been many others, including Toyota.
Uruguay: The new refrigerant has been in South America for a few
years, first arriving in European brands like Peugeot and Renault. Today
it can be found in several models, including the Nissan Qashqai, Jaguar X
Type, Peugeot 208, Renault Clio and Citroën C4 Cactus.
Note: Any place I missed? Please let me know! We’d love to hear
about how yf is being used in your part of the world. Thanks for reading! ❆
Steve Schaeber
MACS Technical Editor
You can reach Steve at
steve@macsw.org
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 Keith Leonard,
Debris and border wars
Esquire
A
nother Earth Day has passed, and
most people have some feelings
about climate change; just post any-
thing about it on social media, and be ready for
the responses. Regardless of your thoughts on
the issue, remember, we cannot simply move
to another planet.
In April, the United States Environmen-
tal Protection Agency (“EPA”) released its
“Planning for Natural Disaster Debris” report
in which it advises local governments to start
planning for climate change. The EPA notes
in this report: “According to the 2014 Nation-
al Climate Assessment, which is a detailed
report on climate change impacts on the U.S.,
climate change is expected to increase the
frequency and intensity of some natural disas-
ters. The amount of debris generated by natu-
ral disasters, and the costs to manage it, will
likely increase as a result.” The EPA further
indicates, “climate change [is] expected to
increase the frequency and intensity of some
natural disasters.” The EPA recommends that
community planners address the debris-relat-
ed challenges resulting from climate change,
such as increased quantities and types of de-
bris, to increase their communities’ resilience
to projected climate change impacts.
In November 2018, the U.S. Global
Change Research Program’s Fourth National
Climate Assessment report was released (on
Black Friday) to the public. This federally
mandated report was the product of contribu-
tions of thirteen federal agencies, along with
university and commercial scientists. Among
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10 ACTION • June 2019
the findings in that report is that global ac-
tion to significantly cut greenhouse gas emis-
sions can substantially reduce climate-related
risks and increase opportunities for the most
vulnerable populations over the long term.
Meanwhile, cars and light trucks currently ac-
count for some sixty percent of emissions of
greenhouse gases in America.
Last August, the EPA introduced regula-
tions to roll back fuel-efficiency standards
adopted under President Barack Obama’s
administration. The EPA is also seeking to
repeal the federal statutory waiver that has
allowed California and thirteen other states
(which collectively represent about one-third
of the United States auto market) to set stricter
standards for emissions of climate-changing
greenhouse gases, and zero-emissions electric
vehicles, than the rest of the nation. In support
of the rollback, administration officials argue
that the rollback will reduce traffic deaths by
about 1,000 per year. Their argument is that
stricter emissions and fuel-efficiency stan-
dards would make new cars so expensive
that many Americans would keep their older
vehicles, which are heavier and more danger-
ous. The argument is also that relaxing those
standards will keep the costs of cars cheaper.
So, last month the California Air Resources
Board sued the Trump administration in an
effort to obtain the information supporting the
claims by the federal government that the pro-
posed weakening of auto emissions standards
will save lives.
Proponents of the efforts to repeal Califor-
nia’s waiver oppose the current variety of en-
vironmental standards. They argue that every
car to be sold in the United States either has to
meet the most stringent emissions limit in the
country, or carmakers have to design differ-
ent models for different states. Repeal of that
waiver will promote a uniform fifty-state rule.
However, opponents contend that those
arguments only go so far, if accepted at all.
The auto industry is a global one; just walk
through any significantly sized parking lot or
garage and take note of the fact that the cars
parked there are made or assembled in many
areas of the world. In addition, numerous oth-
er countries are pushing ahead with aggres-
sive fuel efficiency rules as well as policies
favoring electric cars. While there remains
some strong resistance to electric cars in the
United States, the sheer size of the market is
pulling the global auto industry toward elec-
tric cars, trucks, and buses.
Since a new car requires about three to
five years of development, some certainty
in the future of environmental regulation is
desirable to automakers. However, the court
battles over the scope and shape of such regu-
lation, which are in their infancy, are expected
to last for years to come. In the face of such
potential regulatory chaos, Gloria Bergquist,
a vice president at the Alliance of Automobile
Manufacturers, recently said, “We could see
a scenario where there are limited choices for
consumers in the high-fuel-economy states,
or a stampede at the border to buy cars in the
states that follow the federal standards,” Will
there be border wars for customers and the at-
tendant problems and costs of enforcement? ❆
Remember that laws are con-
stantly changing and are often
not uniform throughout the Unit-
ed States. Do not place unquali-
fied reliance on the information
in this article. Always contact
legal counsel for detailed advice.
If you have a particular issue,
law or problem you would like to
see addressed in a future column,
please contact me at KLeonard@
LeonardSciolla.com, or Leonard,
Sciolla, Hutchison, Leonard &
Tinari, LLP, 215-567-1530.
CHILLING AFTER A JOB WELL DONE

