Wednesday, May 17, 2017

eL Blue Goes to Nantahala

Smoky Mountains were burning...

     The weekend before Thanksgiving 2016 turned out to be a long one; I was able to stretch it to four days thanks to unexpected clearing of my professional schedule on Fri and Mon.  I took advantage.

I had been itching to do another EV road trip, this time into the Smoky Mountains.  They were on fire.  Arson.  But I had forgotten about that.  Saturday 11/19/2016, I began the execution of my plan by first stopping-in at a chili-cookoff in Kennesaw, Ga., where my friend Matt had entered his recipe (and won first prize!).  Start of trip was around 1pm.  Battery SOC 99%.

Below:  My car on the right, Matt's car on the left.  Matt and I got our cars from the same seller in Michigan; I tipped him off about the deal and he jumped on it.

In the above pic, you'll see my bike mounted on the Rhino Rack Mountain Bike Carrier.  I took the bike with me to test the rack and see the impact it had on the range of the Spark EV.  I actually never rode the bike on this trip.  Ha!

The bike is a Schwinn S-25 of indeterminate age.  Got it at a garage sale for $35.  The Rhino Rack Bicycle Carrier was purchased from

Below:  Everybody got a gift bag from the chiropractor who hosted the chili cookoff.  All delicious, by the way. πŸ˜…

Stop #2 was the DCFC at Town Center at Cobb.  46 kW.

Next stop (#3), Chargepoint/Georgia Power DCFC in Cartersville, Ga.  The display unit was blank, but the unit itself was functioning nominal to profile at 46 kW output.  Charge here for 7 min; cost $1.76  Took on 4.47 kWh.  That's all I needed.

Next stop (#4), EVgo DCFC in Calhoun, Ga. at the Calhoun Premium Outlets.  I was going to plug-in to the L2 charging station, walk over to the information center, use their free WiFi, eat a bite, maybe watch a college basketball game...but their WiFi was down, so I decided to forego the food/sports.  I walked back out to the car, disengaged from the L2, plugged-in to the DCFC and took on an unknown amount of energy (I didn't record it, and apparently neither did EVgo.  In fact, my EVgo account hasn't been updated since Nov. 13.  Shrug...).

Below:  Charging up at Calhoun Premium Outlets...

Next stop was a Blink L2 in Dalton, Ga. at the The Dalton Freight Depot and Visitors Center.  This one was not too difficult to find, but its touchscreen was on the blink and the card reader was on the blink and the Blink app thought I was too far away from the charging station to remotely start the I had to call Blink to have them do it.  Arrrgh...

There's another Blink L2 in Dalton at the Dalton Distillery.  I have not used it, but remember these are Blinks; they're notorious for their horrible service record.

Dalton *did* have a Blink CHAdeMO, but that was recently removed (I'm not sure why).  We're told that a dual-standard DCFC will be installed somewhere nearby, which would be nice for the short-range EVs to make the jump between Atlanta and Chattanooga.

Charged here for 42 minutes 58 seconds, according to Blink.  Sitting in the cold car, using the seat heater.  Brrrr!  Ambient temp hovering around 32ΒΊ F.  Cost $1.72.  Took on just a couple of kWh, all I needed to make my next stop, an EVgo DCFC in Chattanooga at a Hilton Garden Inn.

Charged at the Hilton DCFC for 42 min.  36 kW max output.  Took on 17kWh (I'm going from memory).  These stations in Tenn. (there are a few) are configured to accept credit card, only, and a $5.95 fee is levied for each session.

Here's what's written for these stations in their Plugshare entries:  "***Credit Card: $5.95 session fee plus $0.20 / min SAE Combo: Credit Card ONLY. EVgo plan not available CHAdeMO: Nissan No Charge to Charge accepted; Best pricing with EVgo plan @***"

That can get expensive real fast, especially if the units are only putting out 36 kW.  However, they're the only game in town at the moment, so we just toughen up and use them.  C'mon, Tesla!!

Next stop, another EVgo DCFC, this one in Cleveland, TN.  Same deal:  34 kW output, same billing rates.  I filled the battery here, too.  45 min.  16 kWh.

It was starting to get late, 8pm on that last charging session.  My stomach and my brain were starting to argue over who got dibs on the next stop:  Cracker Barrel (L2) for dinner or hotel overnight (L1)?  I settled the argument by booking a hotel room at America's Best Inn in Loudon, TN, where the Plugshare entry for this hotel said they have 120V pedestals in their parking lot for use by the boating crowd.  An overnight charge here would do nicely.

