TechConnect Online News Blog

The technology being introduced in the internal combustion engine has delivered a smarter working engine producing fewer emissions, resulting in engines that are more efficient, yet more powerful, than ever before. Emissions standards continue to become stricter each year. Internal engine design changes and exhaust aftertreatment are some of the ways those new standards are being met.

(Fig. 1)

The new technology of the modern internal combustion engine (Fig. 1) is highlighted in four new modular ACDelco seminars. Designed to be offered as one-hour "Lunch-and-Learn" training events, they can be delivered as one-hour stand-alone courses or combined to provide an in-depth training program for your service center.

The new Internal Combustion Engine Technology seminars are:

·       Advanced Variable Valve Timing
(S-EM01-01.01SEM)

·       Camshaft Variable Lift Systems and Active Fuel Management
(S-EM01-02.01SEM)

·       Spark Ignition Direct Injection
(S-EM01-03.01SEM)

·       Homogenous Charge Compression Ignition
(S-EM01-04.01SEM)

Advanced Variable Valve Timing

Variable Valve Timing (VVT), also known as cam phasing, dynamically changes valve timing events relative to piston timing by controlling the camshaft. By advancing or retarding cam timing, the engine can improve low-end torque, high-end horsepower or light-load fuel economy -- all while reducing emissions.

The seminar covers the operation of the different types of cam phasing devices: spline phaser in overhead cam engines, and vane phasers in overhead cam engines and cam-in-block engines. (Fig. 2) System testing and service precautions are reviewed as well.

(Fig. 2)

Camshaft Variable Lift Systems and Active Fuel Management

A camshaft variable lift system is an advanced variable valve actuation technology that changes valve lift, duration and timing. In this seminar, the operation of several different valve lifter systems is covered, including a look at the roles of various components such as the valve lifter, oil switching valve, and engine oil pressure switch/oil temperature sensor.

In addition, the seminar reviews the GM Active Fuel Management system, which deactivates four of the eight engine cylinders during certain driving conditions to reduce fuel use. It explains, for example, the operation of the valve lifters -- eight for deactivation and eight for non-deactivation -- in V8 mode and V4 mode.

Spark Ignition Direct Injection

Mechanical direct fuel injection was first used in passenger cars in 1952. The Spark Ignition Direct Injection (SIDI) system in today's engines offers the advantages of smaller displacement engines, improved efficiency and reduced emissions. SIDI delivers fuel directly into the combustion chambers during the intake stroke, which is ignited by the spark plug to begin combustion. (Fig. 3)

(Fig. 3)

The seminar covers the SIDI operating modes and the combustion process. It also highlights the operation and components of the fuel system, including the fuel rail, fuel rail pressure sensor, high pressure fuel line, high pressure fuel pump, low pressure line, and high pressure fuel injectors.

A new fuel injector technology -- piezoelectric injectors -- also is covered. These high voltage injectors use piezo crystal actuators that switch five times faster than a solenoid operated injector.

Homogenous Charge Compression Ignition

The Homogeneous Charge Compression Ignition (HCCI) is a combustion system where a homogeneous air/fuel mixture is ignited by compression. (Fig. 4) It has the potential to improve efficiency without requiring complex lean exhaust aftertreatment, helping to deliver a fuel savings of 15%.

(Fig. 4) 

This seminar reviews the operation of HCCI technology as well as the valvetrain and injection strategy used in a HCCI engine. Since HCCI combustion is sensitive to a number of factors, such as climate, humidity and fuel composition, a variety of injection parameters and valvetrain adjustments are made during operation.

Learn More

In addition to the new engine technology seminars, ACDelco offers on-demand, online, Web-based courses and a variety of instructor-led, hands-on courses. To review the latest training courses available, log in to the ACDelco Learning Management System (LMS) at www.acdelcotraining.com.

To learn when ACDelco seminars will be scheduled in your area, contact your local ACDelco distributor.

