Blog - Pawlik Automotive Repair, Vancouver BC

2004 Audi S4 Avant, Engine Repairs

Mark: Hi, it's Mark from Top Local. I'm here with Bernie Pawlik, Pawlik Automotive in Vancouver. Vancouver's best auto service experience. 22 time winners of best auto repair in Vancouver as voted by their customers. And today we're talking about a little hot rod an Audi S4, 2004, that had some engine problems. What was going on with this vehicle Bernie? 

Bernie: This is a regular client of ours and, he was driving the vehicle all of a sudden the engine started running rough and he brought it straight to us for us to look at. So, yeah, basically rough running engine happened just suddenly. 

Mark: So this is an an S4, so this is the very hopped up version or the next to the most hopped up version of an Audi that you can get. So what engine is in this vehicle in 2004? 

Bernie: This one has a V8 engine, 4.2 litre V8 engine shoehorned, literally shoehorned into the engine compartment. I mean, the car is basically an A4 they've managed to cram a V8 engine into it. There are not many things that are easy to repair on this vehicle. Spark plugs are easy to replace. The intake manifold can come on and off easily. It was a few things, but most things are extremely difficult to service on this vehicle. 

Mark: So what testing and diagnosis did you perform? 

Bernie: So scan the vehicle computer, found some codes for engine misfire and multiple engine misfires. And then from there, it was a matter of, you know, based on how it was running to test the compression. We found that one of the cylinders, and I'll be honest with you I believe it was number two, but for some reason, the car was here for a long time. So one cylinder had no compression in it, so at that point we realized, okay, it's either the timing chain may have skipped the tooth and some valves got bent or something has happened that we've lost compression in that cylinder. The engine has got to come out. We've got to dismantle it and figure out what the next issue is.

Mark: So what was involved in repairing the vehicle? 

Bernie: Well, it's an awful lot. As I mentioned, the engine's shoehorned in. Taking the cylinder heads off is impossible, but cylinder heads are the thing that we need to take off to see when there is piston damage or valve damage, or what's caused the no compression.

So, in order to remove the engine, it's typical on Audi's when we need to do a lot of repairs, the front bumper assembly, and radiators have to come off. A lot of times you can put it in a service position, but we need to take everything off because we're taking everything out. The engine and transmission and subframe are dropped down below the vehicle.

It's many hours of work for a move everything. But once that's done, then the engine and transmission can be separated again, quite an elaborate job on this thing. You know, everything is fitted together so precisely. There's very little room for anything. So that was our next step.

We pulled the engine and then from there, proceeded to remove the cylinder heads again, extremely involved amount of work, to get the heads off because this engine has a very elaborate timing chain mechanism, which you'll see in some pictures that I'll show you. But once we get the heads off and we found, our problem, and that was one of the valves had dropped slightly due to a broken valve spring.

And, that's basically what caused our problem. The valve spring broke. The valve dropped and lost compression and it got slightly bent. Fortunately for the customer, that's all that happened. He brought it in soon enough and there wasn't any further damage. Let's just go into some pictures right now because that shows a lot. 

So this is on the left bank of the engine, second cylinder from the front. You can see a mark here. This is one of the intake valves is tapped, just tapped the piston. Fortunately no further damage happened otherwise it would have required a complete engine overhaul or replacement.

Here's a view of the cylinder heads. These are five valve engines. There's three intake valve, two exhaust valves, nicely circling the spark plug. And this of course was the valve had the broken spring. So as part of the repair, we sent the vehicle to the machine shop for a full cylinder head overhaul, and they replaced all the valve springs because you never know if one breaks when's the next one going to go. So that's what we did for that particular part of it. So these are the heads basically reconditioned and resurfaced and ready to be installed. 

So as far as other issues, problematic areas of this engine we can get into next. Timing chains, I mentioned they're very elaborate. And, I'll just show a picture, this is a partial view of the timing chains, these are at the back of the engine, between the engine and the transmission.

Now this there's only a partial view. And this, you know, when I see these pictures, actually I'll just, we'll just cut to the full view because it's really mind blowing. This is the timing chain assembly on this vehicle. There are one, two, three, four timing chains, just an array of guides, tensioners on each chain. And guide failure is very common on these engines and so hence timing chain failures. And on this engine, we replaced all the guides and the tensioners, the, actual chains themselves don't tend to wear, but the guides do, and once they fail, they're, you know, the plastic pieces, they eventually chip or break and, you know, because of timing chain failure.

So you can see if you just take a moment, I'll just leave this picture up for a while and just look at all the things that are driven. So this is the crankshaft here, which drives this assembly here. This is an accessory drive assembly. And I'll show you a view of what that drives afterwards. It drives the air conditioning compressor from this unit here. So this is again, exceptionally complicated. And when I look at it, I go, I mean, let's put an electric motor in. I mean, it's just, you know, one rotating shaft versus like these zillions of pieces. I mean, it's amazing how well this works, but there's just so many moving parts to go wrong.

Anyways, so this is a common problematic area on this engine, the timing chain. And if you do have one of these with the V8, they will give you a problem at some point in time.

Mark: Yeah, that's a lot of plastic with a lot of friction and a lot of heat on it. 

Bernie: It really is. And you know, when people, you know, don't change their oil regularly, you know, get kind of lazy, it's just, you're just asking for trouble. Even if you do all your oil changes on time, they'll probably still be a problem that develops just because of the type of engine. But anything you can do to keep it lasting longer is so critical and so important. So, you know, skimping on a lot of changes will wear these plastic bits and pieces out way faster. So it's just so important to do them on time or earlier. 

So, couple of other issues we found with this engine. As we took it apart, we noted a bit of fluid seepage coming out between a couple of seals. So this is a view of the front of the engine reassemble. And you can see here, there's a case casing here. There's a lower oil pan casing. Again, you know, it's like exceptionally complicated machinery. Casing here, casing there, this goes all the way around. This is basically the main engine bearing casing. What we found, looking at the side of the engine. I don't have a picture of a before picture, but there was some, you could see some coolant seepage, very minimal, but nonetheless this engine was out, it was time to really, it was either do it properly or, with, you know, great extra expense. But at a later date, you'd have to pull everything back out that we already pulled out to do this. So it made much more sense to tackle this. So here's a view by the way, I mentioned the accessory drive from the timing chain. This is the air conditioning compressor, which is driven by a shaft from the timing chain with a nice little CV type joint coupling. And so again, like more complexity. 

And here's a bottom of our engine. So this is before we removed the main bearing case, we can see some seals here that were leaking. And then if we look further down into the engine, this is what the main bearing case cover off. Again you can see more O-rings and seals as one here, one here, one here. You can see the seals kind of starting to fester, bubble. So these were all replaced and, you know, a lot of extra labor and work. There's special sealant around all these other areas and the O-rings, of course needed to be replaced.

This is a closer view of the upper case. This is the main bearing case, I guess you'd call it. And again, the number of seals here, I've just put arrows pointing to all of these seals and O-rings. All places for leaks to happen and they were all starting to leak. So in 2004, this vehicle's now 16 years old. So this is the kind of time where all these things start to go. And I think that pretty much concludes the picture show.

Mark: Okay, this sounds like an enormous job. And with all that time, it's going to be expensive. So was it worth doing it on this car? 

Bernie: Well, the owner likes the car, he loves his vehicle. So for him it was worth it. I don't know for everybody, whether it is, it really depends on how much you liked the car. Yeah, that's really, what it comes down to. How you value the car. Some people are really about Hey, you know, this car's worth X amount of dollars. I'm not spending any more than that, or I'm not spending half the value of the car. People have their formulas. Other people are like, you know, whatever, I love this car. I don't care what it costs to fix it. So it wasn't that he didn't care, but you know, it was, he was committed to fixing this one. 

Mark: And how did the Audi run after all this repairing work was done? 

Yeah really awesome. Yeah. Ran really well. Nice, smooth running machine and should be, you know, fingers crossed, there should be no fluid leaks. And certainly from any of the parts that we replaced and resealed, you know, those are all things that are good, preventative measures and maintenance for the future.

And a lot of power from a normally aspirated engine, but a relatively huge engine in a small vehicle, basically. 

Bernie: It is. And I mean, it's a beautiful engine. You can see the five valves, you know, the valve timing gear. I mean, it's really well built. It's only a 4.2 litre, which is not that big, but it's still, you know, compared to the normal 2 litre turbo that would come in the car, it's a really nice instant response power machine. It's really fun to drive and all wheel drive in a wagon. You can haul, your kids around and, you know, have a nice little sports car and sort of some bikes on the roof.  It's a practical sports machine. 

Mark: So is this, after all that said and done, is this a vehicle you would recommend for someone to buy?

Bernie: Well, I'd say with great deal of caution. One thing I was going to mention, you know, is that in the same week that this customer came in, we had another client who had just bought one of these cars, love the car. He just bought one and came and had it towed in. He was on a road trip and the engine basically conked out on him, towed it in. We looked at it and I think the same thing happened to his engine. Only he was probably going at highway speeds and, it just, as far as we got with the diagnostic, we pull one spark plug out of a cylinder and a whole electrode on the end was just pounded right off. So I believe what happened for this particular engine is a valve spring probably broke as well and, dropped the valve into the engine and, you know, just bent everything up.

So for him, there was a little more work you involved in terms of replacing, well replacing it with a used engine was what we came up with, but he chose to have someone else to do the work on it. But again is  it worth it? You know it really depends on the individual. I think if you're going to buy any of these Audi V8s, you know, there's a few cautions to look at. Things like, timing chain failure is common. You know, those timing chain guides fail. Also now, you know, having had two vehicles in a week with probable valve spring failure, is that looks to be like another common problem as the engine ages. So I think it's something to keep in mind. 