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Angie Kilbourne
T
here are so many ways to stay in touch
with current customers today, but many
shops still rely on the tried-and-true
email newsletter. It’s cost-effective, and with
the online email marketing tools available today
from a number of vendors, it’s easy and fairly
quick to construct mailings.
But do your customers read them? A bigger
question is, how easy is it for them to read?
Font size matters: Experts agree the most
effective size for print is in the 10 to 12 point
range. However, more and more reading is be-
ing consumed on smartphones, not laptops and
tablets. It’s important to take into account these
smaller screens, advises Mailchimp, an email
marketing service. Consider using these set-
tings:
● Header: 22 to 28 pixels. In digital terms, pix-
els are the equivalent to point size.
● Body text: 16 pixels for longer emails. For
shorter emails, consider using up to 22 pixels.
VDO – A Trademark of the Continental Corporation
12
Passing the squint test
● Line height: 1.4 to 1.5 pixels. This setting
gives the reader a place to rest his eye be-
tween lines and avoids the message having a
“scrunched” look.
● Buttons and other calls to action: Consider
using 46 pixels square. Digital giants Apple and
Google recommend 44 pixels square and 48
pixels square, respectively.
What’s really important is to choose a font
size big enough that readers won’t have to squint
or zoom, yet small enough to not waste screen
space. If you aren’t sure, run a few tests and try
reading the messages on your own smartphone.
Consider font selection: Many times, fonts
are selected because they are recommended or
the person constructing the message has a per-
sonal preference. But what typeface actually
works best online? According to a 2012 study
by writer and filmmaker Errol Morris, read-
ers were more likely to agree with messages
sent using the Baskerville font. Least persua-
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ACTION • June 2019
sive were Comic Sans, followed by Helvetica.
A 2002 study by professors at Wichita State
University’s Software Usability Research Lab
concluded that messages sent using Times New
Roman and Arial were ready more quickly, and
study participants found Arial and Courier the
most legible. No surprise, Comic Sans came in
last.
The type of font also makes a difference
in readability. Serif fonts have little strokes at-
tached to the ends of the main strokes of the
letters. In printed materials, serif text is easier
to read because those strokes help define the
letters. However, online, those strokes tend to
get fuzzy the smaller the font is, making digital
reading more difficult.
A few more tips for email and digital reading:
● Avoid italics. Often, they don’t render well
digitally, making them harder to read online.
● Don’t underline text because readers will
mistake it for a link.
● Choose black type for the main body of text.
● Use the web standards of blue for links
and purple for visited links. Don’t make readers
learn new rules just for your message.
● Use web-safe fonts, including any custom
fonts.
Now, squint at your message: How easy is
that email to skim? According to Nielsen Nor-
man Group’s most recent eye-tracking study,
email newsletters are read word-for-word only
19 percent by recipients. Online readers skim
material 75 percent of the time. So scrunch up
your eyes and squint. Can you see the parts of
your message? Is each section distinguishable?
One trick is to use your formatting tools to make
each section distinct: color; symbols; main and
section headlines; white space; bold text; rules,
dashes and lines; bulleted lists; and short lines of
text. Through eye-tracking studies, readers have
been shown to skip paragraphs, intro text, main-
tenance links, and navigation.
Readers want you to get right to the point
in an email. Put it in the first three lines of text.
Make sure your first bulleted item is the most
important piece you want them to take away.
And ensure your headlines give readers a sense
of what the story is really about. It’s all about put-
ting your message where their eyes are. Draw
their attention with headlines and make sure the
most important point is in that first sentence. ❆
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 Bolt EV Heater Performance
By Steve Schaeber, MACS Technical Editor
S
ince they were first released to dealers back in December 2016, GM
has sold more than 46,200 of its Chevrolet Bolt electric vehicles in
the United States and Canada. The manufacturer’s best year was
2017 with sales just below 23,300. So far, 2019 looks like it may beat
those numbers, especially with gas prices on the rise as Americans seek af-
fordable means of daily transportation to get them back and forth to work.
While these high tech electrics might get great mpg-equivalent num-
bers during relatively mild spring and fall months (when A/C cooling
and heating demands are lower), they definitely use more energy during
summer and winter to both heat and cool the passenger cabin (which ef-
fectively lowers the number of miles they can drive during those periods).
During colder months, customers demand good heater performance,
and some may bring their vehicles in for service with a complaint of no
heat coming from the vents (accompanied by an SHS “service heater
soon” message on the driver information screen). Further diagnosis may
also show technicians a B048E DTC (diagnostic trouble code) for an
“Auxiliary Heater System Malfunction.”
The cause could be due to some cabin heater control modules that
may have limited operation due to an internal circuitry lockout, which
causes only a part of the cabin heater module to operate. This leads to
reduced heating system performance.
Technicians should first ask the customer if they noticed any changes
in the heating system during the past three or four key cycles, and next
inquire if they charged their vehicle during those past cycles, what type of
14 ACTION • June 2019
charger did they use? Also, determine if the customer used remote start
or pre-conditioning in the last few key cycles. Their answer may indicate
the need to reset the cabin heater control module.
GM has documented the procedure in its TSB # 17-NA-063: No Heat
or Low Heat with DTC B048E Set. Service procedures include first dis-
abling the high voltage system, then disconnecting the K10 coolant heater
control module connector X1 (without disconnecting the low voltage X2
connector to the module). Then, with the HV X1 connector disconnected
and the low voltage connector still connected, re-enable the HV system.
Restart the vehicle, turn cabin heater controls to MAX heat with full
blower speed and monitor heater performance for 60 seconds. Then key
off the vehicle, wait for all modules to go to sleep and disable the HV
system. Reconnect the K10 coolant heater control module connector X1
and reenable the HV system. Again, restart the vehicle and turn the cabin
heater controls to MAX / full blower and monitor system performance
for 60 seconds. Verify if the cabin heater control module has reset cor-
rectly by turning the vehicle off, removing the key from the cabin and
waiting at least three minutes after all lights turn off on the inside, indicat-
ing that all modules have gone to sleep.
At MAX temperature, your scan tool should show a temperature
above 130°F (which can be verified with a thermometer placed in the
dash outlet vents). However, if heater performance is still below 130°F,
there may be air trapped in the heater coolant circuit. ❆
 Riding the hybrid HVAC wave
By Dave Hobbs

H
ow are your HEV (Hybrid Electric Vehicle) / EV (Elec-
tric Vehicle) HVAC service skills? Are you an expert ser-
vicing them regularly or do you avoid the rising HEV /
EV service opportunity altogether? A recently published forecast
stated that the number of electric vehicles may grow from 3 mil-
lion to 125 million by the year 2030. That kind of increase will

Photo by Dave Hobbs

present a tidal wave of new technology as these vehicles begin to
require service. HEVs have been around for over 19 model years
and currently number in the millions with a huge share of models
out of warranty now.
Since any vehicle utilizing a combination of gasoline and electric
power sources presents challenges for engineers seeking to maximize fuel
economy and lower emissions, it stands to reason such challenges are also
passed along to those of us who repair them. One of these challenges
involves HVAC systems. Regarding the “H” for “Heating” in HVAC,
Figure 2a: is Honda’s electric compressor with part of the compres-
many HEVs running at lower road speeds in electric mode may need hot sor’s displacement supplied via a traditional belt drive and the
coolant moving to the heater core when their gas engines aren’t running. rest via a high voltage DC supply connection. A data bus signal
Electric heaters are gaining in popularity as are 12-volt auxiliary coolant then commands the compressor’s built in DC-AC inverter to supply
pumps to keep the engine’s hot coolant flowing to the heater core in idle power to control the electric portion of the compressor.
stop / EV mode. (Fig. 1) The conventional belt driven compressor makes
the “AC” in HVAC difficult when a HEV’s gas engine is in auto stop, as
well. The result is a choice to either keep the HEV’s gas engine running
during heavy A/C cooling periods or electrify the A/C compressor to run
Photo by Dave Hobbs

Courtesy Denso
off the HV (High Voltage) battery pack.
Prius HVAC System Complexities Courtesy Toyota

Figure 2c: is high voltage DC

supplied compressor with
Figure 2b: is used in all GEN II integrated DC-AC inverter.
(2004-2009) Toyota Prius applica- This particular compressor
tions. The main traction motor
was used on the GM 2-Mode
inverter board has a separate DC-
AC (3-phase) circuit that controls (full size hybrid SUVs and
the output of AC to the electric Pick-Ups) as well as the
compressor. co-engineered BMW and
Daimler-Chrysler variants
Malibu / Saturn Vue / Saturn of this platform. This style
Aura) (2005-2007) of high voltage electric
• GM 130-volt E-Assist (BAS compressor has become the
standard with most HEVs
Plus) Chevy Malibu and Buick
and EVs now.
Regal (2012-2014)
• Honda Hybrid Models (ear-
Figure 1: Engineering changes with HVAC systems on Hybrids and ly to mid-2000s and all Insight models prior to 2019)
Electric Vehicles presents many changes and challenges for today’s Type 2 - Combo Belt and DC Supplied (Integral DC to 3-Phase
technicians.
AC Inverter) Electric Compressor (Fig. 2A)
Let’s take a moment to begin our service info focus with the variations • Honda Hybrid Models (2005–2007 Accord Hybrid and 2006–
in A/C compressors used on most HEVs on the road today. 2015 Civic Hybrid)
Type 3 - High Voltage AC Supplied (3-Phase) Electric Compres-
Hybrid A/C compressors
sor (Fig. 2B)
Type 1 - Conventional Belt-Driven Compressors
• Toyota Prius Generation II (2004-2009)
• Toyota Prius Generation I (2001-2003)
Type 4 - High Voltage DC Supplied (Integral DC to 3-Phase AC
• Ford 1st and early 2nd Generation Escape / Mercury Mariner
Inverter) Electric Compressor (Fig. 2C)
Models (2005-2010)
• Most All Other HEVs and EVs
• GM 42-volt BAS (Belt-Alternator-Starter) Chevy