But first, dinner.  Yes, the stomach usually wins.  Everybody knows that.  Except when the arsehole gets involved.  Everybody knows that, too.

A Cracker Barrel enroute had two Blink L2 EVSEs.  Perfect.  Plugged-in, had a nice BLT plus caesar salad plus pecan pie washed down with some hot English Breakfast tea.  On a cold Nov. night, that hit the spot.

Arrived hotel around 11pm.  Room cost $50 + tax; no charge for charging the car.  Plugged-in using my Chevrolet-supplied Voltec EVSE, set it to charge @ 12A, and settled-in for the night.  I had some homework to do for route planning for the next day, and the hotel WiFi was working perfectly...

Below:  taken early next morning.  Temps overnight dipped below freezing.

Next morning 11/20/2016, the car was almost fully charged (85% SOC).  I had multiple route options for this travel day; I wasn't sure just which direction I wanted to go.  I was west of the Smoky Mountains and intended to head east, eventually; however, my stomach made the decision for me:  Waffle House just up the road in Lenoir City to the northeast.  No charging station, but that's okay.  Across the street, there's an EVgo DCFC.

The Waffle House was crowded.  Too crowded.  I waited in line for a few minutes, then decided to scrap this plan and switch to plan L:  hit the DCFC across the street, then head east towards the mountains.

Below:  DCFC in Lenoir City, TN.

The battery didn't need much energy since I hadn't traveled too far from the hotel, so I only spent enough time to take a few photos of the charging station site; maybe 10 min, tops.  Then, off to find food.  There was a McDonald's in a Love's Travel Stop to the west a few miles, so I stopped-in there for coffee, oatmeal and OJ.

Next stop, hmmm...well, it's going to be L2, but I won't need to stop for very long.  I intended to head east/southeast.  Take the scenic route, which isn't difficult in this part of North America; the roads are well-kept, the fall colors are in full-bloom, and traffic is almost nil due to the lateness of the season.

Speaking of the lateness, I had to be reminded that this late in Nov., RV parks/campgrounds may be closed for the season (remember, RV hookups are charging stations!).  That fact will rear up later in this trip report...and fortunately, it all worked out.  In fact, our Tesla-driving co-conspirators had already blazed a trail in some of these parts!

Here's the full-circle route from home, more or less:

Starting at my hotel in Loudon, TN (#9), excluding the breakfast detour to Love's (not reflected on map), then off to the east to the DCFC in Lenoir City (#10), next stop (#11), a non-functioning Blink L2 Calhoun's at the Marina (my Plugshare entry:  "No card reader. App shows unit offline. Reported to Blink.")

Next stop (#12), Blink L2 at Pellissippi State College.  My Plugshare entry:  "Gates to parking lot closed (Sunday 11/20/16)".

Smoky Mountain Brewery is stop #13; Blink L2, again.  This time, it was available and functional!!!  Plugged-in, and headed inside for a delicious burger + Pilsner.  Splurged and bought a variety six-pack to take home.

Stop #14:  I stopped at an EVgo DCFC in a public parking lot in Maryville, TN, to top off the battery:

#15 is Tail of the Dragon.  I inadvertently found myself driving this stretch of U.S. 129.  If you've not been exposed, here is what that means:  "Tail of the Dragon at Deals Gap with 318 curves in 11 miles, is America’s number one motorcycle and sports car road."  Since I had a full battery from my stop in Maryville, I could flog the little Spark EV and get a good feel for how it handles on these curvy mountain roads.  And since it was late in the fall season, there was almost no traffic.

And here's the thing:  as you're going through this part of the mountains (mostly downhill), you're continually decelerating as you set up for the next turn.  Thus, the battery gains energy from the regenerative braking.  So, even though I was traveling many miles, the battery charge dropped much less than it would have if I had been on level ground.

That was a fun drive, but at the end of the Tail, I was nearing 28% SOC and needing to plug-in soon.  I stopped at Tail of the Dragon, a pub/restaurant/gathering place for travelers.  It has a L2 charging station + Tesla destination charger + a NEMA 14-50 RV outlet.  Plugged-in for 90 min and tried to do some reconnoitering but their WiFi was broken and I had no cell service.