I think with any car, you know, if you buying anything fancy, just expect that, you know, something or anything could go wrong and it could be expensive to fix. But there's some engines that clearly have a better track record over time and are built more robustly. I think this engine is not quite as tough as it could be and it's exceptionally complicated. So, that's something to keep in mind, but if you love this car, you know, it's your dream, buy it. 

Mark: If you have an Audi in Vancouver and you need some repairs or you just want basic maintenance and common sense maintenance procedures and information about what you need to take care of and what you can leave, the guys to call are Pawlik Automotive. You can reach them at (604) 327-7112. To book your appointment, you gotta call and book ahead because they're busy. They're always busy. Best shop in Vancouver.  Check them out at pawlikautomotive.com. Or there's a YouTube channel where we have hundreds of videos on there, Pawlik Auto Repair. And of course, thank you so much for watching and listening. We really appreciate it. Leave us a review and thanks Bernie. 

Bernie: Thanks Mark. And thanks for watching.

2009 Landrover LR2, Crankcase Vent Valve

Mark: Hi, it's Mark from Top Local. We're here with Bernie Pawlik Pawlik Automotive in Vancouver. Vancouver's best auto service experience. 22 time winners of Best Auto Repair in Vancouver as voted by their customers. We're talking cars. How are you doing Bernie? 

Bernie: I'm doing well. 

Mark: Land Rovers an LR2, 2009 with a crankcase vent valve replacement. What was going on with this vehicle? 

Bernie: So the vehicle came to our shop with a client's concern was there was a noise, like a noise coming from the engine area where after the vehicle was driven for a while it's good and hot. So, had a look at a few things. We did actually do a repair, we replaced the serpentine belt tensioner because there was some noise from that issue. We ran it for a long time, never heard the noise. And then finally after some time that the noise reoccurred and we were able to find that the noise was coming from the PCV valve or crankcase vent valve. 

Mark: So what's involved in replacing this part?

Bernie: Well, so this part, basically it's an assembly that bolts onto the back of the intake manifold. Not an incredibly difficult repair. Fortunately it's pretty accessible. Once the engine cover's removed, basically a bolt on bolt off repair. A little bit of computer reprogramming afterwards to, which I'll explain a little later on, but that's basically what was involved.

Mark: So what was wrong with this part? 

Bernie: Well, basically let's have a look at some pictures and I can show what goes on with this part.

So here's our a nice 2009 LR2 really good, again, really good condition. I was thinking we have a lot of clients who keep their cars in good shape. So this car still looks like a brand new vehicle, which is a good thing. Good to do. 

This is the piece right here. This is the top of the crankcase vent unit opened up. The actual problem is this little round area there, and we'll have a closer look, but as you can see these are where all the bolts spouses is quite a few bolts that hold a oldest piece on, but it's fortunately accessible, not buried as these are on some vehicles and engines.

Here's the underside view of the part. Again, not much to see it's a piece of plastic and, again like the vent valve unit is basically over here in this particular area here. But there's basically suction from the intake manifold. And then the rest of it connects to this area here connects to the crankcase area. So it sucks the fumes out of the crankcase.

And what goes wrong with it? There's the unit there. But this is the rubber diaphragm. This is the part that goes wrong. There's a spring and a diaphragm and depending on engine vacuum, it will actually suck a certain, predetermined, I would say calibrated, that's the word I'm looking for a calibrated amount of combustion gas back into the engine, burn it up, which is a huge reducer of emissions.

There's the problem with the unit right there. You can see this rubber diaphragm was torn and that's what was causing her issues. So you know how we knew besides once we heard the noise, what's a really good indicator of this problem is when you open your oil filler cap, all of a sudden with the engine running, it's enormous amount of suction. And sometimes it actually requires a bit of force to lift the cap off, not pliers or anything, but like the hand force is abnormal and you can hear a huge amount of suction. And you'll notice an enormous kind of change in noises and suction of the engine. So that's, that's a good indicator that this part is blown. 

Mark: So again, why do they use an electric, or a ... So it breaks. Why again? Why is it there? Why, why is it, what is this doing in terms of the vehicle? 

Bernie: Yeah, so as I mentioned, it's emission reduction. That's the primary purpose. This part goes by a couple of different names. I call the crankcase vent valve. They may call it a PCV valve, which is positive crankcase ventilation. That's kind of the more common term. 

But the whole purpose of this device is to basically take the blow by gases that occur in the crankshaft and internal combustion engine and suck them back into the intake manifold, re-burn the gas because the pollutants that come out of crankcase blow by gases are hundreds of times worse than what comes out of your tailpipe. 

In the old days and we're talking back in the sixties, with a gasoline internal combustion engine before they had PCV valves, you'd have to think of a road draft too, and that would vent that the crankcase gases. Crankcase gases happened because as the combustion process occurs, some of the combustion escapes past the piston rings and goes in the crankcase. If you didn't have a vent, they would just blow something apart in the engine. Like the oil pan would blow off or something like that. So having the vent, allows the gases to escape. But if you ever smelt these gases, I mean, it'll knock you out for about two seconds. They're they're just horrific. So that's what the PCV valve basically reduces that emission.

And so these are just a little more sophisticated of a system having that diaphragm like that, but a lot of people might be familiar with the old traditional PCV valve, just a little round metal piece of plastic elbow, and it used to be the kind of thing you'd change every couple of oil changes on an old American V8 or some Japanese cars. But it's become much more sophisticated and often part of the engine. 

Some engines they're even actually part of the valve cover. Some of the PCV valve goes bad. You have to replace the whole valve cover, which can be a pricey repair. 

Mark: So is this unique to Land Rovers that these wear out? 

Bernie: No, it's not. I was kind of alluding to in the last item I mentioned, you know, they used to be a kind of easy replacement item in the days of the little PCV valve, but this type of big diaphragm PCV valve is commonly used on European cars and they do fail on pretty well everything. BMW has some rather elaborate, even larger ones and more difficult to access units, on their 3 series for their straight six engines for many years, like in the early2000s, they failed all the time in a similar fashion to this one. So it's a common replacement item and we do a lot of them on Land Rovers, but they don't all require replacing, this unit the V eight engines, the V6's they use a different similar concept, but you can actually just replace the diaphragm with a kit. So it makes for easier and less expensive repair.

Mark: So how did the vehicle run after the repair? 

Bernie: Oh, fantastic. Except, there was actually one issue and that is the noise went away and then it would kind of reoccur in kind of a strange fashion. So, our solution for that was basically there was a reprogramming procedure, not a reprogram, but a relearn, procedure with the engine computer.

So you know, what happens is, of course, if the engine has been running for a while, like this, the fuel system adapts to this excessively lean condition. That's that's occurring from the torn PCV diaphragm. And once you to replace the part, it works better, but the computer isn't fully adjusted and given time it would probably work its way out.

But, of course, you know, delivering to the customer with noises, doesn't instill a great deal of confidence that the repairs done properly. So with the reprogramming procedure, it basically, resets the fuel trims and mixtures back to normal. And then, the vehicle will compensate and adjust from there. But basically that repaired it all. 

Mark: So we've done quite a few podcasts about the Land Rover LR2, what's your feeling about the reliability?

Bernie:  Pretty good car. There are a lot of things that do happen. I mean, this vehicle is the same as a Volvo XC 70. And a couple of perhaps other Volvo models, but same as XC 70 Volvo. As a matter of fact, I didn't point out with that one of the early pictures that I shared earlier says FOMO CO right on top of the part. So this is like when Ford owned Volvo and Land Rover, you know, they built basically this platform. So it's pretty good. 

There are some things that are, you know, that we've talked about a lot on podcasts, the rear differentials on this vehicle will go bad. It's a guarantee at some point that the rear differential variants would go bad.  The serpentine belts are very complicated, like the drive system, so that that's a very expensive item to repair as well in these vehicles. But overall they are pretty good for reliability and it's a nice size little compact SUV, all wheel drive vehicle.

So if that's what you're looking for, it's a pretty good vehicle. Just expect that you'll probably spend a little more money than you would on, as I say, I always compare it to the Toyota, that's the benchmark. But, you know, overall pretty good vehicle. You'll just need some repairs that you'll need to do.

Mark: If you want expert repair on your Land Rover or Volvo in Vancouver, the guys to see are Pawlik Automotive. You can reach them at (604) 327-7112 to book your appointment. You have to call and book ahead. They're busy. Check out the website pawlikautomotive.com. YouTube channel Pawlik Auto Repair, hundreds, not exaggerating, hundreds of videos on there about all makes and models, all types of repairs. We appreciate you listening to the podcast, watching, leave us a review. If you like what we're laying down. Thanks for Bernie. 

Bernie: Thanks, Mark. Thanks for watching. We really appreciate it.

Georgia Straight Best of Vancouver Readers Choice Awards

Vote for your favourites today!

Hi, hope you're doing well. I just want to let you know that voting is on for Best of Vancouver, Georgia Straight right now. 

We've had the privilege of winning Best Auto Repair in Vancouver for many years, and we'd love to win again. If you feel like we've done a great job servicing your car and taking care of you, please take the time to vote the link is below.

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VW Tiguan Reliability

Mark: Hi, it's Mark from Top Local. I'm here with Bernie Pawlik Pawlik Automotive in Vancouver, BC, Canada. Vancouver's best auto service experience. 22 time winners of Best Auto Repair in Vancouver as voted by their customers. And we're going to talk about the reliability of the VW Tiguan today. How are you doing Bernie?

Bernie: Doing well? 

Mark: So how reliable is the VW Tiguan? 

