MACS Monthly Newsletter - 2017 - NOV7

Kia technical service

Turismo), made by the Spanish subsidiary which shares a lot of
componentry and calibration, and under-the-skin models with
other VW products. Ditto for Daimler (Mercedes-Benz) models,
only a number of which are sold in the U.S. Yes, it can be difficult
to sort out the data, and trouble codes too, so you have to be
prepared to know what to use and what to ignore. A friendly
relationship with a knowledgeable dealer can really help, because the aftermarket service information systems, which rely
on high-performance scanning equipment to install the material
in their data bases, often aren't very discriminatory in what they
gobble up.
Figure 10: Answer to the Sorento puzzle: the clutch is used only on models sold
outside the U.S. and is on the CAN data bus (Controller Area Network) to the
EMS (Engine Management System). Note that it also has the solenoid (electronic control valve). The Sorento sold in the U.S. is made in a plant in West
Point, GA, with powertrain from a plant near Birmingham, AL. Because there
is a small fuel economy advantage with the clutch, it would not be surprising to
see this compressor incorporated at some time in the future on the U.S. model.

Back to the Sorento
Now we know that all this Sorento has is a clutchless compressor with a solenoid valve, and if you've read the issues of
MACS Service Reports covering the use of solenoid testers (most
recently issues of August 2015, June 2016 and August 2017), you
hopefully will have one to use. The tester would tell you that
the problem is not in the compressor or its solenoid valve, but
somewhere in the wiring harness. Not a big surprise, because as
noted, the vehicle took a hit, apparently on the left side. The shop
traced the wiring issue to the harness, near the front (behind the
bumper), close to the fan control module, and a wiring repair
fixed the problem. No need to even pull the compressor or look
at the solenoid, or the non-existent clutch. ■

carry different parts and calibrations. That's often true even of
Canadian vs. U.S. market products. With non-domestic nameplates the problem may be compounded, and you have to be
prepared for the differences. German car specialists surely can
tell you that some of the service information is not clear as to vehicle market. We've even seen VW service information that included SEAT products (Sociedad Española de Automóviles de

Some of the tools we treasure most are pretty simple stuff,
but we get to use them often and most important, they
work. And even more valuable, they save headaches. One
new such tool (actually a two-tool kit) is Snap-On's radiator
hose pick kit (# SGA102BR). See Figure 11. The "picks," designed to disconnect radiator and other suitably-size hoses,
coolant or otherwise, that have stuck to necks (usually heat
sealed). If the hose is going to be replaced, okay just cut it
off, but for a lot of underhood jobs the hose is in good condition and you just want to take it off for other service. That
can make removal for re-use a tough proposition, but the
"picks" can save the cuts and other damage that could force
replacement. The pick ends are spoon-like, tapered so after
the clamp is removed or just loosened and moved away, the
tool can be worked into the joint. The taper is down to a fine
edge, but not sharpened so you won't cut into the hose. If
you've used thin blade screwdrivers to free a stuck hose, this

snapontools.com

A NEAT LITTLE TOOL KIT

Figure 11: Snap-On's new radiator hose "pick" kit gives the technician access to the hose/neck joint with one tapered spoon-like pick for a straight-on
approach, and a second spoon-like pick with a U-shaped shank for access to a
joint that faces away.

is clearly a much superior tool set.
One "pick" is like a straight spoon, so it's the one to use if
you have a straight-on approach to the hose-neck joint. The
other has a U-shaped end, so if the joint faces away, you can
work it in from the opposite direction. ■

CAN'T SAY IT OFTEN ENOUGH
Some technicians insist they never find a service bulletin that matches a problem they have, so naturally
they get out of what should be a starting point for diagnostics. But never is a relative thing. You probably
can go years without finding the bulletin, and then
have them come up regularly. One argument we've
heard is, "Well if it's a new car, it's been to the dealer,

November 2017

and any bulletin will come up on their factory service
information system. And if it's not new, it's not going
to be covered by a bulletin."
That's not the way you should be thinking. First, if
it's a late model but more than a year or two old, many
motorists will go straight to the independent shop because they don't like to go to the dealer. Or they want

MACS Service Reports

http://www.snapontools.com

Table of Contents for the Digital Edition of MACS Monthly Newsletter - 2017