November 2008 Archives

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.

S-AC07-02.01ILT -- Automotive Air Conditioning: Advanced Refrigerant System Diagnostics

S-AC07-03.01ILT -- HVAC Control System Operation and Diagnostics

S-BK05-01.01ILT -- Braking Systems

S-EL06-04.01ILT -- Body Control Systems Diagnostics

S-EL06-10.01ILT -- Battery, Charging, & Starting

S-EL06-11.01ILT -- Automotive Electrical Circuit Diagnosis and Repair

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-EP08-20.01ILT -- Toyota 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

S-FN00-14.02SST -- Shocks, Struts, Rack and Pinion - Product Training

S-FN00-15.02SST -- Spark Plugs - Product Training

How to Take ACDelco Training

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

To enroll in an Instructor-Led Training (ILT) course, click on the Enrollment link or the Instructor-Led Courses link.

To launch a Web-Based Training (WBT) course, click on the Web-Based Courses link to view the catalog and select a specific course.

To launch a TechAssist (TAS) course, click on the TechAssists link to view the catalog and select a specific course.

To launch a Simulation (SIM), click on the Simulations link to view the catalog and select a diagnostic challenge simulation.

A common clutch failure issue that is often misdiagnosed is chatter. Typically, chatter may develop 30 or more days after clutch installation and after the clutch left the service center in good condition. In most cases of chatter, the affected clutches have been installed and serviced the same way that they have been successfully serviced for many years. Why, then, all the chatter?

The clutch is part of an overall system and sometimes it's critical to look further than the clutch for the source of the chatter. It may not always be the clutch, but in many instances, the flywheel that is the cause. (Fig. 15)

The use of resurfaced or remanufactured flywheels, which often still have hot spots that cannot be removed during resurfacing, will cause chatter in a majority of cases.

A recent study conducted by a leading clutch manufacturer on a Dodge pickup with a 5-speed manual transmission emulated what a technician might go through when installing a new clutch set and a resurfaced flywheel.

The flywheel was taken to a local machine shop for resurfacing. The charge for resurfacing was $30 and it was ready the next day.

Prior to sending the flywheel out for resurfacing, the hardness values were checked using a NuLine TH134 hardness tester. By marking the flywheel, then measuring the coordinates, a map was created of the actual measuring positions. After resurfacing, the same exact spots were checked to see what the hardness levels were after grinding.

The baseline hardness levels of these flywheels ran about 250-260HB (Brinell) and the hot spots measured in the 500-600HB range. After resurfacing, five of the high value spots actually tested harder and only one hot spot tested lower. The hot spots were still present on the flywheel. They only looked better. (Fig. 16)

The effect hot spots have on friction material is what causes chatter. The HB hardness values are just that, values. To put them into common terms, typical stainless steel is about 250HB, glass is about 550HB and hardened tool bits are about 650HB. A regular drill bit will drill into the edge of the a typical flywheel, but try to drill into the hot spots with the same drilling pressure and the bit will just sit on top of the surface and heat up.

The hot spots on the friction material causes a series of changing wear rates due to the surface hardness variations and the actual thickness variation of the flywheel. In severe cases, the actual surface of the flywheel gets hot enough to become like melted plastic and smear across the surface.

The best way to guard against chatter and hot spots is to install a new flywheel at the time of the clutch installation.

- Thanks to Perfection Clutch

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.

Speedometer Accuracy

1997-1999 GM passenger cars and trucks; 2004-2009 Cadillac XLR; 2005-2009 Chevrolet Corvette; 2007-2009 GMC Acadia

The speedometers used on most GM vehicles are of the Air-Core design (Fig. 13). This is a moving needle operated by a magnetic coil. Because there is no direct mechanical linkage, there is some variation in accuracy that cannot be eliminated.

Digital speedometer displays and Head-Up Displays are direct readouts of the Vehicle Speed Sensor (VSS) and their accuracy is much greater. Tire size, tread life and inflation pressure may cause some variation in the readings.

Questions on speedometer accuracy can usually be resolved by comparing the speedometer reading to the scan tool (which reads the VSS directly). Allowable speedometer variations include +/- 4 MPH at 20 MPH, +/- 3 MPH at 45 MPH, and +/- 2 MPH at 65 MPH.