Bernie: Fairly reliable, with a few issues and most of them seem to be in the earlier model years of the vehicle. Some of the newer ones don't seem to have the same issues. It might be that they just need a little more time to age before the issues occur.

Mark: So how long has the Tiguan been around? 

Bernie: So in North America, it's been around since the 2009 model year and  you still buy a brand new one. So it's a what's that give them an 11, 11 year run of a 11, 12 year run on models. 

Mark: And it's basically a small or midsize, I don't know, it's smaller than midsize. It's kind of a compact SUV. 

Bernie: That's the category it's in. Yeah, it's a compact SUV. Nice little size vehicle. I mean, Volkswagen has the Touareg, which is definitely a much bigger vehicle. Completely different platform, it's basically the same as an Audi Q7, a Porsche Cayenne, and the VW Touareg are all on the same platform.

They look kind of different, but they're all kind of similar designs. Some have the same engines, you know, with little tweaks here and there.You wouldn't expect to buy a Porsche and it's got the same specifications as a Volkswagen and vice versa. So they do tweak and change those, but our vehicle, the Tiguan is definitely in the smaller category.

Mark: So what are the main issues that you've seen with this vehicle? 

Bernie: The main issues we've seen, and are really well documented out in the world are timing chain problems, timing chain tension or failures. These happen on kind of on a premature basis. Expensive damage can occur. You'll notice if you have an issue like this, there's a rattle from the timing chain will happen. Get it fixed immediately because if you leave it too long and the timing chain skips teeth or brakes, you'll wreck the engine and need to replace it. 

The other area is water pumps. These things use a kind of a strange design of water pump and there's issues with those failing prematurely as well. Those are kind of the two main things that we see on these vehicles. That's kind of the bulk of the main problems. 

Mark: So those are engine related problems. What about the transmission and drive train? 

Bernie: Transmission drive train, they all seem to be pretty good. There's not really anything major that goes on in that department. I always say that, you know, anything is possible on any car, but they seem to be pretty reliable. Most by the way, you know, most of them are automatics, at least in the North American market, it seems like everything's available in an automatic format. There are, in other markets like in Europe and different places, DSG, that's a direct shift gearbox transmission available. But in North America is mostly six speed automatic up to around 2017 or 18 and they go to an 18 speed automatic, sorry, six speed and eight speed. I've been thinking about bicycles a lot lately so my brain is adding an extra 10 on front.

Mark: What about steering, suspension, braking concerns? 

Bernie: Again those items are all pretty good in these vehicles. I mean, there's nothing abnormal, that tends to wear prematurely in the steering or suspension. Brakes seem to have you know, pretty decent average life span. I think of average life span is about 50 to 80,000 kilometres on a set of brakes. These vehicles definitely fit into that category. So they're good that way. There's nothing really obvious that that wears out prematurely on these vehicles. 

Of course, if you're buying a used one, always get an inspection, you never know how it's been used or what's happened to it. You know, things do wear no matter what. We're kind of just looking here at the really obvious, bad things and recurring problems. 

Mark: So what maintenance items would you suggest that people need to look after assiduously on if they have a Tiguan or are looking at buying a Tiguan?

Bernie: Yeah, so, obviously at the very minimum follow the manufacturer's maintenance schedule. So oil services need to be done at the prescribed interval. I believe it's probably around 10,000 kilometres. It's a synthetic oil in these vehicles. So you can go for a little longer, but it is a turbocharged engine. So that's, you know, turbocharged engines are under a fair bit of strain. So changing the oil more frequently is a good idea. 

The other area of maintenance is cleaning the fuel system or cleaning the valves. Cleaning the direct injection fuel systems involves a different service should be done every about 30 to 50,000 kilometres. And, you know, failure to do that can result in carbon buildup on valves. And if it gets excessive, you have to actually remove the intake manifold, blast out the carbon with a walnut blaster. It's a huge job, or actually even remove the cylinder head, which you really don't want to get into.

So doing regular services, cleaning the system is a very good idea on a routine basis. And you probably won't find that in the factory maintenance manual. So again, you know, if you're in Vancouver, you want service? We can take care of that. If you're somewhere else, make sure you ask your provider to do that service every 30 to 50,000 kilometres. You'll keep your engine running properly and prevent expensive problems. 

Other than that, you know, the transmission fluid needs to be changed at a certain interval. If it's an all wheel drive there's rear differential fluid, and brake fluid flushes about two years would be kind of critical.

Coolant does need to be flushed, but not very often, probably every five years. That kind of covers the bulk of it. And routine inspections of course prevent issues from happening. If oil leaks are noted, they can be fixed before any problems happen, not prematurely, or any problems happen. 

Mark: So would regular oil changes help with the problems that you've seen with the, with the drive train or with the engine I mean, with the, I can't think of the word, the timing chain, timing gene.

Bernie:  It certainly won't hurt it, but no, the answer is it's really a manufacturing defect. They just didn't build the components strong enough. So if you stretch your oil changes too far, absolutely it will have effect on it. It's not doing any good, but, even if you do your oil changes religiously and maybe even, you know, do them 30% sooner, you might get a little more life out of it, but, you know, chances are you'll need to do it at some point anyways. It's just part of that nature of the design of the vehicle, but, you know, good maintenance can never hurt.

Mark: So that'd be an issue if you're looking at buying a used one of these that you need to consider. 

Bernie: Absolutely. The best used vehicle to buy would be one that you're buying it from someone who has all the maintenance records or you're able to access them. If you're buying from a dealer, if they actually have the maintenance records from the previous owner, that'd be a good thing to do and look them through and see how this person maintain the vehicle. It's really important.

Mark: If you're looking for a VW Tiguan in Vancouver or repairs, maintenance, looking after it, considering one. The guys to see are Pawlik Automotive. You can reach them at (604) 327-7112 to book your appointment, you have to call and book ahead. They're always busy. Check out the website, pawlikautomotive.com. Hundreds of articles and videos on there about all makes and models of cars, all kinds of problems, 7 years worth. Of course, there's the YouTube channel. Pawlik Auto Repair, again, videos on there. And we really appreciate you watching and listening to the podcast. Leave us a review on Apple. We appreciate it. And thanks Bernie. 

Bernie: Thanks Mark. Thanks for watching.

BMW 335i, Air Conditioner Repair

Mark: Hi, it's Mark from Top Local. We're here with Bernie Pawlik Pawlik Automotive in Vancouver. Vancouver's best auto service experience. 22 time winners of best auto repair in Vancouver as voted by their customers. How are you doing Bernie? 

Bernie: Well, with an introduction like that, I certainly couldn't feel bad. 

Mark: So we're going to talk about a 2015 BMW 335i, that had an AC problem. What was going on with this vehicle? 

Bernie: So the vehicle came to our shop. The air conditioning was not blowing cold air it was warm, so, needed some work.

Mark: So commonly did you just recharge it? 

Bernie: No. You know, sometimes we do but it really depends on the circumstances. We always, at the very least do a visual inspection, if not a full system diagnosis to figure out why it's not working. Now if the air conditioning is working, but it's not quite as cold as it should be.

Then sometimes recharging is an okay thing to do. But if there's no cold air whatsoever, then the system's leaked all its refrigerant out, or it's got an electrical problem, and that really does need to be diagnosed. In the case of this vehicle, we were quickly able to find the issue with this thing and that was, the condenser was leaking.

Mark: So was that an obvious leak? 

Bernie: It was actually obvious. And that's why I say it was kind of quickly found. I'll actually share a screen because we have lots of pictures to show today. 

So there's the condenser as removed from the BMW. And if you look here, it's a type of radiator. If you look at the bottom, it's all stained black here. This is all leaked out oil. An air conditioning system is basically the refrigerant, which is a chemical that creates the cold air. And there's oil in there to lubricate the compressor. And this is leaked out oil. So this is perfect evidence of a leak in the system. So that's why I say there's an obvious leak. We replaced the condenser and went from there. 

Mark: So is this the only way you find AC leaks?

Bernie:  No, we actually have a number of different methods. The visual inspection of course is the first thing we do. And sometimes things are not that obvious. So I'm going to go through a few of the tools and pieces that we use to find an AC leak. We'll start with this one. 

This is a top of a tank of nitrogen gas. It's basically a huge tank full of nitrogen. I don't know the full pressure in this tank. It's an awful lot. But we can pump up 3-400 PSI of pressure into the system and we can pump that into the low and high side of the air conditioning system and find leaks. It's not often the system will ever get up to that kind of pressure. So any leak is usually obvious to find. Now, sometimes it isn't. Air conditioning can be really tricky and that's why I'm showing you all these things.

But this is one of the tools we use. Nitrogen gas is inert. It doesn't do anything to the environment or it doesn't wreck the system. It's not explosive. It just provides pressure. And then we can find leaks from there. Now, with that kind of pressure, if there's a little bit of refrigerant in the system, then we can, if it's a bad leak, it'll start hissing.

But if  it's a very minimal leak, which a lot of them are. They're very slow leaks and tricky to find. There are other methods we can use. One of them is this tool here. This is a refrigerant detector and this doesn't necessarily require nitrogen, but this is an electronic detector and we can move this little tip, this little probe around. This is like a flexible head piece, and we can move this around to various spots in the system. And it makes a beeping sound. If it detects our 134 R12 refrigerant, well R12 is almost extinct, fortunately, but any AC refrigerant, it'll start beeping like crazy. These lights will go from this little light here to all, all of them will light up.

It's not my favourite tool. It seems like a good idea in theory. But for some reason it just doesn't really find the leaks that often. And sometimes it'll actually go off falsely. But if there is a definite noticeable leak, it'll definitely confirm that something's there. So there was one of the tools. 