- Thanks to Mike Militello

Compared with the emissions of gasoline engines, diesels have typically offered benefits, particularly in hydrocarbons and carbon monoxide. But controlling nitrogen oxides (NOx) and particulate matter have been challenging. New emission regulation changes in the U.S., Canada and Europe require substantial NOx reduction. Meeting these new requirements by engine hardware changes alone has proven to be extremely difficult. However, the advanced aftertreatment technologies of the new Duramax diesel engines (Fig. 5) have shown great effectiveness in dealing with these emissions.

 (Fig. 5)

Two new Duramax diesel engines were developed to meet the 2010 Federal emission standards for oxides of nitrogen (NOx) and particulate matter (PM). They reduce NOx to 0.2 grams per brake horsepower per hour (g/bhp-hr). The 2007 standard was 1.2 (g/bhp-hr).

Engine Applications

The 6.6L Duramax diesel engine (RPO LGH, VIN code L) is used on 2010 interim and 2011 Chevrolet Express and GMC Savana vans and 2011 Chevrolet Silverado and GMC Sierra trucks with RPO ZW9 (chassis cabs or trucks with pickup box delete).

The 6.6L Duramax diesel engine (RPO LML, VIN code 8) is used on 2011 Chevrolet Silverado and GMC Sierra pickup models.

Mechanical Features

These engines use an iron block and aluminum cylinder heads. The bore and stroke are unchanged. The main bearing has been changed to enhance oil film thickness, and oil pump flow is increased.

In the cooling system, the thermostat is equipped with bleed holes to improve bleeding air from the system. The thermostat must be positioned with the bleed holes oriented toward the front of the engine. (Fig. 6)

(Fig. 6)

An oval air filter is used on vans and a flat panel air filter is used on pickups. Also on pickups, the charge air cooler system has plastic lock rings on the inlet and outlet ducts. Twist the lock ring counterclockwise to release the tabs.

A single variable nozzle turbocharger (VNT) is used. The oil feed has been relocated from the number 4 cam bearing to a dedicated supply port at the left rear of the engine valley.

The EGR valve and stepper motor are contained in one unit. The position sensor now reflects the true position of the valve -- the valve moves when the stepper motor extends or retracts.

A single EGR cooler is used on the LGH engine for Express and Savana van applications, and a dual cooler is used on the LGH engine for Silverado and Sierra truck applications. The LML engine for the pickups also uses a dual cooler with an EGR cooler bypass controlled by the ECM to prevent coking of the EGR cooler during light load and idling.

Fuel System Features

The fuel system supply side is equipped with a fuel filter vacuum switch near the fuel filter. The switch opens if there is a restriction on the supply side, indicated by a vacuum of 13.6 - 15 Hg.

The fuel system high pressure side uses a two-chamber pump that generates 200 megaPascals (mPa) of pressure (29,000 psi). Two high pressure lines feed the right fuel rail. A transfer tube carries fuel to the left fuel rail. A Fuel Rail Pressure sensor (FRP) is located on the rear of the left fuel rail.

The high pressure pump is timed so the peak pressure pulses match the injection events. Matching the pressure pulses results in a more constant pressure within the fuel rails. If the pump is removed, it must be retimed when it is installed. There are timing marks on the pump gear and camshaft gear that must be aligned.

Two Fuel Rail Pressure Regulators (FRPR) are used. FRPR 1 is still located on the injection pump as on previous Duramax engines. FRPR 2 is located on the front of the left fuel rail. This solenoid is normally open. The ECM supplies pulse width modulation to change the duty cycle of FRPR 2 to control the amount of fuel returned to the fuel tank.

The new Duramax engines are equipped with Bosch piezoelectric fuel injectors. These injectors operate at high voltage, indicated by the orange color of the injector harness. (Fig. 7)

(Fig. 7)

Do not make contact with the fuel injector harness, ECM or fuel injectors while the ignition is in the On or Run position. Use certified, insulated Class 0 gloves rated at 1000 volts. Remember to check the expiration date of the gloves.

The ECM supplies high voltage and provides a ground. Voltage is supplied up to 160 volts at 20 amps, and can peak up to 240 volts. This causes the injector to open. The capacitor discharges through an injector for initial opening and holds open with 12 volts.