16 ACTION • June 2019

 Riding the hybrid HVAC wave

Hybrid component summary &

Courtesy Salisbury by
Safety considerations
If OEM service info has led you to the replacement of any of the electric
A/C compressors (Types 2, 3 and 4), utilize the factory safety precautions

Honeywell
when working with any other HV component or circuit. Those precau-
tions begin with shutting down the HV source. HV components include
the HV battery pack and power electronics. Power electronics consist of
the inverter (changes DC-AC and vice versa) and DC-DC converter. The
DC-DC converter lowers high voltage DC to 14-volts DC performing the

Courtesy Ford Motor

job of a conventional vehicle’s alternator. The HV system also includes
electric motors such as MGs (Motor/Generators) inside the transmission/
transaxle, belt mounted MGs with orange cables leading to them and of
course electric A/C compressors. An important reminder; orange is the

Company
universal color to indicate potentially injurious or lethal voltages running
through cables. Touching any bare terminal / circuit over 50 volts (DC) or
30 volts (AC) can injure or kill you even if the current is less than 1 amp!
ALWAYS follow the vehicle manufacturer’s directions on ALL safety
procedures / personal safety equipment (Fig. 3A, 3B & 3C) whenever you

Courtesy Fluke Instruments

approach diagnosing or repairing high voltage circuits / components on
HEVs/EVs. A safe and thorough alternate method for powering down
any HEV/EV is the Universal 7-step method. To perform, follow these
steps in the order listed;

Universal HEV/EV power down method

NOTE: method does NOT apply to vehicles without a HV service
disconnect plug / switch
1. IGNITION OFF - Turn off ignition switch / power button.
2. KEY REMOVAL - Remove key / fob from vehicle.
3. 12-VOLT BATTERY - Remove the negative cable from 12-
volt battery’s post (prevents any subsequent power up of HV sys-
tem).
4. SAFETY GLOVES - Inspect/test and put on HV Class
0/1,000-volt-rated gloves along with leather cover/sheaths to pro-
tect the gloves from damage. Test by determining if they hold air.
5. SERVICE PLUG / SWITCH - Remove vehicle’s HV system
service disconnect plug / turn off HV battery switch (Fig. 4A &
4B).
NOTE: these plugs are almost ALWAYS on the HV battery pack
itself. Honda (until 2018) and GM BAS (blue cables = intermedi-
ate voltage) along with GM’s orange cable BAS Plus/E-Assist are
equipped with a switch on their HV battery packs.
6. HV CAPACITOR BLEED - Wait 10 minutes – this allows the
HV capacitors connected to the DC high voltage lines inside the
inverter to bleed off in the rare event they don’t bleed off via the
active circuits designed to render them harmless within seconds of
switching off the ignition.
7. HV VOLTAGE TEST - Remove access cover / connector (with
HV safety gloves on) to expose HV terminals. Perform Live/
Dead/Live test to verify the components being serviced are no lon-
ger live with high voltage. This test involves using your Category
III / 1,000-volt rated DC meter to measure;
a. Known good 12-volt source (to determine your meter is
connected / functioning properly)
b. High voltage device / circuit under test (should be 0-volts)
NOTE: if voltmeter is an auto ranging type meter you should
Figure 3a, b, c: the high voltage source has been shut down. It’s also
a VERY good idea to have a high voltage insulated emergency 6 or 8
foot safety hook (Fig. 3B) in the bay when servicing the high voltage
side of any HEV / EV system. In the event a technician is exposed
to high voltage making him/her unable to release the high voltage
component, the insulated hook can be employed by a fellow techni-
cian w/o the risk of shock to the rescuer. Ford actually mandates this
tool’s presence in the service bay labeling it as a “Technician Release
Tool”. Any voltmeter used on typical hybrid vehicles must be rated
as “Category III / 1,000 Volts”. The meter in this photo (Fig. 3C) is a
Fluke 1577, which also includes a high voltage leak insulation tester
(a.k.a. megohmmeter or megger for short) that can induce up to
1,000 volts (at safer low currents) in order to determine which high
voltage cables / components on a vehicle have even the slightest cur-
rent leaks to ground.
manually select the various ranges to thoroughly de-
termine if the device under test is truly dead. Personal
experience with Fluke and other quality brand meters
has shown that high voltage will sometimes not get
picked up while in auto ranging mode.
c. Known 12-volt source (to double check your me-
ter’s capability to measure voltage).
When all steps are performed properly to power down (and
verify) a HEV/EV’s HV circuit / component, you can then re-
move the cumbersome safety gloves and replace with whatever
type you prefer to use (nitryl, latex, canvas, etc.) for your normal
service routines. The HV safety gloves should be checked prior
to being returned to their canvas storage case to ensure they’re
June 2019 • ACTION 17
 Riding the hybrid HVAC wave
Photo by Dave Hobbs

Photo by Dave Hobbs

Figure 4a & b: Service disconnects vary in design. The tradi-
tional switch on most Honda battery packs recently evolved
into the orange service plug (Fig. 4A) similar to Toyota and
other OEMs. Removing the plug / turning off the switch cuts
the battery voltage in half. This still allows ample voltage
(inside the HV battery pack assembly) to injure or kill you on
most HEVs / EVs. The battery pack’s safe guards, however, will
detect this lower voltage and NOT allow the relays (HV contac-

Courtesy American Honda

tors) to turn on to supply high voltage to the rest of the vehicle.
This makes the remainder of the vehicle safe for service but
will NOT make the battery pack (removed from the vehicle w/
case off) safe to handle w/o proper safety gloves. Always store
battery packs with plug removed (red arrow on Fig. 4B) and a
HV danger sign!

Figure 5b: 2nd page of Honda’s compressor oil chart. ND-

OIL 11 is Denso’s electric compressor oil as is SE-A2 (POE) on
Sanden compressors. The di-electric nature of these POE oils
are unique to the oil p/ns.

Summary
If factory service info directs you to replace an electric com-
pressor on an HEV, you’ll want to make sure you use the EX-
Courtesy American Honda

ACT compressor oil the manufacturer calls for (Fig. 5A & 5B) to

Figure 5a: 1st page of Honda’s compressor oil chart. Note
that there a few Honda compressors running POE oils that are
not HEV/EV applications. There are also a few HEV applica-
tions that are mechanical compressors using normal PAG oil.
Polyester oil was around long before electric compressors and
is used in everything from jet turbine engines to motion picture
film cameras. It is also hygroscopic – meaning it absorbs
moisture just like PAG and PVE oils.
not damaged and unable to be used on your next hybrid service
job. Even a pin hole in your safety glove can allow high voltage
to jump to your body.
NOTE: Professional glove testing should be performed every
6 months regardless of how often (or seldom) you’ve worn the
gloves. Cost for this service is very minimal.
Courtesy Denso
Figure 6: Denso’s ND8 is basically PAG 46. The commonly
held misconception regarding the taboo of getting PAG oil in
an electric compressor pertained to the hygroscopic nature
(absorbs moisture) of PAG oil. Actually, most all refrigerant oils
are hygroscopic including the POE and PVE oils used in electric
compressors for both transportation and fixed refrigeration.
The key is the oil’s resistive nature to electric current as shown
in this Denso chart. Even 1 % PAG in the system lowers the in-
sulation resistance of an electric compressor’s motor windings
from over 10 Megaohms to under 1 Megaohm. A Megaohm
is plenty of resistance to prevent electrocution but not high
enough for the sensitive watchdog circuits (high voltage leak/
isolation) on HEVs and EVs with systems running over 50 volts.