The other one I've used, this is an ultrasonic leak detector. It basically picks up ultrasounds. So these are frequencies, our ears don't hear. And it's an electronic device. So it magnifies the sound. That's the right word to use for sound. I'll go with it.  So we have headphones on here. And this probe here is basically to listen, to sounds in a single pickup little hisses of air.

And I recently used this, I have a Suburban that's had an AC leak for a while. It started to get worse and I could actually hear a hissing sound when it was under nitrogen pressure from two spots in the condenser. So that confirmed the leak. And then I was able to verify the leak with the next thing we're going to talk about, which is UV dye. 

So this is a UV light. It basically creates like a purple colour ultraviolet light, and you generally use yellow glasses and we put a dye into the AC system. A lot of cars actually come charged, AC system comes charged with a UV dye right from the factory. Some do some don't. We can add it pretty easily and then any leaks, show up, and I'll show a picture of how that looks.

Just to go back here, this is actually an AC condenser out of my Suburban. If you look here, you can see a little bit of a stain here, not like the BMW where it was completely covered, but there is a little bit of a stain here. Not obvious to the eye, that it's a, you know, not a hundred percent confirmation because sometimes you can get oil at sprays up or some oil that sprays from elsewhere on the car that creates a leak. But that, you know, to me, I was going at it's pretty obvious and I'd already verified there was a leak coming from some of these tubes by that ultrasonic leak detector.

But the next step, took it out, this is what the UV light looks like without the yellow glasses. It basically just shines a purple light. Now with our eyeballs, I can actually see a green glow, the camera doesn't pick it up quite that well, but I do have a picture here. It's a little dark, but if you look carefully in this area, you'll see a green glow. This is a camera shot through those yellow glasses. And that's the absolute evidence that we need that there's AC oil that's leaked out of the system. So that is definitely one of the best tools for sure. 

 Little diagram of how the air conditioning system works. The condenser's the piece on the front, there's a lot of parts and components to AC, but the condenser's like the radiator and the front, then there's the evaporator, which is the, like the radiator on the inside that generates the cold air. 

There's a compressor that compresses the chemical, and there's various states of high pressure gas, high pressure liquid, low pressure gas, low pressure liquid. We won't get into that, but it changes state a lot. And that's how conditioning kind of works, and we're back.

Mark:  So in this case was the condenser the only thing you replaced?

Bernie: Yeah. So in this case, the condenser was the only piece we replaced. I will talk a little more about diagnostic. So of course, sometimes there's the obvious leaks. We look and we see, Hey, There's an obvious leak, but we still take the time to look over the whole system as much as we can see.

Now, actually just getting back to the picture, a lot of these components are really hard to find on a car. There are numerous pipes and hoses that kind of run in areas that you can't see. They're hidden. The evaporators, they're really tricky. The really tricky piece. The evaporators inside a closed box, inside the vehicle under the dash. Sometimes it can take, you know, more than a day's labour to remove the condenser and sometimes even a couple of days where the work to actually take the whole dash apart to change the condenser. And you can't see it. 

Mark: The evaporator you mean.

Bernie: The evaporator, sorry. Yeah, the evaporator. I just get those confused for some reason. Anyway yeah, the evaporator, it can be on most cars hugely time consuming. There's the odd one where you can actually see it. But, I won't even talk about which cars those are and they're extremely rare. But most of the time you can't see it and it's a lot of work to find it. So, you only change this as a last resort when you can't find anything else. But my point is that there's a lot of places where leaks are hard to find and taking the time to look for them is really worthwhile. 

We had a Jaguar last week I looked at, the air conditioning was blowing warm air. Put it up on a hoist, the compressor sits right at the bottom of the engine, really easy to see. And it was very obvious. There was like oil leaked all over it. Put the UV glasses on. You can see the green coloured stain, like actual drips of oil. Okay, great. There's the problem. But you know, we do charge our clients to do a thorough service and an inspection. So I pulled some covers off the bottom of the engine. I figured, well, I'm going to have a look at the compressor, sorry, the condenser and just see whether, you know, see whether there's possibly some leaks there. The thing again, with the condenser, a lot of it is hidden too.

It's not so easy to see, even though it is in front of the radiator, there are brackets, pieces, you know, there's stuff in the way, but I looked underneath and sure enough found a leak from one side of the condenser. Similar to that one I just showed you on, on the Suburban. 

So, it's good to take the extra time to look through things. But with that being said, even then we found two leaks, there could still be other things. And we won't know about them till we actually fix what we know, put the system back together and see how it works. So it's good to know that as a consumer, that sometimes when an air conditioning leak is found, it may not be everything.

Mark: So if you had just fixed that compressor leak, would that have solved the problem for the customer?

Bernie:  On the Jaguar? 

Mark: Yeah. 

Bernie: Well, it would of solved some of it, but it would have leaked out again because there was a second leak. Now how long that leak would take, it was smaller than the compressor for sure.

But you know, it could have leaked out in a few days. It could have leaked out in a few months, but nonetheless it's better if you fix it. And it doesn't leak out again for say forever, you know. An AC is a sealed system by the way. So it should never need to be recharged, but sometimes it can develop a very tiny little leak or seep, and you know, over a period of it, you know, if you have to recharge it every three to five years. That's probably not a bad thing, but you know, it should never leak. 

Mark: So there's many shops that have signs out front talking about recharging your AC system for so many dollars. That doesn't seem like it's a very effective service. 

Bernie: Not really. I think it really needs to be looked at on an as needed basis. So for instance, if your air conditioning is working, but it's not quite as cool as it should be, that's probably not a bad service to do. You know, evacuate it out, recharge it with refresh refrigerant. It might be a little bit low. It may have a tiny leak. That's probably not a bad service, but if it's not working, it needs to be diagnosed. It's plain and simple. It's kind of like changing oil on an engine that has a severe knocking noise. It really needs to be fixed. So if your air conditioning's not working, don't don't think, Oh, I'll just get it recharged. It needs to be diagnosed and sometimes recharging it is, you know, sometimes when we look over system and we go, Hey, we can't find a leak anywhere. Sometimes putting a partial charge into the system and seeing what happens and just seeing how it lasts is sometimes the most effective thing to do. But again, if you're just coming in as a service, kind of like an, an oil change for your AC, it's really not that effective.

Mark: So was the condenser, let's go back to the BMW. Was the condenser, the only part that you replaced on the BMW? 

Bernie: On the BMW it was. Actually I'm going to just look at another picture. What an unimportant piece to fix often when you have a major leak is the receiver dryer or the accumulator. It depends on the system. There are slightly different component, but they both serve the same function. They have a filter inside of it. And, that filter has a thing called a desiccant in it. It absorbs moisture. A moisture is a bad thing to have inside an air conditioning system. And any time there's a leak where air could get in moisture gets in to. So it's important to replace that. 

Sometimes it's prohibitively expensive because it's part of the condenser these days. But fortunately for the BMW, the dryer, which sits over here is actually part of the condenser. So, fortunately this got to kind of two for one, the dryer got changed at the same time. But that's the only other component. Now if I was changing a compressor, or an evaporator, I don't know, I'd necessarily recommend to the customer let's change the condenser as well. Because with the dryer built in that would add an awful lot of extra costs. So if it's a separated component, which it is a lot of vehicles that dryers an important thing to replace. 

Mark: And how did the BMW 335i I work after the repair?

Bernie: It was good, nice and cold inside and just like you want, it's hot in Vancouver these days. At least it wasn't until today. So air conditioning is very, air conditioner has been very welcome for the last couple of weeks. You know, it's funny around here because the air conditioning you don't really need it, at least for coolness, that often in the year, but it's nice to have it. Other places like Southern California, it's pretty much a year round requirement, unless you like really hot air.

Mark: Pawlik Automotive in Vancouver. You can reach them at (604) 327-7112 to look after your BMW or any of your air conditioning problems. You have to call and book ahead they're busy. (604) 327-7112 or from the website pawlikautomotive.com. You can book from there. You can call them from there. You can check out hundreds of videos on all makes and models of cars, all types of repairs for the last eight years, actually. As well Pawlik Auto Repair on YouTube. And thank you so much for watching or listening on podcast. We appreciate it. And leave us a review, whatever you like, if you like what we're laying down and give us a review. We'd appreciate that. Thanks Bernie. 

Bernie: Thanks, Mark. Thanks for watching.

2013 Lexus RX350, B Service

Mark: Hi, it's Mark from Top Local. I'm here with Bernie Pawlik, Pawlik automotive in Vancouver. Vancouver's best auto service experience. 22 time winners of Best Auto Repair in Vancouver as voted by their customers. And we're talking cars. How are you doing Bernie? 

Bernie: Doing very well. 

Mark: So, today's victim is a 2013 Lexus RX, three 50 that had, was in for service. What was going on with this vehicle? 

Bernie: Yeah, so this vehicle came to our shop for a B service. The B service is an oil and filter change and then a full vehicle inspection. So we go over the vehicle from front to back, a visual inspection. Look at the brakes, remove the wheels, rotate tires as necessary.

Few little things like lube door locks, hinges and latches. When we test the battery and charging system, look at all the lights, the wipers, underneath the vehicle for fluid leaks, inspecting the fluids, steering suspension, a thorough inspection of that area.

So a really good thorough look over the car. And that's basically the B service. So that's what this car came in for. 

Mark: So when you guys are doing this, you're just not just willy nilly going oh, well, let's have a quick look see, what's going on. You follow a process. 

Bernie: We have a very regimented routine, a digital inspection that we send out to our clients. And, I know you and I have talked about that in our previous podcasts. There's information out there on our channel that shows what's involved in the inspection. But yeah, no, it's not willy nilly. I can't say, there's a it's 150 point inspection because it varies from car to car, what we look at. But I kind of went over the main things. 