Injectors are grouped into four pairs: 1-4, 6-7, 2-5, and 3-8. If a condition is detected in a group, that group is disabled and a DTC is set.

Piezoelectric injector features include: (Fig. 8)

A.             Nozzle

B.             Control valve

C.             Hydraulic amplifier

D.             Piezo actuator

E.             High pressure supply

(Fig. 8)

On the fuel system return side, the return lines are now equipped with snap-in connections. The return side is under pressure. A pressure retention valve maintains 0.4 to 1.1 mPa of pressure within the return lines to provide proper fuel injector operation. Improper injector return line pressure may cause a no-start or performance concern.

If the engine runs out of fuel, or if the fuel system is serviced, the system must be primed. After priming, a feed line from the low pressure side of the pump backfills the injector return lines. The feed line will also backfill if pressure falls below 0.3 mPa in the injector return lines.

Electronic Control Features

The larger Bosch E86 ECM has three connectors instead of two. It also controls the HCI (Hydrocarbon Injector), FRPR 2, DEF pump, and DEF injector. The ECM has more than 160 new DTCs.

The Glow Plug Control Module (GPCM) is located on the alternator bracket on the right side of the engine. The GPCM also provides regulated B+ for the NOx sensors and reductant heaters.

Aftertreatment System

The new Duramax diesel engines use an aftertreatment system to reduce oxides of nitrogen (NOx) by 90%. This system mixes automotive-grade urea -- also known as Diesel Exhaust Fluid (DEF) -- with NOx to convert the pollutants into nitrogen, water and trace amounts of CO2. The urea is quickly hydrolyzed to produce oxidizing ammonia. Two NOx sensors are used by the ECM to adjust DEF dosing in the exhaust system.

The Diesel Particulate Filter (DPF) operates the same as on previous engines to remove diesel particulate matter, or soot, from the exhaust. The Hydrocarbon Injector (HCI) is located on the right side of the engine, with a nozzle located in the exhaust downpipe between the turbo and the Diesel Oxidation Catalyst (DOC). Diesel fuel is injected into the exhaust system ahead of the DOC to raise the temperature of the exhaust for DPF regeneration. The regeneration parameters are still based on time, distance, fuel and soot loading, but the algorithms used to determine regeneration now allow more time between generation events.

- Thanks to Chris Graham, Kevin Larson and Bill Carnevale

ACDelco now offers the 4WD transfer case actuator motor and range selector position sensor for 2003-2007 GM full-size trucks.

Both the actuator motor and sensor (part number 88962314) or the sensor only (part number 88962315) can be ordered. (Fig. 9)

 (Fig. 9)

It is often more cost effective to replace the sensor, but care must be used in the replacement procedure.

On these vehicles, the transfer case actuator assembly consists of a permanent magnet DC motor and gear reduction assembly. When activated, it turns the shift detent lever shaft to shift the transfer case. The motor/encoder is controlled with a pulse-wide modulated (PWM) signal by the transfer case shift control module.

When replacing the actuator motor or sensor, shift the transfer case to Neutral prior to removing any components. This will make it easier to reassemble.

Sensor Replacement

If only the sensor is being replaced, be sure to assemble the harness to the new encoder with the connector legend TOP and the encoder part number facing up.

With the output gear/encoder assembly in hand, carefully align the casting and output gear timing marks. (Fig. 10)

 (Fig. 10)

At the same time, align the encoder phasing post with the phasing slot in the casting before inserting the shaft into the bushing. Also press a new seal into the cover before installing the cover.

Shift Abuse

The transfer case may stop shifting on these vehicles if the transfer case shift control module senses repeated shift requests in a short period of time.

The control module software has a shift abuse lock-out mode to protect the module and encoder motor. If the driver tries to shift into and out of different modes continuously, the control module will stop trying to shift for several seconds to prevent abuse damage to occur. Cycling the ignition off for 30 seconds or more should allow the transfer case to resume normal operation.