Polycarbonate Headlamp Lens Damage

2009 and prior GM passenger cars and trucks, including Saturn, HUMMER H2 and H3, and Saab 9-7X 

Most late model vehicles have exterior polycarbonate headlamps lenses (Fig. 14). This material is used because of its temperature and high impact resistance.

Crazing or deformations of the lens may occur if a shop mat or fender cover is draped over the fender and covers a portion or all of the headlamps assembly with the Daytime Running Lamps (DRL) or headlamps on. This action restricts the amount of heat dissipated by the headlamps.

Do not cover the headlamps with shop mats or fender covers while the vehicle is being serviced with the headlamps or DRLs illuminated. Once heat buildup is generated by the headlamp, the degradation of the lens begins. It may not be noticeable at first and eventually may become hairline cracks. In extreme cases, the lens may deform.

These headlamps lenses also are very sensitive and a variety of chemicals may cause crazing or cracking of the headlamps lens. Contact should be avoided with all exterior headlamps lenses when working with any type of chemical, including rubbing compound; grease, tar and oil removers; tire cleaners; cleaner waxes and highly concentrated car wash soaps. 

A damaged headlamps lens may require the entire headlamps housing to be replaced. Refer to GM bulletin #02-08-42-001C for more information.

Water or Ethylene Glycol in Transmission Oil

2000-2009 GM passenger cars and light-duty trucks, including Saturn; 2003-2009 HUMMER H2; 2006-2009 HUMMER H3; 2005-2009 Saab 9-7X; with an automatic transmission

Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to the internal transmission components and negatively affects the durability of these parts. Water or ethylene glycol also changes the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement.

Indications of water in the ATF may include:

ATF blowing out of the transmission vent tube

ATF appearing cloudy

Visible water in the oil pan

Milky white substance inside the pan area

Spacer plate gaskets that appear to be glued to the valve body face or case or appear to be swollen or wrinkled in areas where they are not compressed

Rust on internal transmission iron/steel components.

If water in the ATF has been found and the source of the water entry has not been identified or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple test kit is available from Nelco Company by calling 1-651-738-2014.

If water or coolant is found in the transmission, perform the following:

Replace all rubber type seals

Replace all of the composition-faced clutch plates and/or bands

Replace all of the nylon parts

Replace the torque converter

Use new gaskets and oil filter when cleaning and rebuilding the transmission

Flush and flow check the transmission oil cooler

Inspect the engine cooling system and hoses; clean and repair as necessary.

Refer to GM bulletin #08-07-30-035 for additional information.

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

Q: When calling ACDelco at 1-800-825-5886, what topics are covered by the eBusiness Help Desk at prompt 3?

A: The prompts available when calling ACDelco at 1-800-825-5886 include:

0 - Customer Support Center

1 - Training Website Help Desk

2 - Technical Assistance

3 - eBusiness Help Desk

4 - MechanicNet CRS Program

The eBusiness Help Desk provides a variety of information and support for all of ACDelco's eBusiness initiatives. Select prompt 3 if you have any questions or issues related to:

WISE (Web Integrated Service Environment that links together all aspects of your business)

WISE Connect (online connection with your ACDelco parts supplier)

WIP (WISE Internet Parts catalog)

Turbopart II

GM SI (electronic service information)

TIS2Web (web-based Technical Information System providing vehicle calibrations and scan tool software).

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.

ACDelco Total Service Support (TSS) participants have asked recently to be recognized for the support they give ACDelco. In response, key program changes have been made to the 2009 TSS program and the exclusively yours® Rewards Program.

For 2009, TSS participants will be placed into one of three different levels (Red, White, or Blue) based on their 2008 purchases.

