When you stopto think aboutit, every esti-mate you issueis, to some ex-tent, a gamble.

Your estimates may be based on pub-lished labor guides, current marketconditions of parts availability andpricing, your assessment of the vehi-cle’s condition (think rust or accidentdamage) and your shop’s experiencewith similar jobs. Sometimes, howev-er, even minor changes from onemodel year to the next can turn thatseeming similarity into a profit-de-stroying monster. Or, the very samechange may have the opposite effect,greatly increasing a particular job’sprofitability.

Although popular opinion often in-

sists that the OEMs are in leaguewith the tool companies to force us tobuy more toys—I mean tools—thereality is that manufacturers adoptnew technologies to lower assemblycosts, increase reliability and reducewarranty repair claim times. The ad-vent of quick disconnects in transmis-sion and oil cooler lines is a good ex-ample. The need for technicians topurchase the correct unlocking toolsis simply another instance of the on-going investment required to staycurrent in an ever-changing industry.

What follows is a look at the cur-rent state-of-the-art for quick discon-nects, along with, of course, some ofthe special tools often needed to turnthem from foe to friend. As is oftenthe case, you’ll have to determine foryourself the long-term profitability of

these tools. Don’t forget to factor inthe added productivity that comesfrom not tying up a bay while waitingfor a replacement locking clip or oth-er widget! You may not immediatelyneed all the tool sizes and configura-tions available, but you’re bound towant most sooner or later.

In 1996, General Motors adopted aquick-disconnect transmission and oilcooler line fitting, manufactured byJiffy Tite. We’re all familiar with theprocedure for disconnecting the tran-ny cooler lines from the radiator onearlier models. While applying coun-terpressure to the adapter with an

26 July 2004

DISCONNECTSBY SAM BELL

Without access to the proper tools and

techniques, servicing quick-disconnect fittings

can be anything but quick. Here’s what you need

to know to speed up the process.

Making Book: EVENING UP THE ODDS WITH QUICK

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open-end wrench, a line wrench isused to break the line fitting free,then unscrew the fitting from theadapter. This process is at least easilyunderstood, if not greatly enjoyable.

But what about the newer vehiclesequipped with the Jiffy Tite discon-nect? At first glance, these can be ei-ther friend or foe. If you happened towork at a dealership and paid atten-tion during the new-model updatesession, you knew that a special toolhad been issued and the flat-ratetime had been cut. Paradoxically, ifyou first encountered this fitting at anindependent shop, you may very well

have lost money on it even thoughyour estimate was based on the theo-retically longer book time for the oldmodel.

Most of us have since learned thatat least one way to release these new-er connections is by first peeling backthe protective plastic covering wash-er, then using a pick to carefully re-move the lock spring, hopefully with-out its flying off to parts unknown!Reinstallation required finding thelock spring and carefully reinserting itinto the fitting before clicking theline back into position. If you lost thelock spring, you probably had to wait,

often with a bay unprofitably tied upfor a half-day or more.

As is often the case, there’s a betterway; in this instance, a much betterway. The solution is to buy the cor-rect tools designed to operate the dis-connect in mere seconds while leav-ing the lock spring safely in place(photo 1 on page 28).

Electrical ConnectorsLet’s look at the electrical end of thebusiness. The earliest wiring harness-es had no main connectors. Eachwire ran from point A to point Bwithout interruption. As cars evolved,

27July 2004

these harnesses became too ungainly.Main bulkhead connectors began toappear in wiring harnesses, alongwith molded multipin connectors atindividual components. Unit discon-nects for engine and dash harnessesand the like eventually followed.

Fortunately, most modern connec-tors, whether at an individual compo-nent or a major junction block, requirefew special tools beyond the pocketscrewdriver. However, I’ve found oneLisle tool (Part No. 13120, photo 2) tobe an important ally in unlocking thediabolically hard-to-release but easy-to-break connector latch tabs on manyFord products. Note to vehicle engi-neers: Not only should a good connec-tor stay tightly connected, it should al-so be readily releasable when needed.

The tab connector used on Nissanproducts releases after being pushedstraight down (toward the compo-nent). The spring loading takes overfrom there, leaving the connector inits unlocked position until reinstalled.

To unlock Volkswagen harness con-nectors, just squeeze them firmly. Ifthe connector resists, you may haveto push its halves together moretightly before the tab will release.

GM and Chrysler Group vehiclesfeature locking clips on many criticalelectrical connectors. Locks with a solidretaining block must be removed beforethe connector will unlatch. Others, witha partially perforated retaining lock, canbe slid partially out to allow unlocking.

Make sure to fully seat the connec-tor tab lock at the positive feed of theChrysler underhood Power Distribu-tion Center. An unlocked connector(lead photo on pages 26-27) will set acode in the BCM!

Ford pioneered the quick-removalradio. The dedicated special toolsavailable make short work of an oth-erwise impossible job.

Two final notes on electrical harnessconnectors: First, be sure to reinstallany flexible weather seals that may fallout of an opened connection. They’rethere for a reason. Second, grind thelock tabs off an old injector or similarconnector to make a “quick recon-nect” that will ease reinstallation ofolder-style injector clips. Just insert

the “tool” into the connector and thenreinstall the lock clip. The tool slipsout easily, leaving the lock clip in placeon the harness.