Fortunately, there were signs pointing to the Tapoco Lodge, only 15 mi away on 129...and mostly downhill! πŸ˜€

Below:  plugged-in at Tapoco...

So, stop #16 became my lodging for the night.  They have Tesla destination chargers + L2 charging stations, so I plugged-in.  It was getting late, and I usually carry food with me when I road trip, so I ate dinner in my room, but not before I had to go to the hotel desk 4 times to get them to figure out how to control the temp in my room, which was set on "sauna".

Tiny, the hotel maintenance man, explained the trouble they had been having with the HVAC, fixed the problem, and I got ready to plan the rest of my trip.  Except, their WiFi was broken, and I had no cell service.  Ahhhhhh......

I went for a walk around the property.  I had noticed these giant trucks parked near the charging stations.  Turned out they were firefighting units from as far away as Ariz., NM and Colo.  Yes, the forest was on fire, and these firefighters came from as far away as Alaska, Tiny told me, to fight the fires.  I happened to 
get to meet a few of the firefighters and hear their stories.

Below:  This made me LOL...but I guess it was necessary...  πŸ˜Š

Not having Internet access put a crimp in my plans; I needed to know where the nearest charging stations were, how far I would have to travel to reach them and whether I would have to stop enroute to plug-in to whatever source of electricity I might find (hoping not to have to resort to 120V).

The desk clerk didn't have any paper maps, so I resorted to using CoPilot, an app on my 7" Samsung tablet.  CoPilot is a satnav app that has onboard maps and thus does not require an Internet connection; just access to GPS satellites.  I don't use it very often, but I do try to keep its maps up-to-date.

Since I couldn't see charging stations, I resorted to searching for RV parks/campgrounds for 50A RV hookups.  I found half a dozen; however, I couldn't contact them until I was out of the mountains where I could get cell service.

I noticed during my walk of the property that the covered parking area near the lodge had a few 120V outlets.  The lodge kept lawn equipment in the covered area, but there was plenty of room to park the Spark EV, so I asked if I could park there, instead, and plug-in, and was given permission.

I forgot that my bicycle was strapped to the top of the car, so when I began to back in to the covered parking spot (at less than walking speed, fortunately), I crunched the caca out of the bike.  The roof rack was undamaged except for the strap that holds the rear wheel of the bike to the rack.  The force of the impact focused on the front forks; they took the brunt and paid the price.  Ruined.

Below, the broken strap...

I was able to reattach the bike to the rack using some zip ties and velcro straps that I just happened to have in my luggage.  Yay!  πŸ˜

Oh, my room...

...was funky.  Listen to the sound the light switch makes:

Next morning, I asked the desk clerk if there was a McDonald's in the next town (Robbinsville, about 15 mi to the south).  She said, "Yes!", and when I asked her (she was about 20 yrs old and in our conversation last night she was telling me that her major in school was "security systems analyst") if it had WiFi, she said "Of course!".

So, off I went.  Robbinsville, N.C. is a small mountain town of about 600.  The McDonald's is on the main drag through town (where else would it be?) which is also U.S. 129, so it wasn't hard to find.  Parked the car, I've got SOC about 75%, go inside and order oatmeal, coffee and OJ.  There's no other patrons on this early morning except a table of older gents who look like they may be going hunting, from the way they were dressed.  They were engaged in a discussion about something and they seemed to know everybody who came into the place, typical of small-town America.  I got my brekkies and found a place to sit in the morning sun (it's chilly outside, mid-Nov), and connected to their excellent WiFi service.

OMG.  They've got a TV in the dining area and it's got FOX News blaring and it's three blonde women yelling at each other.

Found half a dozen RV parks within about 20 miles of Robbinsville.  One by one I called them.  One by one I got their answering services...except for one.  This time of year, up in the mountains, the RV parks will be closed (Nov 21).  The one park, Nelson's Nantahala Hideaway, Topton, N.C., that was still open was welcoming to EV charging.  The onsite host, whose name now escapes me, was quite excited about having an EV plug in.  He said his park would probably be closing for the winter the next weekend, so I was lucky that he was still open.   He allowed me to use the main lodge and WiFi whilst I waited for the car to charge.  I stayed about 3 hrs (damned 3.3 kW onboard AC charger!!!), and the 50A RV hookup was solid and looked to be in very good condition.  Stop #17!