The qualifications and benefits of each level include:

RED LEVEL

(Average below $1,500 in reported purchases per month for 2008)

ACDelco technical service seminars and technical service and business Web-Based Training (WBT) courses. Additional training that may be purchased includes:

Technical Instructor-Led Training (ILT) courses ($175 each)

Business seminars ($100 each)

Technical Simulations ($50 each)

TechAssists ($20 each)

Marketplace discounts, including:

GM Vehicles

Bosch^® Diagnostics

SPX^® Tools and Equipment

Uniforms

Diagnostic Hotline

GM Service Information

ASE Blue Seal Recognition Program

Consumer Assurance Program

Customer Satisfaction Index (CSI) Program

Use of ACDelco advertising templates and brand name

Automotive Service Educational Program (ASEP)

Earn up to 4% on exclusively yours Rewards card

WHITE LEVEL

(Average $1,500+ in reported purchases per month for 2008)

All Red Level benefits

Complete ACDelco Training at no additional charge, including ILTs, WBTs, Seminars, Simulations and TechAssists

acdelco.com locator listing

Eligible for ACDelco image materials and signage

Eligible to apply for the ACDelco College Scholarship Program (2009 program awarded May 2010)

Eligible for potential future technician contests

ACDelco supported consumer promotions (Some costs may apply)

Earn up to 4% on exclusively yours Rewards card

BLUE LEVEL

(Average $3,000+ in reported purchases per month for 2008)

All Red and White Level benefits

acdelco.com preferred locator listing position

ACDelco Instructor-Led Training (ILT) preferred seating

Potential additional marketing support

Earn up to 4% on exclusively yours Rewards card

All new TSS participants will enter at the White Level. 2008 reported purchases will be calculated during January 2009, with the higher of two averages -- January-December, 2008 or October-December, 2008 -- to be used as a basis for eligibility. TSS participants will be placed into their levels effective February 1, 2009.

TSS participants' first six months of 2009 purchases will be reviewed in July 2009 (and every six months afterward) and if a participant is eligible to move up or down based on the six month average, an adjustment will be made in August 2009. Service centers must be a valid, signed TSS participant with an agreement on file at ACDelco Customer Records.

- Thanks to John Putnam

The ACDelco ePromotions Dashboard provides the latest real-time data for service centers on a variety of epromotions and incentives sponsored by ACDelco and local warehouse distributors (WD).

The various promotions available throughout the year are designed to reward service centers for participating in ACDelco WISE and WIP eBusiness solutions.

The new look of the ePromotions Dashboard (Fig. 12) includes a variety of features that help TSS service centers track their success.

ACDelco Online ePromotions

All current ACDelco online epromotions are listed on the dashboard along with the service center's real-time purchase data totals during each epromotion and its purchase target.

If the service center has not registered for a particular epromotion that is listed on the dashboard, it's easy to do so by simply clicking on the Register Now button, which will take the user to the enrollment page of the epromotion.

When registering for an epromotion, users can elect to receive automatic email updates about the epromotion.

Users who have questions or would like more information regarding an epromotion before registering can click on the More Information button next to the name of the epromotion for additional epromotion details and requirements.

A summary of the service center's success is also provided, with purchase totals for the:

current month

last month

average per month

year-to-date (YTD)

last year YTD

WD Online Promotions and Services

Promotions sponsored by the service center's local warehouse distributor are also listed on the dashboard, including the actual and target earnings data. As with the ACDelco promotions, additional information about each promotion and online registration is available by clicking the More Information or Register Now buttons.

Any other WD online services, determined by the local WD, are listed as well.

Related Links

The ePromotions Dashboard also features convenient links to many other ACDelco websites with service-related information, including ACDelco TechConnect, GM Service Information, ACDelco.com, ACDelco Training, and the ACDelco wiring and pigtails database.

For more information about WISE or WIP and related epromotions, contact your ACDelco eBusiness Coordinator or call the WISE Help Desk at 1-800-825-5886, prompt 3.

- Thanks to Steve Sigg

With Tire Pressure Monitor systems (TPM) being installed on nearly all new vehicles, here are some timely service tips for handling TPM sensors. 

Sensor damage may result from improper installation and over- or under-torque of the valve core. In addition, damage to the schrader stem may be caused by inflation air chucks or when using tire changers.

A TPM sensor may need to be replaced for multiple reasons: wheel replacement, faulty sensor, faulty schrader valve, or valve damage.

When removing a sensor from a wheel assembly, make certain that the threads of the stem are in good condition. Inspect the stem for cracks or any indication of a bend, as this could cause a leaking valve. When removing the valve stem core, use the proper core removal tool.