- Thanks to Keith Loch

Summer 2010 Testing (Fig. 11)

Registration Window: July 9 - August 16

Testing Window: July 16 - August 23

For information, visit www.ase.com/cbt

Toll-free registration: 1-800-525-6929

(Fig. 11)

GM recently announced that the Service Parts Operations (SPO) organization will now be known as GM Customer Care and Aftersales. It includes GM Service Operations, ACDelco, GM Goodwrench and GM Performance Parts.

The name change was made to better reflect GM's renewed emphasis on customer satisfaction and service after the sale.

- Thanks to Mike DeSander

GM began service programming of Engine Control Modules (ECM) on some vehicles in the 1993 model year. By the 1996 model year, nearly 100% of GM vehicles had programmable ECMs. Soon after, Body Control Modules (BCM), ABS modules and other controllers were reprogrammable as well. Today, some GM vehicles, such as the 2010 Camaro, have as many as 38 reprogrammable controllers. That number will only continue to grow as more and more electronic features are added and electrical and communication systems become more sophisticated.

Reprogramming can be used by OE manufacturers to update module software to improve or modify operation. Most manufacturers now release software revisions regularly to update system operations, engine and transmission calibrations, and service part changes or replacements.

For example, a simple repair procedure such as replacing a window regulator may require a window motor relearn procedure in the BCM to be performed using a scan tool.

Return On Investment

Many service centers have taken the first step to reprogramming by purchasing a J2534 tool for emissions-related issues. The SAE J2534 standard was designed to provide a low-cost reprogramming solution to the aftermarket that covers Powertrain Control Module and Transmission Control Module reprogramming for 2004 and newer vehicles. Reprogramming access for non-emissions-related modules is not mandatory, however, many manufacturers allow vehicle control modules to be reprogrammed.

The next move is to determine how many repairs in your shop deal with reprogramming non-emissions-related components. The bottom line will be affected by your shop's ability to sell reprogramming just like any other service.

To determine how much of an investment would be needed to perform reprogramming, first add up the cost of any reprogramming equipment (diagnostic tool, interface device, software subscription).

Next, determine how much the service center would charge the customer for reprogramming services (typically, this service ranges from $80 to $120) and subtract technician labor time to find your gross profit.

Divide the investment costs by the gross profit to reveal the number of reprogramming jobs that it would take to break even.

Programming Subscription

TIS 2 Web is GM's Web-based programming application and software that includes Service Programming Systems (SPS) for GM vehicles (required to reprogram GM vehicle control modules), Tech 2 scan tool software download, and the Tech 2 View and Tech 2 Snap Shot diagnostic applications. It can be used with generic J2534 devices.

Several TIS 2 Web subscriptions are available:

·       Option 1- TIS-All (GM, Saturn, Saab)

·       Option 2 - TIS-SPS (GM, Saturn, Saab; service programming software only)

·       Option 3 - TIS-All Saab (Saab only)

·       Option 4 - TIS-Tech 2 Updates (Tech 2 software only)

For complete details on TIS 2 Web or to subscribe, go to http://www.acdelcotechconnect.comand click the TIS 2 Web link under GM Service Information on the left side of the page.

Information about GM vehicles that have had updated calibrations for reprogramming released is available for free online. Go to tis2web.service.gm.com/tis2web to input a specific vehicle's VIN; the site will return the vehicle's calibration history. (Fig. 12)

(Fig. 12)

Tools and Equipment

The equipment needed to perform complete reprogramming on GM vehicles includes a compliant J2534 interface device or scan tool with programming capability such as the Tech 2, as well as a computer with the appropriate operating system and a high-speed Internet connection.

One available interface device is the Bosch Mastertech Vehicle Communication Interface (VCI) (Fig. 13), which is designed to connect the vehicle to a TIS 2 Web PC to transfer data and reprogramming calibrations to the vehicle control module. The VCI also offers domestic and Asian OEM scan tool functionality back to the 1996 model year as well as J2534-2 reprogramming.