18 ACTION • June 2019

 Riding the hybrid HVAC wave

avoid false triggers on any of the vehicle’s complex high voltage
isolation fault detection safety circuits. The difference in the re-
sistance among compressor oils (Fig. 6) may not cause a dead
short but it certainly might cause a condition that sets a DTC and
shuts off the compressor and/or vehicle! Beyond general safety
and compressor oil considerations, there are volumes of informa-
tion covering the many differences found in conventional vehicle
HVAC systems and HEV/EV HVAC systems. For example, am-
ple cabin air moving across a HEV’s HV battery pack to prevent
performance degradation and DTCs requires as much thought for
service as maintaining cabin air filters for passenger health and
comfort. (Fig. 7A, 7B & 7C) MACS Worldwide continues to
learn and share technical information regarding this challenging
subject within the pages of MACS Action, as well as monthly
MACS Service Reports, and of course live training events. Don’t
let the hybrid vehicle wave pass you or your repair shop by! ❆

Figure 7a, 7b, 7c: Hybrid battery pack setting DTCs . . . time to
replace? It may just be lint on the vent! All HEVs and EVs have high
voltage battery packs that require cooling. Most are air cooled with
blower motors (Fig. 7B) moving air through ducts that draw fresh air
from vents (fig. 7C) as shown in this Toyota Prius TSB (2013-2015)
T-SB 0013-14. A high-voltage battery pack performance code P0A80
can set when one or more of the battery modules has a different volt-
age / performance footprint from the others (think shorted cell on a
12-volt battery) or when the BCM (Battery Control Module) is faulty
or when the battery’s performance has been degraded due to poor air
Courtesy Toyota

cooling. Look for signs of debris at the vents, clean and / or replace
any filters / screens first, then inspect / clean the blower motor’s squir-
rel cage (Fig 7A) and any related duct work.

ATCO and ALMA are leaders in the mobile air conditioning industry with the
end goal to keep vehicles cool when it matters most.

ALMA
LMA Products
P d (APCOAIR)
APCO ATCO Products
Alma Products Company is a certified manufacturer and ATCO Products is a tubing and hose assembly manufacturer of
remanufacturer of high quality automotive components and high quality automotive and heavy duty truck components and
assemblies. Our customers trusted Alma Products to meet assemblies. Our customers have relied on ATCO Products to meet
warranty service parts requirements and OE production their Aftermarket & OE production components, in and out of
component requirements for more than 75 years. warranty service and parts requirements for more than 50 years.

www.AlmaProducts.com www.AtcoProductsInc.com
989.463.9269 Alma, MI 972.842.8178 Ferris, TX

June 2019 • ACTION 19

 Hybrid & electric vehicle air con-
ditioning compressor hardware,
power controls & diagnostics
By Dr, Mark Quarto
F
or more than 15 years, hybrid and electric
vehicles have been using electric air con-
ditioning compressors. The reason for the
use of these air conditioning (A/C) compressors
is rooted in the stop-start operation of the hybrid
vehicle, or in the fact that an electric vehicle has
no engine to rotate an A/C compressor. The A/C
system consists of 3-Phase electric compressor
(EC), 3-Phase power inverter module (PIM),
and the associated control system. The remain-
der of the A/C system consists of the traditional
components (i.e., TXV, evaporator, condenser,
etc.). The EC has been constructed with two
basic designs: 1) without an integrated 3-Phase
PIM and, 2) with an integrated PIM. Although a
system can use either type, the operation is near-
ly identical. The A/C EC unit is 3-Phase (wind-
ings), which permits a more efficient and higher
torque electric machine to circulate the refriger-
ant. Most automotive A/C EC are rated in the
range of 1.8 kilowatts – 2.4 kilowatts (kilowatts
- kW). Most belt-driven A/C compressors are
rated in the 4.0kW – 5.0kW range. Therefore,
belt-driven A/C compressors can remove more
heat from the vehicle cabin.
A/C compressor with integrated PIM
A/C compressor hardware
The EC is a simple device with only two
main components, the rotor and stator. Most
3-Phase EC used in A/C systems use 8-pole ro-
tors (eight magnets) that permit higher speeds
while applying good torque levels to compress
and suction the refrigerant throughout the A/C
system components. The stators are the com-
mon “Wye” wound stator. This means there are
three separate wire winding circuits connected
to a neutral point to form a Wye configuration.
The windings are connected to three points in
20 ACTION • June 2019
the A/C PIM for control. No speed sensor is
necessary for the compressor, as there is no need
for independent control of speed and torque.
However, speed sensing can be accomplished
without a sensor by using PIM current sensor
inputs.
A/C compressor and 8 pole rotor
3-Phase “wye” connected stator winding
The A/C EC Scroll compressor does not
use traditional valves as do most conventional
A/C compressors. Its Scroll system uses only
a simple metal valving system to control gas
flow entering and exiting the compressor head
assembly
Scroll compressor head and valve assemblies
The primary advantages of a Scroll com-
pressor are significant: 1) no volumetric losses
through gas re-expansion, 2) no valve losses
(Scroll compressors do not use traditional
valves), 3) nearly constant compression, and 4)
it can handle some liquids. Though scroll me-
chanical mechanisms are simple, they permit
high speed and lower noise operation.
Scroll compressor compression cycle
The motor windings have traditionally been
cooled by low side A/C refrigerant gas and use a
low hygroscopic Polyol Ester (POE) oil for the
purposes of the increasing electrical isolation
between the HV motor windings and vehicle
chassis ground. This is an important point, as
Polyalkylene Glycol (PAG) oil (found in con-
ventional A/C systems) is approximately four
times more hygroscopic than POE oil. More-
over, Denso performed a study, which indicated
if the POE oil was contaminated with only 1%
PAG oil, it would lower the oil insulation resis-
tance level from 10MΩ to 1MΩ. Therefore, it
is evident this is a critical step to ensure PAG
oil does not contaminate the A/C system. Sig-
nificant decreases in insulation resistance (due to
incorrect oil usage, winding magnet wire insula-
tion or, EC motor slot insulation) will reduce the
electrical insulation to a level below the Federal
Motor Vehicle Safety Standard (FMVSS) 305
and/or the Society of Automotive Engineers
(SAE) J1766 Standard, resulting in a HV system
isolation fault. The FMVSS Standard permits
either a 500Ω/Volt or 100Ω/Volt Direct Current
(DC) fault level. The J1766 Standard permits a
DC fault level of 100Ω/Volt. For example, if a
hybrid/electric vehicle is equipped with a 300V
battery pack, the threshold for tripping a DTC
would be: (500Ω) (300V) = 150,000Ω. An
“isolation fault” is a safety related fault triggered
by high electrical energy leakage to the vehicle
chassis. This would result in the loss of electric
propulsion (and loss of engine cranking for most
hybrid vehicles).
A/C compressor controls
Most EC systems use an integrated PIM
procedure with two connectors located on top
of the compressor assembly. The large connec-
 Hybrid & electric vehicle air conditioning compressor hardware,
power controls & diagnostics