But what you'll get out of doing this inspection is a really full snapshot of what your vehicle needs, you know, at this moment in time, services that are due now, services that are going to be needed in the future. You know, at least into the one year future of the vehicle and whether it's safe, you know, if there's any major safety concerns, we can deal with them now. If they're a, you know, something that can be deferred, like say the brakes fr are four millimetres. Now we can do them today or you can, you get a couple more months of driving out of them. So it really depends on what you need. 

Mark: And so what kind of concerns, if any, did you find on this Lexus? 

Bernie: You know, surprisingly very little, well maybe not surprising because it's a Toyota product, but very little, actually, other than a couple of dirty filters and some slightly worn control arm bushings and some fluids that were dirty. But what was really interesting about this vehicle is this vehicle has 408,000 kilometres on it. And I'm going to just share the pictures because I think this is just so amazing. If you look at this, that vehicle 408,000 kilometres, in miles, I guess that's probably a 250,000 miles.

I mean, a lot of people start getting squeamish when their vehicle hits a hundred thousand kilometres. And, this has got four times that much. I'll say that it does drive still like a brand new car. It is only seven years old. So it's not that old, but it drives like a brand new car. The only issue with it is the engine has a slight bit of a clacky sound to it that kind of develops in Toyota's as they start to get older. But it's subtle. It's not really worth doing anything about, you'd probably have to replace the engine to get rid of it and it wouldn't really be worth it because it still runs perfectly well otherwise. That is the vehicle.

Just to verify it's true, yeah there's the odometer for 408,756 KMS. So pretty shocking really when you get into it, and to me, this is like, you know, the product of good maintenance and, and a well-built car to start. 

So looking at a couple of issues. This is the only sort of repair item that I recommended and not even a strong recommendation. I mean, this is still something that'll last at least in another year or more. 

The control arm bushings are starting to tear, you know, the rubber starting to wear out. But, really, even then, this is not that bad. It's still got lots of life, you can see it's, you know, the vehicle has a bit of rust. It's been driven a lot, you know, 408 Ks it's seen some places, it's been driven a lot. 

This is the other thing that just absolutely blows my mind. So this is, basically lying on the ground, looking vehicles on the hoist looking up. This is the bottom of the engine compartment. So this is the engine oil pan over here. Transmission pan here. This is the differential and transfer case unit for the four wheel drive because it is an all wheel drive vehicle. There is not a drop of oil, fluid, not even a weep of oil coming out of this engine. There's no coolant, no fluid leaks. Again, 410,000 kilometres. It's just absolutely astounding engineering.

Mark: So that's what you found that was of interest and a bit of a surprise perhaps, but do you see any other vehicles with that kind of mileage that need no work? 

Bernie: Very rarely. Very rarely. I keep thinking, you know, I own a BMW X3 with a quarter of the mileage, this vehicle has, I've already replaced the engine oil pan gasket, which is a horrific job. The water pumps failed and that's not just mine, I mean like every BMW  is like that. Mercedes again, oil leaks. English car like Jags, Land Rovers, I mean, they'll all develop some sort of issues. It's amazing, you know, for this kind of mileage, really, really, not typical of most cars out there. I mean, you know, you'll get a few. 

I mean, the one good thing this car does have going for it is that it isn't that old, you know, it was a 20 year old car with 408,000 k's that'd be a different, it would definitely be feeling its age a lot more, but because it's been driven so much, kept warm, it's obviously the engine has been warm and the whole drive train, it's definitely in better shape. So time is a good factor on this one, but still nonetheless, compared to a lot of other vehicles on the road, you just won't find this. And I've seen other Toyotas, you know, Corollas, you know, where I look underneath, again, 250,000 kilometres, not a drip of oil. It's pretty amazing. 

Mark: So Lexus is the high end brand of Toyota. Lexus and Toyota, same company, essentially. So have they always been this sort of trouble free if maintained? 

 Bernie: You know what, they haven't always been. They've always been, I think on the more reliable edge of cars, but I think about, you know, there's been certain model years where they've had head gasket problems and other issues.

So, you know, one thing that is sort of, that we've seen over the last decade or more, a lot of Toyotas tend to have leaking water pumps. That's sort of one of their major failure items. It's not really that expensive to fix. But over the years, I mean, I've been working on Toyota's for a long time. There's certain models of  head gasket problems, or certain other issues, but, they just keep getting more and more reliable. Like generally the whole automotive industry, engines are just way more reliable for the most part in the cars than they used to be. So I think you know, they're certainly, you can see why they're a notch above them.

And, you know, when I was thinking about comparing this BMW that I have, I mean, it's similar, an X3, is kind of a similar kind of car to Alexis RX 350, but the RX350's tend to be a lot more money than the BMWs. You know, for reasons that things, people know things don't go wrong. So they tend to hold their value a lot better.

So the BMW's tend to make a cheaper used car to buy, but I don't know, over the long run. I still sometimes weigh the math out as to which is a better way to go. But if you don't want to be in the shop, you know, fixing stuff, then the Toyota is the way to go. 

So there you go. If you need some service for your Lexus or Toyota in Vancouver, the guys to see Pawlik Automotive. You can reach them at (604) 327-7112 to book your appointment, you have to call and book ahead. They're always busy. They're very popular. People like what they provide, they are reliable just like Lexus and Toyotas are. Or check out the website pawlikautomotive.com hundreds of articles, videos, all makes and models and types of repairs. Pawlik Auto Repair is the YouTube channel. Same thing, hundreds. Check it out or leave us a review of where are you picking up the podcast. Thank you for listening. And thanks Bernie. 

Thank you, Mark. Thanks for watching.

2008 Mercedes Sprinter, Rear Axle Bearing

Mark: Hi, it's Mark from Top Local. I'm here with Bernie Pawlik, Pawlik Automotive in Vancouver. Vancouver's best auto service experience. 22 time winners of Best Auto Repair in Vancouver as voted by their customers. And we're talking cars. How are you doing Bernie? 

Bernie: Doing very well. 

Mark: So 2008 Mercedes Sprinter that had a rear axle bearing problem. What was going on with this van? 

Bernie: Well, when the vehicle was brought in for some service and, driving the vehicle down the road, there was an exceptionally loud noise coming from the rear of the vehicle. Doing a little diagnosis and testing. We pretty quickly determined it was the right rear axle bearing that was making the noise. Extremely loud.

Mark: So what was involved in replacing this axle bearing? 

Bernie: Yeah. So this is interesting on Mercedes, actually replacing this axle bearing, there's a few ways just to kind of go over. It's a solid rear differential. So, usually, you can either remove the axle shaft by one of a couple of ways. You normally press the bearing on and off the axle shaft.

But this is kind of unique on this Mercedes, or different. The axle is replaced as a complete assembly. You can't buy a separate bearing or hub for this vehicle. You have to buy the whole axle shaft. I wanna just get into some pictures right now. 

Mark: So why did they do that way?

Bernie: I don't really know for sure why they chose to do it that way, but we'll just go over a couple of pictures here.

So here's the axle removed from the vehicle. Now you can see this part here, these splines, this is what slips into the gears and the differential, and it basically drives the axle and the axle bearing, the part that was worn out and making noise sits out here.

Now I have another picture here that illustrates this a little better. So that's the general look. If you look at this close up, you can see this shaft is extremely fat and it goes skinny down here. And now normally, for these type of bearing, a lot of axle bearings, you can press this part off the vehicle. It's often a fair bit of work, but with a hydraulic press, you can press the bearing off. But interestingly enough, there's no way you could do that on this bearing because the axle shaft is actually larger than the bearing shaft diameter. So they've made it smaller at the outer end. 

And as a final picture, you know, there is a possibility I didn't remove this cap because there's no sense because you can't buy the bearing separately anyways, in the aftermarket or from Mercedes but likely if you pulled this cap out, there might be a big bolt in there that you could actually unbolt the actual shaft from the bearing and hub assembly and, change it from there. So that's our little picture show. 

Mark: So is that a unique design? 

Bernie: Well, this is unique. To have to replace the whole axle, this is the only vehicle I've run across where have to replace a whole axle, just to get the bearing. But this design of that little cup I showed at the end with the bolt, a lot of Jeeps, have a design where you can actually change that hub and bearing, I'll go back to the pictures again.

You can change the hub and bearing like you can actually, this part will actually pull off the actual there's a little bolt in the middle, kind of similar to this. I, what I imagine is, and the actual shaft will slide off of that hub and bearing so on a lot of Jeep models, but I think some Dodge pickups as well, you can have this, you can replace this separately.

Why Mercedes didn't do it? I don't know. You know, just how, how, how they roll. So, how about the longevity of this? Does this part fail fairly often on sprinter van? No, they, they last a long time. We work in a lot of sprinters. This is the first one we've changed, you know, obviously not, No, not a foolproof item, but they do tend to last a long time.

So, as you can imagine, replacing a whole axle and bearing is probably pretty expensive and it is, it's only seems to be only available from Mercedes. We weren't able to find it after market. A solution, but, we did get a used one for the customer, which has about half the price of the new one. And it actually worked really well.

We can, you can easily test the bearing beforehand by rotating it. And, it, it's pretty obvious. I'll actually, I have one more thing to share here, and that is, that is a video of, of this bearing hair. So just bear with me a second and I'll, I'll, screen-share the, the, Share this video. So just, if you listen, you should be able to hear the sound of this bearing as I spin it,

be able to hear that barely. We'll see if we can crank the volume of that up in the, in the, After post production process. But anyways, that, that is a sound of an exceptionally badly worn bearing. So they used replacement part. We had, first of all, it wasn't nearly as rusty as this. And second of all, even when you turn it, you can, you can, it takes a fair bit of force to act by hand to actually rotate it and turn it.