(Fig. 13)

Tools for GM reprogramming can be purchased from Bosch Diagnostics, OTC or GM Dealer Equipment. For more information, go to www.acdelcotechconnect.com, click the TSS tab and select the Bosch diagnostics equipment link, or go to www.gmdesolutions.com/services.

To review recommended computer hardware specifications and Internet connection guidelines, visit www.gmdesolutions.com/services/standards.php.

More Information

To learn more about service programming, there are several training programs available through the ACDelco Learning Management System, including hands-on courses, seminars and Web-based TechAssists. Go to www.acdelcotechconnect.com and click the Training tab.

The NASTF website, www.nastf.org, also has a reprogramming section that lists manufacturers' requirements and tool information.

In addition, the ACDelco eBusiness Help Desk can answer questions regarding TIS 2 Web and service programming. Call 1-888-212-8959 for more information.

- Thanks to Bob Stewart

The TSS Q&A provides answers to common questions received by the ACDelco Customer Support Center.

Q:  How can I receive a Service Information subscription at no additional charge?

A:   There are two ways to receive a Service Information (SI) subscription at no additional charge:

1.     ACDelco continues to run the promotion for WIP/WISE/WISEConnect users to receive GM SI at no additional charge for the following month once they reach a target of $3000 in ACDelco Purchases via WIP/WISE/WISEConnect.

2.     All Blue level TSS accounts receive the Service Information at no additional charge for the full year.

Q:  If my service center is not a Blue level TSS account, but has $3001 in purchases via WIP/WISE/WISEConnect in July, does my shop get access to the Service Information at no charge for the full month of August? When does the free access to the Service Information start?

A:   Yes. ACDelco has extended the promotion to December 31, 2010. If the meter on the promotional board reaches $3000 before the end of the month, the service center earns free access to the Service Information for the rest of the month and the full following month. The service center will be notified by a link that will appear below the promotional meter for the GM SI promotion.

Example: ABC Auto Repair purchases $3,001 dollars on July 5, 2010. Shortly thereafter, a link would appear on the promotional dashboard under the GM SI promotional meter granting access to GM SI for the rest of July. The link would remain active through August 31, 2010.

Q:  Do I need to register to participate in the Service Information promotion?

A:   Yes. WIP/WISE/WISEConnect users must click on the GM SI promotional link within the promotional dashboard to go to the registration site.

·       The user must complete the registration and click Submit.

·       The user will be sent an ID and Password for GM SI.

·       If your shop has not received an email with an ID and Password, call the Help Desk at 1-800-825-5886, prompt #3. 

·       When the meter on the promotional dashboard reaches $3000, the link to GM SI will become active, enabling users to log in.

Q:  How can purchases on WIP/WISE/WISEConnect be tracked to determine how far the service center is from receiving access to free Service Information?

A:   Shops can opt-in to receive a weekly email with their purchases through WIP/WISE/WISEConnect.

·       Select the Email Opt In box on your dashboard.

If you have any questions about the TSS program or any current ACDelco activities, contact the Customer Support Center at 1-800-825-5886, prompt #0.

When looking for automotive service, consumers are using a growing variety of sources to find local businesses. It's not just the local phone book anymore. Many are turning to local Internet search sites and other search engines on the Web.

ACDelco offers several TSS programs to help consumers find TSS service centers "anytime, anywhere."

Internet Leads

The Internet leads tool provides the TSS service center with leads by month and by customer using paid search sites like Google™, Yahoo!^®, and bing™. Internet leads are provided for Blue and White level TSS accounts.

When consumers search for auto repair on Google and bing, they are directed to a page of their local ACDelco TSS service centers. Consumers can then select their preferred TSS service center, which takes them to the individual TSS location landing page, or they can enter a different zip code to refine their search.

Additionally, service center information is fed to over 150 business listing websites, such as CitySearch.com, SuperPages.com, Yellowpages.com, RepairPal, and, most recently, CarCareCouncil.org.

From the individual TSS Yellowpages listing (Fig. 14), consumers can send the service center address and phone number as a text message to a mobile phone, call the service center, or map, email or print directions to the service center.