tor is for a HV electrical power connection, and
the other controls communications (i.e., LIN or
CAN bus). If the A/C PIM is not integrated into
the EC, it has been traditionally located in the
main electric traction system power inverter.
This permits an easy A/C HV connection, which
reduces high voltage wiring requirements. The
traditional location for EC systems with a non-
integrated PIM is on the bottom (underneath)
side of the electric traction system power in-
verter.
uses a 3-Phase electrical connection, thus there
are three separate connections between the A/C
PIM and the EC. The motor drive circuit con-
tains six connection points to the stator winding
situated within the PIM transistor drive network
(6-pack motor drive). Specifically, there are two
connections to each phase of the 3-Phase EC.
Each phase of the EC motor will be connected
to two power transistors (Insulated Gate BiPolar
Transistor - IGBT). Connecting two IGBT’s to
each phase permits the control system to create
a sine wave signal and then transfer it to the three
EC motor phases by using the IGBT’s.
to create them. The controller then translates the
vector coordinates to software messages used
to create three separate Pulse Width Modulated
(PWM) voltage output signals, which are sent
to each IGBT Gate to transfer electrical power
signals to the A/C EC stator. When the IGBTs
transfer electrical current to the stator, most of
the switching points involve all three phases.

A/C EC stator winding switching

(limited 30° switching cycles shown)

A/C compressor electronic motor
drive control circuit
The PIM houses the electronic hardware
and control software used to control the torque
and speed of the A/C compressor. The PIM
PIM 6-pack motor drive circuit
The sine waves are produced by a software
sine (look-up) table that features math functions
The three PWM voltage signals control
the commanded level of electrical current sent
to each of the three EC motor phases. More
electrical current means more EC output torque.
Current and torque can be nearly linear in elec-
tric motor control. The speed of an electric mo-

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June 2019 • ACTION 21
Hybrid & electric vehicle air conditioning compressor hardware,
power controls & diagnostics
tor in an automotive application is controlled
by the frequency (Hertz – Hz) of the signal.
Higher Hz means the EC motor will rotate at
a higher speed. The typical automotive A/C
EC speed control ranges are 0-50Hz (between
0-1000rpm) to 375Hz (@ approximately 7,000
rpm). There are EC applications that operate at
higher Hz ranges.
Sine wave creation by using PWM controls
The PWM voltage signals will determine
the Hz and amplitude of the current (torque) in
all three phases. When viewing the three phases
on an oscilloscope, they should each have the
same symmetry. Symmetry means amplitude
and waveform widths should all be nearly iden-
tical. Symmetry identification is one of the most
important aspects of sine wave diagnostics.
Since compression in a Scroll compressor is
nearly constant, the torque of the compressor at
any given speed is constant, which means, the
electrical current at a given speed will be nearly
constant during its rotational cycle. Therefore,
the only metric that changes significantly during
the system operation is Hz.
As a quick review, Root Mean Square
(RMS) is conversion of AC current to a DC
equivalent quantity (number) that determines
the “effective electrical current” that can per-
form work.
Analysis and diagnostics
NOTE: When connecting to a HV system
to perform analysis/service/repair, the first con-
sideration is safety. Please ensure that you have
been trained in how to safely interface with HV
vehicle systems, use HV Safety (Class 0) gloves,
and refer to the OEM service information before
commencing testing or repair.
Analyzing and diagnosing the A/C EC com-
pressor is a very simple process. It involves the
use of an oscilloscope and current clamp and a
laptop, if necessary. The current clamp(s) will
permit the technician to acquire AC or DC
waveforms, and then analyze the acquisitions
to determine the operational health of the com-
pressor and its drive system. When acquiring
AC signals from vehicles with external A/C
EC PIMs, the application of three AC current
22 ACTION • June 2019
clamps is necessary to acquire the signals. En-
sure that a low scale is used on the current clamp
to acquire lower currents (i.e., 0-10 amp scale).
Oscilloscope and 3 AC current clamp
testing set-up
Schematic of the external PIM testing set-up
The equipment set-up to acquire the wave-
form and example waveform indicates that the
sine wave peak to peak is 17.59 Amps; RMS
current a technician views on a DVOM with
an alternating current (AC) current clamp is ap-
proximately 6.2 Amps. The frequency of this
stator waveform is approximately 350Hz. The
acquisition of the A/C EC with the AC current
clamps provides a fantastic view of the sys-
tem. Remember, look for waveform symmetry
(amplitude and waveform width), and measure
the current. When measuring the peak to peak
current, multiply it by 0.353 to convert it to the
RMS value (or use peak current,and multiply by
0.707). Most A/C EC compressors are rated at
1.8kW – 2.4kW. Therefore, the maximum cur-
rent would be approximately 8.0 amps.
3-Phase A/C EC waveform of AC current
capture
Most A/C EC will not permit direct access
to the PIM 3-Phase connections, as the 6-pack
motor drive is integrated into the EC. There-
fore, the only method of measuring A/C EC
phase currents is to access one of the DC wires
connecting the EC and HV. This measurement
must be accomplished with a DC current clamp
and an oscilloscope.
Oscilloscope and DC current clamp
testing set-up
Schematic of the external PIM testing
set-up
In determining the EC electrical state-of-
health, the oscilloscope is preferred. The DC
oscilloscope signature provides a good view
of the 3-Phase EC. Before the EC is powered,
the current will be zero amps. When the EC is
commanded ON, the control system “boosts”
the motor by commanding an inrush current that
is approximately 4-6 times the average operat-
ing current; this overcomes the initial EC iner-
tial load. In some motor applications, the inrush
current can attain close to 20 times the average
operating current. After the initial inrush cur-
rent, the controls will immediately command a
lower steady-state current (based on the com-
manded HVAC input). The three waveforms
shown here indicate the EC boosting current is
between four and five amps and the steady-state
current is approximately one amp. For the set-
up shown, the DC current scale is 10x, therefore,
20 on the scale = 2 amps; 40 = four amps, etc.).
 Hybrid & electric vehicle air conditioning
compressor hardware, power controls &
diagnostics

Oscilloscope DC current capture of A/C EC using integral PIM

After the EC has reached a steady-state current, the oscilloscope provides

a DC waveform of “pulsation ripples” (from voltage produced by the EC sta-
tor windings) that can assist in determining the EC stator winding and rotor
state-of-health. The equipment set-up to acquire the waveform and example
waveform (shown below) indicates that the DC ripple waveform is approxi-
mately 2.0 amps. The ripples are consistent, and are nearly identical through-
out the capture (good EC health). If any ripples show significant increase or
decrease in amplitude, this would signify a problem with the internal PIM,
stator or, rotor. Additionally, the EC may also exhibit some unusual audi-
tory noises (mechanical or electrical) caused by electrical phase imbalances.
Since the A/C EC has an integrated PIM, this would mean the A/C compres-
sor should be replaced as a unit.