So, you know, it's, it's obvious when it, when it's working properly.

So. this is just the shaft to act. So this is not changing the differential though, right? No, no. The rest of the differential is all inside. you know, it's further in, there's a lot more work involved, to do that. So, I mean, on, on one note, you know, actual labor portion of this job is not too difficult because you can just pull the axle out.

You don't have to press the bearing on and off, which is typical of this kind of design. And that can be time consuming and expensive as well. So, it's kind of like a, almost a plug and play operation, but, there are other factors as well, just to put in there that the a there's an abs wheel speed sensor that has to be removed.

In order to change this, this bearing, and those will seize in there frequently. This one actually good. This one actually did season the bore and needed to be replaced as well. So, you know, sometimes you'll get lucky and you'll be able to pull it out, but other times it, it won't come out and you'll have to replace that part too.

So that's just another added, part to it. And how often does one axle bearing goal mean that you've got to change both of them? You know, these are the kind of thing where they're completely independent parts. So if one's warned, we don't normally just change the other side. Just change it as you go, say the same with a lot of, you know, hub and wheel bearing assembly that you find in it.

I say modern cars. I mean, they've been around for decades now, but usually, usually if one's worn, it doesn't mean the other, no, one's going to be worn out. Sometimes you can change one. and the other ones won't wear out for another 10 years. So, it's just basically just replace it one at a time.

There's no, no cost savings whatsoever to change. both of them. And you work on a lot of sprinters, as you mentioned, how are they for reliability? They're pretty good. You know, we've talked a lot about them. There's other podcasts. I mean, it's got the three leader, a lot of them have the three liter Mercedes diesel.

It has a, you know, a number of issues we, that I won't get into now, but they're, they do, they do have their issues. but overall they're, they're a good van and they they're very popular because of the size and the, the dimensions, no breaks, breaks do wear out on them over time, but they're, you know, not, Not abnormally fast.

but generally speaking, they're a good, reliable van. You, you pay a lot of money for them, but they're, you know, they're very useful for what they do for the size and what you can pack into them. Plus they're economical to run with, you know, with the, with the diesel, even though there are problems and issues, you know, they certainly get incredibly good fuel economy.

So if you have a Sprinter in Vancouver or any kind of Mercedes product, or even the Dodge version of that, you can call Pawlik Automotive and get them to service those vehicles. They're experts in it. (604) 367-7112 to book your appointment, you got to call and book ahead. They're always busy.

Check out the website, pawlikautomotive.com hundreds, seriously, hundreds and hundreds of videos and podcasts and articles on all makes and models of repairs, types of repairs. Pawlik Auto Repair is the YouTube channel. You can check out our videos, that are again, seven years worth of doing this every week. Lots of them. 

And of course, thanks so much for listening to the podcast. We really appreciate it. Leave us a review wherever you're picking up your podcasts. And thank you, Bernie. 

Thank you, Mark. And thanks for watching.

2010+ Subaru Reliability

Mark: Hi, it's Mark from Top Local. I'm here with Bernie Pawlik Pawlik Automotive in Vancouver. Vancouver's best auto service experience. 22 time winners of best auto repair in Vancouver as voted by their customers. And we're talking cars. How are you doing Bernie? 

Bernie: Doing very well. 

Mark: So Subarus, we're going to revisit talking about Subaru's and reliability mean maybe some of the later changes in the last decade. So we're going to talk 2010 on. How reliable of Subaru's been? 

Bernie: They've got a good reputation. There are some issues which we'll talk about, but generally they're pretty good. There have been some changes for sure. I'd say some for the better, some hard to know, you know, maybe not quite as good, but well, mostly for the better.

Mark: So let's work our way through the list. So starting with the engines, how are the engines? 

Bernie: So the engines are good. Now the biggest thing is in the early part of the decade, they were still using timing belts and you'll find those uncertain models up to maybe 2012 -2013. Actually the WRX STI still uses the timing belt. That's the only engine that actually currently uses a timing belt, but they went to a different technology with timing chain. The good news about that is there's no timing belt to be replaced at the specified interval. The chain seemed to be pretty durable that had never had a problem with a chain yet. 

The head gaskets have also been reliable because that's a problem with the 2.5 liter timing belt engine. Guarantee you'll have to replace the head gaskets on any of those models. They all go sooner or later. So the head gaskets, we've yet to see a problem with one yet. Not to say that they won't, at some point it will be a very expensive repair at that point because of the timing chain technology, but head gaskets, have been reliable. 

Really, the only thing we run into was an oil leak on one of the timing chain covers which was a fair bit of work, but again, you know, there was a bit of an outlier that's something we haven't really seen since. One big engine issue you know, that is somewhat known is oil consumption. A lot of these engines have oil consumption problems that wasn't there in the previous design of engine. So, there's a lot of owners I'm pretty unhappy with the amount of oil they had to add to their engine.

And I think there's been some work done on it. I don't know how that's progressed over the years, whether, if you buy a fairly current model, whether that's going to be a problem or not, but certainly in the earlier part of the decade there, you know, in the mid decade models, there has been some oil consumption issues.

So if you're looking to buy a used one, it would be worth doing a little research to see if what you're buying is actually an oil consumer or not. We won't get into all the details of how to figure that out, but that's something well worth looking into.

But other of that, I mean the engines are generally reliable. That's kind of the biggest thing to look for, I think is the oil consumption. 

Mark: So in the older models, then transmissions were generally reliable based on our old podcasts. Is that still the case? 

Bernie: They are still pretty good. But, one thing with the transmission is Subaru has gone to a CVT for most of their automatics. I'm not a big fan of CVTs. But I think, you know, there's been a lot of problems with CVTs in a variety of different makes and models of cars. And they're expensive to fix. For some reason, very difficult to get parts for. Nissan had tons of problems and extended their warranties.

But Subaru seems to be pretty good. We've actually never seen a CVT problem in our shop with one, but I do read a lot and there's some issues with valve body problems with them. And if that's the only problem, that's not so bad. But you know, older as you said, like the older automatics really bulletproof. Never had any issues or problems with them.

The older standards, again, never any issues or problems other than, you know, I mean the clutches wear out on standards and you can still buy Subaru's with standards as well. So, you know, again, not a big fan of the CVT, but Subaru seem to be more reliable and a lot of other brands. 

Mark: So all wheel drive. Subaru's are pretty famous for their all wheel drive system. How is the newer all wheel drive system? 

Bernie: Well I'll just talk in terms of reliability. I mean, Subaru, all wheel drive systems have been, you know, really pretty bulletproof. The one thing I've always liked about Subarus is even though it has all wheel drive, which adds complexity, there's never been any problems with it. They seem to be really reliable and the same goes with this decade, you know, everything's good, reliable. They may not be as fancy as some, you know, European models with electronic controls and things, but generally they're just very reliable. Kind of simpler and reliable, and they do the job. The wheels grip and there's few problems. So really it's something good to have. 

Mark: Okay, so let's move on to brakes, steering suspension systems, any issues in those areas?

Bernie: You know, the one thing I was happy to see on an Outback around the middle of the decade, and you know, there's been a couple of redesigns, is they went to, seems a subtle little detail only a the mechanic would notice, but, the suspension front control arm bushings, they changed to a design that they used to use back in the early part of the 2000s decade, which is a much more reliable design of control arm bushing. It's a horizontal bushy instead of a vertical bushing. For some reason they went to that in early 2000 and the vertical bushing and they're not very robust and they wear out. So the newer ones, it's got a much more robust suspension, for at least the control arm bushing.

So suspension has been really reliable. Brakes again, no issues, normal wear and tear, 50 to 80,000 kilometres on brakes type of thing. You'll get more mileage out of standard for sure. It's a good, reliable vehicle in that area. 

Mark: So Subaru's now are equipped, like many vehicles with driver assist technology. How about those systems? Are they reliable? 

Bernie: Haven't heard any issues with them. You know, driver assist technologies, you know, servicing that kind of thing is a bit of a specialty. As a shop owner, I've taken a couple of courses and looked into what's involved in actually servicing that kind of thing and right now  it's something that we're not doing. It's a huge investment, not only for equipment, but also you need a huge amount of space just dedicated to it. Which is kind of a drawback to that, we'll talk in a sec, but as far as Subaru's go the technology seems to be really reliable. 

I did actually do a road trip with a friend, pretty new Outback that had all that technology. It was pretty cool. You know, the car will slow down if you approach a car too fast and good safety features. So far it's been really reliable. 

The one thing that certainly adds to costs down the road and then these would be more in the area of the collision business. But, you know, whenever there's an accident of some sort, all this stuff needs to be recalibrated. There's a number of extra sensors and it adds an enormous amount to the cost of repairing a car. So while it does prevent accidents and collisions, when something does happen and it does, it can cost you a lot more. Even like a windshield, which used to cost say maybe $500 is now all of a sudden 1500 or $2,000 replacement. 

So, you know, as time goes by, it might well be that, you know, once it starts lowering in value, you know, you crack your windshield, it's like oh, car's are right off. So that's something to be watchful for. Nothing don't worry about right now because the cars still have a lot of value, but you know, as they get old. 

Mark: So I haven't heard much about, there has been very little news from Subaru about the upcoming wave of EVs or even hybrids. Do they, are they playing in that pool at all? 