(Fig. 14)

Call Tracking

Blue level TSS accounts also have the opportunity to participate in the Consumer Call Tracking program. This program tracks consumers who contact a TSS shop using a call-tracking phone number after locating them on acdelco.com or Yellowpages.com.

Calls are tracked, recorded and loaded to a reporting tool each month. This provides participating TSS shops with in-depth information about when potential customers are contacting the shop, breaking down calls by month, day and hour, along with the amount of potential business that could be generated based on an average RO.

For more details about these TSS programs and others that can help generate additional business for your service center, log in to www.acdelcotechconnect.com, click the Total Service Support tab, and then click Marketplace.

- Thanks to Cindy Schafer and Steve Sheldon

The following technical tips provide repair information about specific conditions on a variety of vehicles. If you have a tough or unusual service repair, the TSS Technical Assistance Hot Line can help. Call 1-800-825-5886, prompt #2, to speak with a technical expert with the latest OEM information.

Various Electrical Conditions

2005-2008 Cobalt, 2007-2008 G5

The following electrical issues may be evident on some models: SIR warning lamp illuminated, instrument panel lights flicker/inoperative, parking lamps flicker/inoperative, tail lamps dim/inoperative, trunk open lamp illuminated, radio inoperative, door lock inoperative, no start, or no crank.

One possible cause of these conditions may be the interior wiring at the S361/J361 splice. Inspect splice S361/J361, parking lamp circuit, located in the body harness under the driver's seat. (Fig. 15, A)

(Fig. 15)

Remove the driver's seat from the vehicle and the driver's door opening carpet retainer. Peel back the carpet to about the "B" pillar and inspect the wires. If there is any damage, repair splice S361/J361 and other wires. Be sure to shrink-wrap any repairs to protect against moisture. If there is excessive moisture or water evident, water-test the vehicle for any leaks.

Replacement Rear Leaf Spring

2004-2009 Colorado or Canyon

When installing a replacement rear leaf spring (Fig. 16), technicians may notice a change in the diameter of the center alignment bolt on the replacement spring. Inspect the replacement spring center alignment bolt. If the head of the bolt measures approximately 15mm, it is a new design spring.

Perform the following modification to allow installation of the replacement spring to the axle:

1.     Obtain a 19/32" drill bit. Do not make a substitution for this drill bit size. Failure to use the specified size could alter the alignment of the vehicle and the driveline.

2.     Carefully center the drill bit on the hole in the mounting plate on the axle and enlarge the hole. 

3.     Install the replacement spring, verifying proper fit to the axle.

Power Steering Hose Retrofit Procedure

2006 Impala or Monte Carlo or 2005-2006 Grand Prix, with a V8 engine

When replacing the power steering hose, it's important to note that the new power steering hose is physically different than the original. The newly designed hose has a fin-type cooler built onto the hose assembly.

The new design power steering hose should include installation instructions, which describe how to install the new design hose on vehicles that did not have this style hose previously. Per the installation instructions, it is necessary to drill mounting holes in the cradle to attach the new design hose assembly to the vehicle. (Fig. 17)

(Fig. 17)

Refer to GM bulletin #06-02-32-014 for more information.

UBEC Fuses

2006-2010 Impala and 2006-2007 Monte Carlo

When diagnosing a condition with the turn signals, trunk actuator, courtesy lamps, or Brake Transmission Shift Interlock (BTSI), it may be possible to overlook some fuses in the Underhood Bussed Electrical Center (UBEC).

The common architecture Body Control Module (BCM) uses several fuses for power, and the labeling of the fuses may be misread.

·       If the fuse in the UBEC labeled RT T/SIG is open, it will cause the right rear turn signal, the trunk actuator, and the BTSI to be inoperative. The right front turn signal will still function.

·       If the fuse in the UBEC labeled INT LIGHTS is open, it will cause the right front turn signal to be inoperative. The right rear turn signal will still function and the courtesy lamps will still function.