After the SOC was high enough to make it to my next stop, I paid the man $10 and bid my farewell.  

Stop #18 I found using the RV park's WiFi (whilst also downloading a bunch of updates for my iPhone 5s, Galaxy Tab and Nexus 5!) was to be Smoky Mtn Chevrolet, in Franklin, N.C., where they have an L2 charging station (240V/15A...not so good for most current EVs, but that's all my Spark EV can draw, anyways).  My satnav app, Bringgo, was taking me through the mountains on some lovely roads, and with the beautiful blue sky and sunshine, this leg of the journey was turning out to be fabulous.

Below:  holed up in the lodge, having my lunch, and updating apps!

Then the satnav freaked out.  The route it wanted to take through the mountains from Topton, N.C., to Franklin, N.C. (Wayah Road) took me on some gravel roads that were more logging roads than actual regular roads.  I kept looking at the map to see if I'm on roads that will suddenly end in the mountains (had that happen before!), and yes, that's exactly what happened.  The satnav had me turn a couple of times off of Wayah Rd., and then the road just ends.  In fact, it went from pavement to gravel to a muddy rutted track before I finally gave up and turned around.  Ha!

Fortunately, the roads I was on were mostly downhill.  Thus, through regen the SOC was staying near a constant 58% for many miles.  I've seen this happen, before, in the mountains.  This little EV has a remarkably well-engineered drivetrain.  Hat tip to Chevrolet's engineering team!

Wayah Rd. eventually ends at U.S. 64, intersecting the highway west of Franklin by about 3 miles.  U.S. 64 runs south across the N.C. - Ga. border to Clayton, Ga., where there is a DCFC.

When I reached that intersection, I stole a glance at the SOC/GOM (40%/38 mi), noted the distance to Clayton (22 mi), I decided to skip Smoky Mtn Chevy and head for Clayton.

So, stop #18 becomes the DCFC in Clayton, Ga.  Stopped there for about 30 min., filled up the battery, then headed further south to the free L2 EVSE in Cornelia, Ga., where I would have a delicious burger at Fenders Diner.  Stop #19.

Stop #20 is the DCFC at Carriage Kia in Gainesville, Ga.   But it is broken.  Damn!  The only option was to use the L2, which fortunately was working...otherwise, it would have been hotel for the night!

Below:  Don't bother watching this.  It's just me being frustrated that I had to use L2 instead of DCFC, so I made this 5 min 53 sec video...

Stop #21 becomes the EVgo DCFC at the Mall of Ga. in Buford.  46 kW.  Woo-hoo!!

Arrived home around 10:30pm, exhausted but happy.  Car performed beautifully, weather was lovely, another successful EV road trip!

Tuesday, May 16, 2017

Rearview Camera Project

This little car...
...totally cries out for a rearview camera.  In fact, to add insult to injury, the Korean version has it, and the Canadian version has it.  Why not the USA version?  Beats me!

So, let's install one.  A couple of the Spark EV fans have done this; their homebrew efforts are commendable!  I made a few valiant attempts at duplicating their efforts, but I kept running into obstacle after obstacle (namely, running the cable from the hatch to the front of the car behind the MyLink unit, and reprogramming the MyLink unit to include the camera).

The discussion in the link above includes a comment from Chris at WAMS, who was linked to a discussion about installing rearview cams in Volts in the GM-Volt webpage.  I contacted Chris quite a while ago enquiring about procuring his services, then that project got back-burnered for nearly two years!

I finally got around to tackling it, and was frustrated at the effort it would have taken for me to DIY.  So, I farmed it out to the professionals.

I sent the MyLink unit to WAMS, located in Michigan.  WAMS reprogrammed the MyLink unit and it works exactly as it did before I sent it to them...except now it has a new section in "Settings - vehicle settings" for the "rear camera option":

Below:  the "vehicle settings" screen...

Below:  the "rear camera option", which is just turning ON/OFF parking guidelines.  My camera already has guidelines, so these are redundant, and they don't turn with the steering wheel, anyway.

Below:  shift into reverse, and the MyLink unit immediately shows an error screen...because the camera hasn't been connected, yet.  This is A. Good. Sign.  πŸ˜

Next step, take the car to Auto Accents in Lawrenceville, Ga.  Many conversations with them about this project got them on the same page as me; Brian and Don worked their magic running the cables from the camera through the hatch, through the rubber boot into the interior and up to the MyLink unit.