Bernie: You can buy a 2020 Crosstrek Hybrid. Don't know much about it. And that's about all I know about Subaru hybrids. For a long time, they've had this pzev logo on the back, which is partial zero emission vehicle. So they've been trying to, you know, play that it's a low emission vehicle, but it's just basically got like fancy catalytic converters on it as far as I can see. Because I remember looking at it and I had a customer, we're going to a decade back now before 2010, and I go, Oh, what is with this vehicle. It's still runs. Its it doesn't have any start-stop technology or anything, but I guess under certain conditions it doesn't emit any other pollutants. Of course, there's always CO2 coming out as long as the is running. So, I think a little bit of a hokey play on, I don't wanna say play on words. I'm at a bit of a loss for what I'm trying to say here, but it's a little dishonest. 

Anyways, EVs, you know, there's some talk that they're going to be doing something with Toyota in the next five years by 2025, who knows how that'll pan out. It's been interesting because a lot of this seemed to be a lot of momentum going with all sorts of car manufacturing and we're going to go EV, and we're going full out with it. And then now there seems to be a lot of pull back from the Legacy manufacturers on getting into that kind of stuff.

So at some point, and there's no doubt, they'll come out with an EV because I think any car manufacturer going forward, like 10 years is going to need to have a huge lineup of EV vehicles to survive. But, you know, I've often pondered that with Subarus and wonder, you know, it seems like a lot of people who buy Subaru's are outdoorsy people. They buy them because they can, you know, throw some kayaks on the roof or bicycles and head off on some rougher roads and go do some exploring. And those are vehicles that are well suited for at least gasoline technology. 

You know, short range EVs are not going to be good for that, but you know, given time of course batteries keep getting better. And, you know, that won't be a concern anymore. But at least you can always carry extra can of gas or something with you now, if you want to go in the road. 

So I think for the marketplace of Subaru, maybe, they've kind of left that behind, but you know, as sooner or later the rug might be pulled out from under them. So that's all I got to say about Subaru and EVs, but I'd say probably more hybrids will be coming. 

Mark: There you go. If you're looking for a service for your Subaru in Vancouver,  BC, Canada. The guys to see are Pawlik Automotive. You can reach them at (604) 327-7112 to book your appointment, you have to call and book ahead. They're booked up for weeks in advance. They're always busy. They're really busy right now. They're always been busy. They're busy. I make that a point. Call them, book ahead. Check out the website, pawlikautomotive.com or our YouTube channel Pawlik Auto Repair, hundreds of videos on both places, all makes and models, types of repairs. Thanks for listening on the podcast. We really appreciate it. Leave us a review if you're so inclined and Bernie thanks as always. 

Bernie: And thanks, Mark. And thank you for watching. It's always a pleasure.

2015 Mini Cooper S Engine Mount Repair

Mark: Hi, it's Mark from Top Local. We're here with Bernie Pawlik, Pawlik Automotive in Vancouver. Vancouver's best auto service experience. 22 time winners of Best Auto Repair in Vancouver as voted by their customers. And we're talking cars. How are you doing Bernie? 

Bernie: Doing very well this morning.

Mark: So 2015 mini Cooper S is this week's victim, what was going on with this vehicle? 

Bernie: So these people had noticed some issues in their vehicles, some clunking and vibrations in the vehicle. Been to the dealer for service. And, they'd been told that the right engine mount needed to be replaced.

They'd, you know, wanted a second quote. They liked our price and they were actually a regular client of ours with another vehicle anyways. But, came in so we could replace the right engine mount. 

Mark: So what kind of testing or diagnosis did you do to check whether that was accurate? 

Bernie: In this case we didn't. Generally speaking, I find, you know, dealers are, they tend to know their cars. So, you know, we can assume that what they quoted was accurate. And we did find in fact, and you'll see in some pictures, you know, that that was a very accurate diagnosis. So in this case, we just took their word for it, you know, let's say the client like the price. So we, proceed with the job. 

Mark: So what's involved in replacing this engine mount? 

Bernie:  Well, this one's actually a pretty time consuming job and the mount itself is not cheap, but the labor is also pretty intensive too.

So, let's just get into some pictures and it kind of paints a better picture here.

So there's our 2015 mini Cooper S cool looking vehicle for sure. This is a top view of the engine. This is the famous plastic cover that you find on most engines. Twin power turbo. It's pretty cool. Nice peppy little car. 

The engine mount is located under here, under this frame rail under the air conditioning, like directly under the air conditioning pipes. There's no room to kind of squeak it out. There's framework here. 

And, there's a slightly closer view here. The arrow just points to where the engine mount is, but you can't actually even in fact see it with all these pieces in place. These are red and blue hoses, by the way are air conditioning charge hoses. So I took this photo after we'd actually installed the new mount and, we're recharging the air conditioning system. These pipes actually have to come off and come apart to access the mount. So there's a lot involved in the process. There's the engine mount.

So basically, even though it's a Mini, it's a BMW vehicle. This is the mount. So basically engine mounts are made of a few different things. On the simplest terms, an engine mount is usually a piece of metal with a rubber, it's kind of like an ice cream sandwich with a rubber where the ice cream would be and metal where the cookies would be.

But, engine mounts have got a little more sophisticated, but this is kind of the same idea. The engine bolts up, you can't see it, it's on the other side of this metal piece here, the engine bolts up to that part and this bolts to the frame of the vehicle the aluminum piece here. So, this is actually taken on an oily white rag so it's a little difficult to kind of make out. But this sort of twisted and kinking, and you can see it's a bit oily, this is all deteriorated parts of the mount. It's actually torn right here. So the mount's broken, the engine, you know, jumps around, it vibrates. So there's clunks present, vibration, which this mount is supposed to dampen out occurs. 

Some of the components in this mount, I mean, as I said, the simplest engine mounts are just a piece of rubber sandwiched between two bits of metal, but they've got much more sophisticated over the years.

A lot of them are oil filled they use like a hydraulic cushioning inside the oil to dampen the vibrations out even more. And these you'll often know these are worn out if there's oil or fluid leaking out of them. And, I mean, that's not a new technology for many. It's been around since the nineties, the oil field mounts, probably, maybe even the eighties, and on a variety of vehicles, not just sophisticated European cars.

Also I've even seen some engine mounts actually have electronic dampening inside the engine mount. And again, not necessarily exclusive to a fancy European car. Sometimes it can be simpler vehicles. A Nissan Quest van that has a dampened engine mount.

Anyways, I believe that's our picture show for today. 

Mark: So is this a common failure part on these minis? This is only a 2015, so it's only five years old.  

Bernie: Yeah. It is a common failure item on this car. So if you own one of these vehicles, you can pretty well count on this engine mount failing. I realized when I was thinking about preparing this podcast, it seems like a lot of the things we talk about on these podcasts are our common failure items.

And that's one thing that's good about when you buy a used car, is there's a certain level of predictability to what are the failure items. I get people who call me up and they were about to buy a brand new model of a certain vehicle and they're like "Well, how reliable is it?"  I go, I don't know. It's brand new. 

But when you have a vehicle it's been around for awhile, you kind of get a track record of things that are common failures. And then, you know, to look for them if you're buying a used car, but if you do own one of these vehicles, chances are you'll be changing this mount because it is a failure item. 

Mark: So how would someone know that their engine mount is failing? 

Bernie: Yeah, well there's a few things you'll notice when you either accelerate or decelerate, you'll sometimes feel a clunk or a thunking kind of sound in vehicle under certain conditions. That's a pretty good indication you have a bad engine mount. The other thing is vibration. In an engine there's a certain feeling, you know, when you're idling say a light in park, you know, there's a smoothness, but if you can sort of feel a shake of the engine in the vehicle that could also be a sign of a bad or worn engine mount also. They don't have to all get as bad as this one to be troublesome.

 One question we didn't put in there is do you change all of the engine mounts? And there are some vehicles where if a mount is worn, a lot of times we will change all of them because it's just kind of the nature of the vehicle. But in the case of this Mini, this is a very common failure part. So we just changed this one. 

Mark: And how many mounts are there, is it four? 

Bernie: Generally four on most vehicles. Depends, you know, on a traditional, front engine rear wheel drive kind of vehicle is usually three, two on the engine, one on the transmission, a transverse mounted engines like these, usually about four. Sometimes they have five, they'll have like a torque damper as well at present, you know, as the engine twists back and forth, there's some dampeners. Some of those are kind of sophisticated shock absorber type things, others look like a dog bone with rubber on each end.

Mark: And how are these Minis for reliability? 

Bernie: Well, generally speaking, they're pretty good. But again, you know, as we've said, five-year-old car with a worn out engine mount and you'll find there are many cars that are 20 years old where the engine mounts aren't even worn. So I mean, every car has their issues.

There's some cooling system leaks that occur on these, but generally they're pretty good vehicles you'll know it's a BMW product. You'll tend to find that some items were out a little sooner than you'd think. And they are a little more expensive to fix. These parts are exclusively dealer, we just buy it directly from the Mini dealer. So there's not a lot of better pricing options for some parts on these things. 

Mark: Well, if you need some service for your Mini in Vancouver or if you've got some clunks and thunks that are happening from the engine area, the guys to see are Pawlik Automotive. You can reach them at (604) 327-7112. To book your appointment, you have to call and book ahead. They're busy. They're always busy. They're always booked. So you got to call and book in Vancouver, BC, Canada. Or check out the website pawlikautomotive.com. Hundreds of videos, I'm not exaggerating, hundreds of videos on there on all makes and models of cars, all kinds of repairs for the last seven years. Or the YouTube channel Pawlik Auto Repair. Thanks so much for listening to the podcast. We really appreciate it. Leave us a review on wherever you're picking up your podcasts and as always, Mr. Pawlik, thank you very much. 

Bernie: Thank you, Mark. And thank you for watching. It's greatly appreciated.