Liquid & Vapor ConnectionsAs for mechanical couplers, OTC of-fers a GM transmission cooler line dis-connect tool (Part No. 7937) designedfor limited-clearance applications witha twist. The tool shown in photo 3 onpage 30 is for the transmission end ofthe line on 2WD and 4WD vehicleswith 4L80E and 4L60E electronicoverdrive transmissions. Not to be leftout, Ford also has some inconvenienttransmission cooler line connections.SPX/OTC, among others, offers handytools to disconnect these, as well.

Many of us still remember Ford’sspring-lock disconnect on a/c lines. Avariety of aftermarket specialty tools

arose to address the various applica-tions and service concerns. Plastic dis-connect tools are preferred by manyfor a/c applications since they’re un-likely to scratch delicate sealing sur-faces. Note: Don’t use a sharp metalpick to remove a/c seal rings fromthese joints; you may scratch the pipeand cause a slow leak. Use a roundedplastic “toothpick” instead.

The Volvo 850 uses a similar spring-lock a/c connector, but you probablywon’t find the right size in your stan-dard set. In a pinch, you may want tomake your own special tools. I madeone using one each of a 5⁄8- and 3⁄4-in.compression ferrule carefully cut inhalf, chamfered at the cut ends andslightly “sprung” with a vise to allowthem to fit the 17- and 20mm lines, re-spectively. A much easier solution is touse the enclosed-style spring lock dis-

28 July 2004

MAKING BOOK: EVENING UP THE ODDS WITH QUICK DISCONNECTS

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connect tools (photo 4). Late-modelToyotas require a special disconnecttool to uncouple the condenser fittings.

Apparently, on the principle ofwhat’s good for the goose is good forthe gander, several manufacturers haveopted for quick-disconnect heater hosefittings to complement their a/c and fuelline hardware. GM chose a plasticheater hose connector on several mod-els. Not only is a more robust metal re-placement available from a variety ofsuppliers, but also several styles of re-moval tools have been marketed to re-move the broken stub of the originalfitting from the engine. Another note toengineers: Plastic is a wonderful light-weight, fuel-saving material. Pleasedon’t ask it to absorb engine vibrationswhile it’s busy with other tasks, such ascontaining hot pressurized fluids.

Both Ford andthe Chrysler Grouphave also usedquick disconnectson certain heatercore applications.Special tools areavailable to reachand release the locktabs. In cases suchas the Ford AstroVan’s rear heater,where access is ex-tremely limited, thetools will pay forthemselves in timesaved the very firsttime you use them.

The same spring lock fittings Forduses for its a/c components are still usedin many fuel line applications, as well.Metal disconnect tools, such as OTC’sPart No. 6507 set (photo 5), are oftenpreferred for fuel line use, especially ifthe garter spring is dirty or dry. The fuelfittings are somewhat more tolerant ofminor scratches because gasoline ismuch thicker than refrigerant, andpressures tend to be much lower, too.

Ford, GM, Toyota, Honda and oth-ers use an easily released connectorstyle in a variety of sizes for fuel andevaporative emissions control applica-tions. Thankfully, no special tools arerequired for these types of connectors.

F-Series trucks from Ford requirea special disconnect tool for use atthe fuel sending unit. Late-modelGM trucks need the OTC tool shown

in photo 6 for a similar application.Conventional disconnect tools can’tbe inserted, so you need a two-piecetool or a specially designed limited-clearance tool.

Other fuel line quick-disconnectdesigns abound. Older Chrysler fit-tings are released by pushing the twolines toward one another, then usingan appropriately sized disconnect toolfrom a spring lock set. As of the 2005model year, expect to see a prolifera-tion of the Jiffy Tite connectors turn-ing up on Chrysler Group products.All North American market ChryslerGroup vehicles are expected to featuresix to ten of these quick connects in avariety of applications. You’ll need toupdate your current tool set, however,to accommodate the very restrictedclearance on certain applications.

30 July 2004

MAKING BOOK: EVENING UP THE ODDS WITH QUICK DISCONNECTS

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Brake line pressures are too highto make the lines safe or practical formost quick-disconnect applications.However, some clutch hydraulic linesnow include fast-release fittings. UseOTC Part No. 7646A or its equivalenton some Ford cars (T-Birds andCougars) and light- to medium-dutytruck applications to release the slavecylinder from the line (photo 7).

Quick-disconnect tools are availablein handy assortments designed to savetime. Two examples are Astro-Pneu-matic Tool’s Part No. 7861 full-cover-age disconnect tool set and OTC’s PartNo. 6508 master disconnect tool set(photo 8). Schley’s Part No. 90550(photo 9) features 5⁄16- and 3⁄8-in. un-locking pliers. KD Tools, Lisle, Assen-macher Specialty Tools, Neiko Tools

USA and others offer additional quick-disconnect tools and kits.

Finally, additional timesavers areavailable in the form of replacementfittings and hardware for some com-monly used quick disconnects. Usefulassortments marketed by DormanProducts (photo 10) feature fuel linelocks and replacement coolant linefittings and Jiffy-Tite transmission fit-tings for a variety of applications. TheChrysler Group offers a handy fuelline repair kit (Part No. 0479854).Other fuel line repair kits can also in-crease your odds of a profitable day.

Consider all of these tools and kitsas “aces up your sleeve” that allowyou to even the odds when it comesto disconnecting transmission andother lines. With them, you should be

able to “beat the book,” or at least im-prove the odds of finishing the jobwithin your original job estimate. Andyou won’t be tying up a bay with a ve-hicle waiting for an essential clipthat’s taken a flier.

32 July 2004

MAKING BOOK: EVENING UP THE ODDS WITH QUICK DISCONNECTS

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