Bang On.

Night vision is very good, too!  There is a 1 -2 second lag after selecting reverse; a 5 - 6 second lag after shifting out of reverse.  I can live with this!  Yay!

This was not cheap, except for the camera.  A quick breakdown:

Camera            $11 + $10 shipping
WAMS            $250 reprogram MyLink
AutoAccents   $175 run cable, connect camera

Am I happy?  Yes!!!!  I got spoiled by having a rearview camera in both Leafs that I leased a couple of years ago.  They were SL models and were well-equipped.  This 2014 Spark EV is the higher (2LT) of the two trim packages and still didn't include a camera...amongst other things.

So, I'm adding them!  πŸ˜Š

*Edit 04/20/2018:  The MyLink headunit died a slow, painful death.  Chevy replaced it under warranty.  My fear was that I would have to send the unit to WAMS, again, for reprogramming.  However, my fears were unfounded, as the camera works with the new headunit.  I chatted with the Chevy tech who worked on the car, mentioned that I hoped I wouldn't lose the camera with the new headunit.  He was evasive in his answer as to whether he could save it...and I remember specifically mentioning that I had seen a video detailing the use of the GM software that configures the headunit, and he just mumbled "uh-huh" and rolled his eyes.  Ha!  I don't know if he did anything "unapproved by corporate", but the camera works, so...there!

Wednesday, March 15, 2017

Interior Lighting Remake...kinda...sorta...

      A while back, I installed extra interior LED lighting in the front footwells, in the bottom of the B pillars and the hatch.  I tied the footwell lights to the dome lamp circuit via the Body Control Module (BCM); they're on a timer/dimmer and work marvelously.  I tied the B pillar LEDs to the original hatch circuit, which worked just fine until I discovered that the B pillar LEDs only illuminated with the hatch LEDs.  That is to say, the dome/footwell lamps are on a separate circuit so the B pillar lamps don't illuminate when a door is open; they *do* illuminate when the hatch is opened.

      I didn't like that, and didn't realize it until after we completed the project.  I thought I had tested it, using a rear door switch, but the car fooled me into thinking I had it wired as desired...i.e., the B pillar lamps would illuminate with the dome/footwell lamps.  No.  And during testing, the hatch was always open, so that circuit was always active.  Bummer.

     So, I decided to address that issue.  I ran a wire from the + side of the B pillar circuit on the driver's side forward to the connector for the footwell lights.  Done.  Now, when any door is opened, all interior lights illuminate.

    Then I got to thinking:  high-end cars have courtesy lamps at the bottom of the doors that illuminate the ground when the door is opened.  Nice feature.  I had four LEDs from

   Just have to drill a hole in the bottom of the door panel; for power, I tapped the circuit for the backlighting for the door lock buttons.  That circuit is tied to the interior lights/daytime running lights.  What that means is that anytime after sundown, the backlighting is on for the interior gizmos like door lock switches, dash switches, etc.

    Of course, I didn't know that at the time of installation.  All I knew was that the door switch would activate the interior lighting/door lock switch backlighting, so I thought we were good to go.

*Edit:  Drilling the hole.  The instructions for the LEDs say to drill an 11.5mm hole.  No, really.  Eleven point five millimeters.  WTF has an 11.5mm drill bit?!!

    I tapped into the circuit for the door lock switches (yellow wire) for 12v and the black wire for ground using wire taps.  Made up a wire harness from an old towing wire harness I found in my junk box.  Tested it a few times.  Seems to work.  My concern was that the circuit would be able to handle the extra load; however, we're talking LEDs, and the draw is so low that theoretically there should be no issue.  Legacy of the Incandescent.

Test video #1:

The first test video shows the makeshift circuits I created.  The circuit is on a timer/dimmer.  Seems to work.

2nd test video:

I've only done the driver side door so far, but the results look promising.  The downside is that the light is on after dark; it illuminates the footwell and door jamb somewhat.  However, my left arm blocks the light from being a nuisance, and since the install I've forgotten it's even there.

I'll do the passenger side and redo the driver side wiring harness because it is really poorly done, and I've purchased a (rather expensive) crimping tool to make the connections using Molex connectors.

Saturday, July 16, 2016

eL Blue Goes Square...

The wheels and tires on the Spark EV are staggered; that is to say, the front wheels/tires are narrower than the rear.