1997 Mercury Grand Marquis, MAF Sensor Replacement

Mark: Hi, it's Mark from Top Local. We're here with Bernie Pawlik, Pawlik Automotive in Vancouver, BC. Vancouver's best auto service experience. 22 time winners, 22 times as voted by their customer. The best auto repair place in Vancouver, BC, and we're talking cars. How are you doing Bernie? 

Bernie: Doing well. 

Mark: So today's victim a 97, a little bit of an oldster, Mercury Grand Marquis. Yahoo. It's a big one. You had a MAF sensor replacement on this vehicle. What was going on? 

Bernie: Yeah. So this vehicle came to our shop a couple of months ago. She had a large coolant leak coming from the engine. It was coming from the intake manifold, just anything manifold uses a lot of plastic and the plastic wears out. There's a big crossover passage that goes over the intake manifold. Plastic wears out. So we replaced the intake manifold, solved the coolant leak, but, a month or two went by and the check engine light came on and there was an issue with the engine. Made some rattling noises when we'd go up a hill. So that was her concern. So came back to see what was going on. 

Mark: So what was the diagnosis and how did that work out? 

Bernie: Yeah, so our next step, was to, first of all, just verify that all the repairs we'd done were fine and there was no problem with the manifold which we did.

The next step was to hook up scan tool. See what kind of readings, you know, see what codes were stored in the vehicle computer. The check engine light was on. So we came up with two lean fuel condition codes, one in bank, one and two for basically lean fuel condition, P0171 and 174. So that gave us a direction to go in as to what was going on with the vehicle.

Mark: So do we have some pictures? 

Bernie: We do have some pictures. And after retrieving codes, the next question is what do we do for diagnosis? You know what's the next step? So I'm going to share some of that here. That's really the purpose of doing this podcast, just to share what goes into our diagnostics.

So anyways, there's our nice, still a very nice condition for a 1997 car. I don't know how old that makes it. 23 years. It's still very good shape, this vehicle, very low kilometres too only about 65,000 K's. So you're in miles. It's only about 40,000 miles. So the next step, diagnostically with that code information, of course, there's information there, plus the intelligence of the technician working on it, and experience. 

So, our next step was to basically graph, go road test and just take some readings of things. Oxygen sensors, readings, there's a mass airflow sensor. This is a sensor and I'll show a picture of it.

The sensor located in the intake system. This is the main measuring sensor for how much air is flowing into the engine and what the density of the air is. It's a very sophisticated sensor, so it can actually pick up the speed of the air rushing into the engine. How much air is there and how dense the air is.

If you're down at sea level air as much denser than it is at say 12,000 feet altitude. So this sensor picks up all that information. It does it with this little, there's a little tiny, a couple of little wires in there and, basically they heat up, I believe a lot of them that they'll actually heat the wire up and depending on how it cools it'll take readings.

So it's pretty neat, pretty sophisticated device. There's a top view of the sensor. So I'm kind of jumping to conclusions of what we actually replaced here, but the next part of the course is the diagnostic. So this is some of the things that we looked at when we were driving the vehicle. So you see this graph here, longterm fuel trim to longterm fuel trim 1. These are each engine, the V eight engine. So each bank has a sensor on each side, it'll adjust the field trim on each side and the field trim is basically leaning or richening up the fuel mixture. 

Well, then there's engine load and grams per second of the mass airflow sensor. So this is actually reading how much the sensor is actually reading, and this is the engine load. Now this is a graph that I took driving up a very steep hill in Vancouver, full throttle. Every time you have these peaks, that's full throttle. And what this is telling the computer is at full throttle, the engine's only got about a 40% load, which is very low. It should be 80% or more, you know, because you're actually putting as much, you're demanding as much energy of the engine as possible. Also again, this is an experience type of thing, but the graph here when you're doing this full throttle, reading is 60 grams per second of an airflow, which based on experience is way too low. 

So the only thing is the fuel trim's in many of these cases, they go up to 25. This is as much as this thing will read. And 25 is enough if it's sustains that will set the check engine light on. So, anyways, that's pretty much indicated from there. This thing's got a bad mass airflow sensor. 

So cut into the, if you just remember these numbers here real quick, this is what the new mass air flow sensor, same hill the field trims are now showing up at the top here. But the engine load you can see goes up to 81% and the grams per second, 145. Huge difference. 

These trims still sometimes go up to 25, but over time I didn't reset the vehicle computer. Over time, these will actually change and they'll drop out. The vehicle is resetting, but you notice too, when you have full throttle, it's now gone down to zero. So it's making adjustments. That's the thing about modern vehicles, even though this is 23 years old, I still call it a modern vehicle. The fuel systems make adjustments on the fly. So there we go. That's what I'm trying to say. So, yeah that kind of paints a picture of, of what we look at.

Mark: So that's how things looked at to the sensors replaced? How did the car run?

Bernie: Oh way better. Now, before I did notice and the car ran really smoothly before, but I noticed when I had accelerated it didn't quite have the oomph you'd expect out of a 4.6 litre V8 engine, overhead cam engine. Should have had more oomph. And it certainly had way more once we put this in. It just you know, especially at full throttle, it really went. So a big difference there. I would expect the check engine light will not come on anymore. 

That rattling in the engine too, by the way, was basically from a lean fuel condition, caused the engine to knock and ping. So again, when the mass airflow sensor, before it was just telling the engine there's not enough air flowing to the engine. So the engine's adjusting around that. And now the engine knows, Hey, this is how much air is flowing in, we need to deliver this much fuel. 

So the nice thing about doing these tests before and after, is first of all, we can see what's wrong with that. Second after we do the repair, we can verify we've actually found the issue and solved it. 

Mark: So, is this a time consuming part to replace? 

Bernie: No, it's actually a pretty simple part. I'll just go back to our picture again of where the part's located. This is looking at the top of the engine sitting over here. This is the air filter boxes here. There's the mass air flow sensor. It's really not a time consuming part to change. It's all located up top, a few screws and bolts and wires to disconnect and it's replaced. So it's a pretty simple replacement item. Really where a lot of the work goes into the diagnosis.

Mark: So basically it's a case of you guys just don't swap out any old thing you feel like that day and see if it worked. You're checking to see exactly what the issue is. And then repairing that specific part. So it's efficiency of time and materials and costs for the customer. 

Bernie: Absolutely. And I think people want to know their car's fixed right. And there's nothing more annoying than assuming it's one thing or another. I mean, there's a lot of things that could be assumed from those trouble codes. Like it could be that the oxygen sensors are bad or there could be a large vacuum leak and it's important to find out are those things in fact bad.

And once you verify how all those other sensors are reading, then it's a matter of testing things. And of course, a lot of it's experience. I mean, I've worked on a lot of these cars for years. So, I can kind of tell what can go wrong, but I don't just go, Oh, it's throw a mass airflow sensor, it'll fix it. It's like now we know we've done the right thing. And it costs a little more money to do that. But in the end it actually saves money because throwing parts in is just a complete waste of money. 

Mark: You might win or you can just go to the casino. 

Bernie: Yeah, that's right. Yeah. It's kind of like pulling on a slot machine. Sometimes it will pay out. But in this work again with experience, there are a lot of educated guesses. I don't mind saying sometimes we do get a code on a certain car for certain item, and it's, you know, 99% of the time that sensor.

But it's a matter of knowing that before you jump in and just making assumptions or looking on the internet and go, Oh, it's this. It's like, no, it's a lot of times you've got to test it because what's happening might be slightly different than what you read. 

Mark: So this is getting to be a little bit of an older vehicle, more experienced as we should say. Is it still worth fixing? 

Bernie: Well, I'd say so. I mean, the car's in beautiful condition, drives nice. You know, as I mentioned earlier at 65,000 kilometres, it's pretty low. I mean, that's still kind of a brand new car and, you know, it's been well taken care of. The body's in nice shape, the interior is in great shape. It drives nice. So yeah, right now, not the cheapest on gas, but for someone, you know, obviously he doesn't drive it a lot. You know gas is not such a huge expense as if you're driving, you know, doing a 50 kilometre commute every day. So yeah, it's a good car. Worth fixing.

 You know, always the issue that we find with older cars is parts availability. You know, they made zillions of these cars, I don't know how many, but an awful lot of Grand Marquees and Crown Victorias in these engines. So parts are still very easy to come across. 

Mark: So that needs to be figured into the calculation of whether your old vehicle is still worth keeping going or not.

Bernie: Absolutely. And we do run into old vehicles where parts are no longer available. Then to me, it's like, you may as well just get rid of the car and get something different. Unless it's something you really love and you you're willing to, you know, wait on the side for parts. I mean, I figure there's always some part and piece available on planet Earth, but you know, whether you want to wait around for it, you know, and pay the extra time and it's going to take to find it that's the other issue. But so far the I'd say this car is still worth fixing. 

Mark: So bottom line, if you're looking for proper diagnosis of your vehicle repairs and mechanics, that you can trust, service advisors and a whole team that's really dedicated to making sure that you're happy and your car's running right. And you're not spending too much money just wasted. He, he. These are the guys to talk to. Pawlik Automotive. You can reach them at (604) 327-7112 in Vancouver, BC, Canada, or check out the website, pawlikautomotive.com. Hundreds of videos on there. All makes and models of vehicles, all makes types and all kinds of repairs.

Bernie:  Lots of repairs, lots of cars

Mark: And check out the YouTube channel Pawlik Auto Repair. Same thing, lots of videos on there, hundreds. And thank you for listening on the podcast if you're doing so we appreciate it. Leave us a review on wherever you're picking up your podcasts. And, thanks Bernie. 

Bernie: Thanks Mark. Thanks for watching. Thanks for listening. And, yeah, it's a pleasure.

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