·       If the fuse in the UBEC labeled INT LTS/PNL DIM is open, the courtesy lamps will be inoperative. The instrument panel cluster backlighting will still function.

Taking an online class with live interaction with an instructor is now a reality with ACDelco's new Virtual Classroom Training (VCT) sessions. VCTs are a new learning technology that enables participants to engage directly with the instructor, other participants and subject matter experts along with viewing video and animations in a live classroom setting over the Internet. (Fig. 18)

(Fig. 18)

With VCTs, technicians who may find it difficult to attend traditional classroom training at a specific location will be able to sign up for classes that can be launched directly from their computer.

Upcoming technical VCTs will cover new repair and diagnostic techniques as well as specific instruction on a variety of service issues.

How to Enroll

Log in to www.acdelcotraining.com to enroll in a VCT just as you would for any other training program available through the ACDelco Learning Management System.

Courses can be searched by clicking Menu > Schedule > Search Course Sessions. Enter the desired criteria and click Submit. Select the desired course. The system will list all available sessions of the selected course, including dates and times.

Enrollment in a VTC can be done up to one hour prior to the session start time. If you try to enroll in a session that starts within an hour, you will receive a Past Cutoff Date message and will need to select another session.

What's Needed to Participate

It is important to make sure that the computers and connections used for VCT training meet the minimum requirements necessary to launch a course. To participate in a VCT, you will need:

•       PC headset with attached microphone

•       Standard Internet broadband connection

•       Windows 2000 Professional, Vista or XP

•       Internet Explorer 6 or higher

•       Adobe Flash Player 8 or higher

•       Screen resolution of 1024 x 768

For more information on the requirements for VCT, refer to the VCT User Guide located under Menu > Resources in www.acdelcotraining.com.

- Thanks to Dan Carter

Go to www.acdelcotechconnect.com and click the Training tab to log in to the ACDelco Learning Management System (LMS).

New VCT Training

The new Virtual Classroom Training (VCT) courses enable participants to talk directly with instructors and other participants during the live training on the Web. The current VCT schedule includes the following courses. Click the VCT courses link to view the available courses and enroll.

S-EM01-01.01VCT

Camshaft Position Actuator Systems

S-EM01-02.01VCT

Active Fuel Management Operation

S-FN00-01.01VCT

How to Use VCT

Current Instructor-Led Training

ACDelco's Instructor-Led Training (ILT) courses provide hands-on instruction on the latest automotive systems. The following ILT courses are currently being held at training center locations around the country. Click the Schedule link on the LMS Menu to search the latest training schedule for courses held in your area.

S-AC07-02.01ILT

Automotive Air Conditioning: Advanced Refrigerant System Diagnostics

S-AC07-03.01ILT

HVAC Control System Operation and Diagnostics

S-AC07-06.01ILT

Toyota HVAC

S-AC07-07.01ILT

Chrysler HVAC

S-BK05-01.01ILT

Braking Systems

S-EL06-04.02ILT

Network Communication Diagnosis

S-EL06-10.02ILT

Electrical Power Management

S-EL06-11.01ILT

Automotive Electrical Circuit Diagnosis and Repair

S-EL06-12.01ILT

Hybrid Technology and Service

S-EL06-13.01ILT

Body Electrical: Global Diagnostics

S-EL06-14.01ILT

Advanced Body Control System Electrical Diagnostics

S-EP08-02.01ILT

Engine Performance: Computer Controls and Ignition System Diagnostics

S-EP08-03.01ILT

Engine Performance: Air Induction and Fuel System Diagnostics

S-EP08-04.01ILT

Engine Performance: Fault Monitoring and Emission System Diagnostics

S-EP08-05.01ILT

Engine Performance: Advanced Drivability Diagnostics

S-EP08-20.01ILT

Toyota Engine Performance

S-EP08-21.01ILT

Chrysler Engine Performance

S-EP08-81.01ILT

Duramax 6600: Diesel Engine Performance

S-SS04-01.01ILT

Vibration Correction Diagnostics

S-ST10-01.01ILT

Supplemental Restraint Systems