Wheel specs - Factory
bolt pattern 4x100 mm
Center bore 56.5 mm
weight 19 lbs
Part number 95024486
Tire:  185/55/15

bolt pattern 4x100 mm
Center bore 56.5 mm
weight 19 lbs
Part number 95024487
Tire:  195/55/15

TPMS sensors 315mHz; part # 13581558

Tires are Bridgestone Ecopia.  They give excellent range, being LRR (low rolling resistance).  They are not performance tires.

The New Setup:

Kia Wheel Swap:
Kia wheel specs:  17” x 6.5”;

Number of Bolts:
Manufacturer Part Number:
529101W450 or 529101W400
Bolt Pattern:
Rim material:
Rim Width:
Hub Bore:
Weight = 21 lbs
Center Cap = 58mm

Have machine shop open up hub bore to 56.5mm.

Tires:  Michelin Pilot Sport A/S 3 205/40R17

The tire choice was determined by what would fit and, unfortunately, LRR tires from Michelin wouldn't fit in the front (PREMIER A/S 205/45/17).  The strut spring perch was in the way.

The Pilot Sports are performance-oriented tires; thus, range takes a solid hit...perhaps 20 miles.  Fortunately, here in Georgia, DCFC proliferation is terrific, and Interstate corridors are being connected allowing travel from Atlanta to each adjoining state.  This. Is. Great. News.

I kept the factory wheel/tire set just because.  I have entertained the idea of swapping back to it for extended road trips.  They don't look as cool, but ah, vanity...

                                    Below:  the factory wheels/tires.

One of the things I put high on the priority list for upgrades to this car was wheels and tires.  If you're a car guy/gal, that's always one area where things get personal.

In doing my homework for this job, it became clear that there is a narrow range of fitment for this car.  The reason for this lies in the manufacturing technique of the car itself.  It shares with its gas-fueled cousin some assembly from the front bumper to the rear seat; after that point, things get radically different due to the existence of the traction battery...700 lbs of lithium-ion traction battery.  The rear suspension is different to accommodate the weight, therefore, and this includes Chevy's choice of rear rim specs.

The Spark EV has wider wheels than its gas-car cousin; the wider rear wheels (15"x6.5", ET 54 mm) are thought to address the extra weight.  In addition, the tires can't be rotated in the normal way; the fronts and rears being different sizes, the only "rotation" that could be done is side to side.  Not optimal.

So, when I went looking for wheels/tires, I had some inclination that the search would be...interesting.  And take a looooooong time.

I don't remember how I found the Kia Rio wheels that I eventually chose; I first searched aftermarket, and even purchased a set of Enkei EDR9 17X7 ET 45 mm, but they didn't fit.  7" is too wide for this car.

In the end, I found wheels from the 2012 - 15 Kia Rio (Kia part # 529101W450):  4 x 100 mm bolt pattern, aluminum, 21 lbs, 17" x 6.5", ET 43 mm, hub bore 54.1 mm:

I bought one on eBay and took it to a machine shop to have the hub bore widened 2.4 mm to fit the Spark EV hub, then test fitted it in my driveway:

It fit, no problem.  However, tires would be the deciding factor.  So, I took the wheel to Gran Turismo East, recommended as wheel/tire/suspension experts.
We test-fitted the wheel, no problem:

Then, we mounted a used 205/45R17 tire and test-fitted again.  No problem:

Yay!  Now, I just have to find three more of these wheels!

Little did I know that suddenly the supply of these wheels (used) would go from abundant to out-of-stock seemingly overnight.  And the price went up with it!

Took me a few months to fill out the wheel set.  Bought the first one for test-fitting May 24, 2016.  Installing the full set + tires was not done until July 12.


Ah, well, c'est la vie, eh?  Onward!

The crew at Gran Turismo are, indeed, experts at this wheel and tire business.  Kieran, Chris et al are true professionals.  The tire mounting, balancing and fitting took about an hour.  Chris was lead technician and was kind enough to answer my questions as I made a pest of myself during the install:

                           Loading up the wheels (they've been reconditioned):

                                      Getting ready to go up on the lift:

                                                New TPMS sensors:

                                                      Spin balancing:

                                         A little anti-seize on the studs:

                                                     Almost there...!

                 Final step:  spin balancing on the car.  Old school, they tell me:

                                 Reprogramming the new TPMS sensors:


                                             Et VoilΓ‘!  Lookin' tough!