Oscilloscope DC ripple waveform from A/C EC with internal PIM

As vehicle architectures continue to utilize more HV electrical power and

power electronic systems, it is vitally important for technicians to learn more
about electronic systems and the software systems that control them. More-
over, understanding these elements is essential to ensure the technician knows
how to use OEM service information, create their own diagnostic tools or
manipulate electronic systems to more easily and definitively arrive at a diag-
nostic result. MACS has partnered with FutureTech Auto to offer a hands-on
Software & Electronics Boot Camp course that addresses this need. Please
consider attending the course to update and reinvent your skills. ❆
June 2019 • ACTION 23

Mark Schmitz celebrates 25 years with
Global Parts Distributors, LLC
Mark Schmitz
started his career in
the automotive air
conditioning indus-
try nearly 40 years
ago, installing and
distributing air con-
ditioning units in
Fort Worth, Texas.
Today, Mark
serves as Research
and Development
Manager at Global
Parts Distributors (GPD) in Macon, Georgia.
During his 25-year tenure with GPD, Mark has
been involved in all aspects of the business in-
cluding product development, purchasing, sales,
marketing, and cataloging.
Mark also serves on the Mobile Air Condi-
tioning Society’s (MACS) Board of Directors.
This diverse experience has made Mark
an instrumental part of the senior management
team at GPD.
“Having a team member like Mark with
our company for 25 years is a significant mile-
stone,” remarked Davey Montford, GPD Presi-
dent. “We couldn’t be prouder to have such a
talented and dedicated employee on our team.”
Hella appoints Fred Snow president of
automotive sales
HELLA GmbH & Co. KGaA appointed
Mr. Fred Snow as president of HELLA auto-
motive sales, incorporated in addition to his
functions as head of aftermarket sales effective
March 1, 2019. This follows a planned hando-
ver process from his predecessor, Henning
Schroeder, to assure a seamless change. Fred
Snow has been in charge of aftermarket sales in
his role as vice president U.S. & Canadian after-
market since 2006. Fred holds a master of busi-
ness administration, is a married father of one,
and has worked for HELLA for 25 years.
“I am excited in my new role to oversee our
24 ACTION • June 2019
aftermarket growth in this area and overall, plus
working to meet the needs of an always chang-
ing market.” said Mr. Snow. “In the aftermarket,
HELLA has a great opportunity to leverage our
OE leadership position in advanced electronics
to bolster our current business. Electronics are
growing in importance to everything automo-
tive and the aftermarket is following suit.”
Standard Motor Products, Inc.
celebrates 100th Anniversary
Standard Motor Products, Inc. (NYSE:
SMP), an automotive replacement parts manu-
facturer and distributor, announced it is celebrat-
ing its 100-year anniversary. The company was
founded by Elias Fife on April 19, 1919.
During the early years of the aftermarket,
Standard Motor Products was instrumental in
helping earn the industry a reputation of qual-
ity and reliability, whether it was with initial
efforts from its salesforce or the introduction of
premium-quality lines such as “Blue Streak”,
which was superior in quality, performance and
durability.
Over the years, Standard Motor Products
has grown by leaps and bounds from the com-
pany Fife launched. Standard Motor Products
now employs approximately 4,400 people, gen-
erates over a billion dollars in net sales, operates
in more than 25 facilities around the world, and
is a leading independent manufacturer and dis-
tributor of replacement parts in the automotive
aftermarket.
Guiding Standard Motor Products’ growth
is a set of core values that have remained con-
sistent from day one: premium quality products
and premium brands, a commitment to basic
manufacturing, world-class training and mar-
keting support, a salesforce second to none, and
a time-tested ability to adapt to the automotive
technologies of the day. But most of all, a com-
mitment to integrity.
Eric Sills, Standard Motor Products’ chief
executive officer and president, and a fourth-
generation descendant of the founder, stated,
“As we celebrate our 100th year in business,
we reflect back on what brought us to where we
are today. Our founders had the foresight to en-
ter this wonderful industry with a strong set of
corporate values centered on taking care of our
customers, and to do so with the utmost integ-
rity. In this highly competitive industry, we owe
our sustained success to both the dedication of
our talented employees, as well as to our loyal
customers. We are committed to entering our
next centennial with the same determination
and ingenuity that has made SMP the automo-
tive market leader that it is today.”
Spectra Premium awarded 2018 sup-
plier of the year award, silver category
Spectra Premium Industries was presented
the 2018 Supplier of the Year, Silver Category
award on April 13th 2019 by Crow-Burlingame
Co./Bumper to Bumper at its 2019 Vendor
Show of the Decades celebrating their 100th an-
niversary in Little Rock, Arkansas.
The prize is awarded as recognition of the
outstanding support in marketing and efforts to
offer new ways to grow the company’s business,
such as the introduction of CAPA-Certified radi-
ators by Spectra Premium to facilitate the entry
into the collision parts market.
“We are delighted and thankful to Crow-
Burlingame Co./Bumper to Bumper in receiv-
ing this recognition. This award reflects the
teamwork from the Spectra team in servicing
its customers and going above and beyond
their expectations,” said Collin Francis, vice
president of Sales and Marketing, Aftermarket
USA. “We take the opportunity to congratulate
Crow-Burlingame Co./Bumper to Bumper for
reaching an impressive centennial milestone as
a family-owned company and look forward to
the continuation of our great partnership in the
hands of a new generation.”
Red Dot names Nick Janus as chief
executive officer
Red Dot Corporation, a global leader in
heavy-duty mobile HVAC manufacturing, is
pleased to announce that Nick Janus has been
promoted to the role of chief executive officer
(CEO). Having served as chief financial offi-
cer (CFO) and later president of the com-
pany, Janus’ professional background and
breadth of industry knowledge make him
exceptionally qualified to lead Red Dot in
industry innovation and global enterprise.
“It was a unanimous decision to ap-
prove Nick as Red Dot’s new CEO,” said
Steve Mance, chairman of Red Dot’s
board of directors. “He has a strong track
record of leadership at Red Dot, and we
are confident that under Nick’s direction,
the company is poised to continue its legacy as the industry leader
for premium heavy-duty mobile HVAC units and components, de-
livering the highest quality and value to our customers.”
With extensive experience in corporate finance, Janus has held
several senior executive roles in which he was responsible for driv-
ing key initiatives at manufacturing companies. Prior to overseeing
Red Dot’s operations, Janus was vice president of finance at C.C.
Filson Co. in Seattle and served in senior finance positions at Philips
in Boston and Seattle. Working with clients in manufacturing and
construction at Moss Adams reinforced his knowledge and expertise
in the industry, as well.
Janus joined Red Dot in 2015 as its CFO, later acting as gen-
eral manager of its European and Chinese operations, and finally
assuming the role of president in 2018. Under Janus’ leadership,
Red Dot has significantly expanded and updated its manufacturing
operations to meet unprecedented market demand and redoubled its
commitment to OEM and aftermarket customers worldwide.
“Nick has demonstrated an unwavering commitment to Red Dot,
and no doubt strengthened the trajectory of the company during one
of its most transformative periods,” said Pat Carroll, Red Dot’s vice
president of sales and marketing. “His consistent leadership and di-
rection have not only bolstered internal operations and employee
morale, but also supported our relationships with our most valu-
able stakeholders—our customers. We look forward to 2019 and the
years beyond with Nick at the helm to guide the entire leadership
team as we serve customers across the globe.”
Janus lives in Bothell, Washington, with his wife and two chil-
dren. He has a bachelor’s degree in financial management from
Concordia University, a post-graduate certificate in accounting from
Portland State University and a master’s degree in information sys-
tems from the University of Washington. He earned his CPA from
the state of Washington and received his CGMA designation from
the American Institute of Certified Public Accountants. ❆

Send your Industry News to:

marion@macsw.org.
All releases may be edited.

June 2019 • ACTION 25


MACS training at HQ
MACS has been holding clinics
across the country, and on Thurs-
day, April 25th, we held our home-
town clinic at MACS headquarters in
Lansdale, PA, to present MACS 2019
Mobile A/C Update Clinic. There’s
still time to schedule a clinic in your
hometown; call us at 215-631-7020 x
306 to plan training.
26 ACTION • June 2019
MACS to host high level
automotive training week
The Mobile Air Conditioning So-
ciety (MACS) Worldwide is pleased
to sponsor the Automotive Software
and Electronics Boot Camp with Dr.
Mark Quarto in partnership with Fu-
tureTech Auto at the MACS training
center in Lansdale, PA, September
16-20, 2019.
Top auto repair shops need to learn
relevant new skills related to elec-
tronics, computer software writing
and coding to tackle today and tomor-
row’s repair jobs.
The automotive industry has tran-
sitioned most automotive systems into
the space of advanced electrical, elec-
tronics, and software controls. Ad-
ditionally, hybrid/electric propulsion
and ADAS technologies are requir-
ing technicians to become creative
and skilled in non-mechanical aspects
of the vehicle. Even modern HVAC
systems have experienced advances
in power electronics with the use of
high voltage electric heating, air con-
ditioning, and heat pump components.
Dr. Quarto has addressed the need
for higher level electronics training
for technicians by creating the Auto-
motive Software and Electronics Boot
Camp, an intense five-day training
opportunity that will allow students to
go back to their jobs having learned
the following:
• Know differences and spe-
cific functions of software,
firmware, and hardware sys-
tems.
• Learn fundamental knowl-
edge and skills to build micro-
controller-based control appli-
cations and hardware interface
tools that can be used for moni-
toring, analyzing and/or diag-
nosing most automotive sys-
tems.
• Learn how to use electronic
devices such as diodes, transis-
tors, op-amps, opto-isolators,
voltage translators, logic ICs
etc. to create diagnostic & test-
ing tools with hands-on proj-
ects.
• Learn how electronic devic-
es can be used to augment ve-
hicle circuits and the scan tool
for testing or diagnosing system
faults.
• Learn how to create and
build signal conditioning tools
to interface vehicle systems
with a microcontroller by using
hands-on projects.
• Learn how to write software
 programs to perform specific Show at the Gaylord Opryland
Exhibitor kit now available
diagnostic and testing routines Resort and Convention Center in
that can be used with/without a Nashville, TN. The MACS exhibitor
scan tool. kit is now available to reserve your
• Learn how to code software booth space. Don’t miss MACS 40th
programs to command a micro- anniversary celebration! Visit the
controller to perform functions exhibitor page on MACS website,
to monitor, control, or test cir- or contact Pam Smith, MACS event
Calling all potential exhibitors for
cuits. manager, at 215-631-7020 x 306 or
MACS 2020 Training Event and Trade
• Learn how to create micro- email pam@macsw.org ❆
controller systems that can be
built for use with a scan tool or
on-board vehicle system to ma-
nipulate systems operation for
the purposes of circuit analy-
sis and diagnostics without the
need for purchasing expensive
test tools.
To register by September 1, 2019
for this exclusive program visit
https://www.futuretechauto.com/mac-
sbootcamp.html or call 360-207-7770

State College, PA Heavy Duty

Clinic October 12

MACS will hold a MACS Heavy-

Duty and Off-Road Mobile A/C Best
Practices clinic on Saturday, October
12, 2019 from 8am-3pm in State Col-
lege, PA, at the State College Area
High School. Thanks to MACS mem-
ber Justin Bierly for hosting the clin-
ic at his training facility. Acclaimed
MACS trainer Larry Turay will pres-
ent the class. This is a great opportu-
nity to understand the how-tos of A/C
in big rigs.
Registration can be made on the
MACS website or by calling the
MACS office at 215-631-7020 x 306.

June 2019 • ACTION 27


1. CSF introduces new charge air
cooler
CSF introduces new charge air coolers for
the Peterbilt 377-379 series of trucks. Heavy
duty bar and plate construction for heavy duty
needs. Covering model years 1994-2006. For
more information visit csfimports.com
2. Bosch releases new software update
for ESI[truck] including off-highway
coverage and timesaving features
Bosch has released a new software version
2019/1 for the ESI[truck] with thousands of new
coverage additions aimed to save technicians
time. In addition to the ESI[truck] software, the
new Off-Highway Software package is avail-
able, giving technicians the ability to diagnose
construction and agricultural vehicles.
New software additions include extended
coverage for electronic control systems, wiring
diagrams, fault codes and troubleshooting by
trouble code procedures. These additions cover
28 ACTION • June 2019
228 different makes and 5,578 models, includ-
ing expanded coverage for several heavy-duty
brands such as: Allison, Bendix, Cummins, Ea-
ton, Navistar, Freightliner and more. Light and
medium-duty coverage has also been expanded
for Ford, GMC/Chevrolet, Hino, Mercedes-
Benz, Isuzu and Mitsubishi-Fuso USA.
The 3824CBL-UPG Off-Highway Upgrade
Cable Kit and introductory Software enables the
Bosch ESI[truck] diagnostic solution to be used
on a wide variety of off-highway vehicles and
machinery. The new Off-Highway software
coverage is now available for the ESI[truck] and
includes diagnostic coverage for construction,
agricultural, stationary engines, street sweepers
and more. Additional vehicle coverage with the
new update covers John Deere, Fendt, Caterpil-
lar, Kubota, Volvo CE, Deutz, Perkins and more.
More information about the Bosch
ESI[truck] and the newest software update in-
cluding off-highway software can be found at
www.BoschDiagnostics.com.
3. Ford taking professional service net-
work to the next level
Ford Customer Service Division (FCSD)
announces changes to the wholesale parts pro-
gram built to serve independent repair facilities.
Enhanced for 2019, the Ford Professional Ser-
vice Network (PSN) will now offer a new level
of rewards for Ford Parts, Motorcraft® and
Omnicraft™ customers and their businesses -
all at no cost to the installer.
“We regularly speak with our independent
repair facility customers to learn more about
their businesses, challenges, expectations and
support needs,” said Reed Van Tiem, Ford PSN
Marketing Manager. “As part of our ongoing
efforts to tailor our program to address those
issues, we wanted to find more ways to say
‘thanks’ for our customers’ loyalty to Ford, Mo-
torcraft and Omnicraft parts. We are thrilled to
offer even more exciting and valuable rewards
to come from the Ford Professional Service
Network.”
The updated PSN program has a tiered
membership structure, featuring a standard base
program along with a new PSN Elite level of
membership. Beginning January 1 of this year,
loyal customers were eligible to become Ford
PSN Elite members, gaining access to exclusive
benefits at no cost to the customer.
“Elite members have access to so many
more benefits that go beyond rewards – with in-
centives to help them, their employees and their
businesses,” said John Hanighen, Ford Global
Aftermarket Business Director.
Included among the numerous benefits of
PSN membership are:
• Purchase Rewards: Members receive credit
for their Ford, Motorcraft and Omnicraft pur-
chases* and the opportunity to earn rewards
throughout the year. It’s simple: purchase more,
earn more.
• Product Rebates: PSN members can enjoy
the benefit of paperless rebates in which proof
of purchase is automated. Once registered for
PSN, simply sign in to view and claim rebates.
• Technical Training: Members have free ac-
cess to Ford’s exclusive learning management
system that offers the ability to take and track
individual courses on a variety of topics.
• Resource Library: Members are encouraged
to use the program’s resource library, which
contains everything from product flyers to train-
ing videos to current product news.
• Business Insights: Through the interactive
 save time, boost productivity and help techni-
cians make more money by guiding them to the
problem, while filtering out unnecessary steps.
It also broadens their coverage and capabilities
1. by quickly allowing them to verify component
failures. This innovation is the latest in the smart-
est, most intuitive diagnostic tools ever created.
TRITON-D8’s productivity boosting fea-
tures include:
• Intelligent Diagnostics delivers all informa-
tion in one scrolling, easy-to-navigate screen. It
intuitively guides technicians straight through
2. the diagnostic workflow, from pinpointing the
problem to finding the fix.
• Technical Service Bulletins (TSB) - access
fault codes and vehicle specific OEM TSBs, all
right on the tool and reachable within a click,
3. make it the ideal place to start the diagnosis.
• Smart Data - automatically configures the dis-
play to show vehicle parameters (PIDS) relevant
to the fault code, saving even more time by fil-
tering out non-related data.
• SureTrack® - delivers top repairs and real fixes
for the specific vehicle and diagnostic trouble
code (DTC), providing access to information
from thousands of shops that have solved the
same problem.
• Functional Tests and Resets - verifying com-
ponent operation is right at the technician’s fin-
gertips with easy-to-follow reset procedures that
help complete the repair.
• Built-in Scope - the guided component test
meter allows technicians to pinpoint issues,
helping to quickly identify the faulty compo-
nent.
Accessing the Intelligent Diagnostic functions
on the Snap-on TRITON-D8 requires a software
agreement, which will keep the tool updated
with the latest information and functionality
available.
To find out more about the line of Intelligent
Diagnostics tools, talk to a Snap-on representa-
tive or visit http://diagnostics.snapon.com. ❆
Send information on your new product
or service to: marion@macsw.org. All
releases may be edited and publication
does not constitute endorsement by
MACS Worldwide.

4.
dashboard, members have access to personalized
reporting to stay informed of current trends and
review past performance.
• Marketing Materials: As a thank-you, PSN Elite
members receive complimentary welcome kits as
well as gifts throughout the year.
• New Elite-level benefits: Elite members have
access to discounts and offers to help improve
their bottom lines and grow their businesses, such
as Ford diagnostic software and hardware, in-shop
marketing, shop training and technical resources.
With the addition of the Elite membership lev-
el, the Ford Professional Service Network offers
even more benefits than before – all at no cost to
the installer. Ford is pleased to work with and re-
ward its most loyal customers, providing installers
and their customers the best parts for their vehicle
repairs.

4. Snap-on introduces TRITON-D8

The new TRITON-D8™ from Snap-on® com-
pletes the family of Intelligent Diagnostic prod-
ucts, and provides a tool option that fits between
APOLLO-D8™ and ZEUS™. Snap-on’s broad line
of Intelligent Diagnostics offers products to suit
the needs and budgets of all professional repair
technicians.
TRITON-D8 includes advanced features to
June 2019 • ACTION 29
 Why aren’t
Americans Elvis Hoffpauir

plugging in to Advertiser Index

electric vehicles? Alma Products Co./ ATCO Products ....... 19

Chemours ............................................9

“
AAA’s latest survey reveals that despite many Americans having interest in electric
vehicles, when asked if most vehicles will be electric by 2029, only 4 in 10 said yes,” Continental-VDO ................................ 12
reports Ellen Edmonds, AAA Public Relations, in a May 18, 2019 AAA release. “Yet, a
Dealer Automotive .............................. 10
separate study AAA conducted earlier this year found that more than half of Americans
believe that in this same timeframe most cars will have the ability to drive themselves – Four Seasons ..................................... 32
a reality that is much less likely to happen. AAA believes that similar to other emerging technolo-
gies, a lack of knowledge and experience may be contributing to the slow adoption of electric Global Parts Distributors ..................... 26
vehicles despite Americans’ desire to go green.” Honeywell ...........................................7
“Today, more than 200,000 electric cars can be found on roads across the country as almost
every manufacturer sells them,” said Greg Brannon, AAA’s director of Automotive Engineering Liland ................................................ 14
and Industry Relations. “But, like other new vehicle technologies, Americans don’t have the full
MAHLE Service Solutions .......................5
story and that could be causing the gap between interest and action.”
Edmonds writes that, “AAA’s annual survey that tracks opinions regarding electric and hybrid MEI Corporation ...................................6
vehicles found that while consumer interest remains steady, Americans may not have a solid
Omega .............................................. 28
understanding of electric vehicle performance, which may be giving consumers pause when it
comes to considering electric for their next purchase. For instance, electric vehicles, unlike those Ritchie Engineering ............................ 31
running on gas, do better in stop and go traffic because the car can recapture energy to charge the
battery when decelerating. However, AAA’s survey found that a majority of Americans (59 per- Robinair ............................................ 13
cent) were unsure of whether electric vehicles have better range when driving at highway speeds Sanden .............................................. 21
or in stop and go traffic. This demonstrates that many consumers are not sure what to expect from
an electric vehicle in two of the most common driving scenarios. Santech ............................................. 29
“Although most Americans don’t believe electric vehicles will be on the road in masses in
Schrader ..............................................8
the next 10 years, AAA did find that 40 million Americans say they would be likely to consider
an electric vehicle for their next car purchase, with Millennials leading the pack. Concern for the T/CCI ................................................. 23
environment and lower long-term costs remain the leading reasons to go green (74 percent and
56 percent respectively). Previous objections to buying electric with regards to price and range Trans/Air Mfg. .................................... 27
anxiety continue to ease and have trended downward significantly: TSI Inc./SuperCool ................................3
• Concern that there are not enough places to charge – down 11 percentage points from 2017
• Concern about running out of charge when driving – down 11 percentage points from 2017 TYC Genera ........................................ 11
• Higher cost of battery repair or replacement – down 8 percentage points from 2017
Universal Air Conditioner ......................2
• Higher purchase price – down 6 percentage points from 2017
“These vehicles are a big part of the future of transportation since self-driving cars, when they
do arrive, will likely be electric,” continued Brannon. “The difference, of course, is that electric
vehicles are already here and with the advancements in style and range that have been made over
the last few years, they have become an even more viable option for many Americans.” ❆

Elvis Hoffpauir,
Editor-in-Chief
You can reach Elvis at
elvis@macsw.org

30 ACTION • June 2019

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