When installing a TPM sensor, it is critical to use the correct installation torque for the valve stem. A stem or core can be damaged both by over- or under-torquing. Calibrated torque wrenches are available for both the stem nut (Fig. 9) and the valve core. (Fig. 10)

Over-torquing the core by using a conventional core wrench can crack the stem housing, which compromises the seal and creates a leaking stem.

It is also important to avoid applying lateral pressure to the head of the valve stem with the air chuck while inflating tires. Excessive lateral pressure can cause the stem to crack or break off, or cause the core to become damaged and leak. (Fig. 11)

Be extra careful because these stems are made of aluminum and are fastened solidly to the wheel. They are not as flexible as a regular rubber valve stem and cannot absorb the lateral pressure.

Excessive pressure can also be caused during a tire change if the changer mount head or tire lever strikes the valve stem.

- Thanks to Will Godfrey and Terry Goll

Most heater core failures are caused by high flow rate or poor quality coolant. But there's another culprit for repeat heater core failures: excess voltage in the coolant, which leads to electrolysis.

When stray electrical current runs through the cooling system, it can cause metal to be removed (pitting, scarring) from the heater core and result in leaking within the core. Electrolysis may be caused by a lost ground or if the coolant has become corrosive.

To combat the damage caused by electrolysis, ACDelco heater cores use a one-step brazing process to strengthen the joints for high corrosion and erosion resistance and durability.

If the heater core is leaking, examine the location of the leak. If the leak is on the inlet or outlet tubes, it is most likely due to high flow rate. Review the appropriate Service Information, which may call for the installation of a restrictor on the inlet hose, facing the direction of the coolant flow (toward the heater core) and close to the engine block.

If any leaks are found in the heater core itself and there are no signs of physical damage, the coolant inhibitors may be depleted and require a check for electrolysis. (Fig. 7)

Voltage Reading

Generally, electrolysis is possible with a Digital Multimeter (voltmeter) reading of 0.3 or higher.

To determine if electrolysis is present, with the engine running, take a voltage reading with the voltmeter negative lead grounded to the battery and the positive lead suspended in coolant, making sure it does not contact any metal part of the cooling system.

Both AC and DC voltages should be checked. Vehicles normally have DC voltages, but a faulty engine block heater or faulty diode in the alternator can produce AC voltages.

Although coolant is lost due to heater core failure, try not to dilute the original coolant with new coolant during testing if possible.

Flush the Coolant

If the voltage in the cooling system is greater than 0.3 volts, indicating electrolysis, perform a cooling system flush using a coolant exchanger, which can replace virtually all of the old coolant with new coolant.

If the cooling system is restricted from scale, rust or other debris (Fig. 8), only an exchanger with a back-flush procedure will be effective. A vacuum-fill exchanger also will purge any trapped air in the cooling system.

Check the Grounds

The most likely possibility for electrolysis is a poor ground somewhere in the vehicle electrical system, such as a cooling fan mounted to the radiator.

Check the grounds on the battery, engine/transmission and body sequentially with the voltmeter negative lead.

Also check various accessories by watching the voltmeter while turning each accessory on and off and also by engaging the starter motor, but not starting the engine.

Next, perform the same checks with the engine running at a fast idle, about 2000 rpm.

Remember, you must check all three grounds (battery, engine/transmission and body) with each accessory and keep the positive voltmeter probe suspended in the coolant. The voltmeter reading is unlikely to drop to zero, but should clearly drop below 0.3 volt. The accessory with the drop has a bad ground.

One other item to keep in mind is that if the vehicle is equipped with an electric cooling fan it should be cycled during the testing and voltage monitored with it on and off.

Don't Ground It

The final word, plain and simple, is do not ground the heater core. If the heater core is grounded, a path is provided for electrolysis to pass through the heater core, which would allow any stray voltage to use the coolant as the ground path.

- Thanks to Dennis Kissack

ACDelco is a proud sponsor of the 2009 Mobile Air Conditioning Society (MACS) Worldwide (Fig. 6) annual convention and trade show, which will be held February 5-7, 2009, in Dallas, Texas.

Featured programs at the show include:

What an A/C Service Tech Needs to Know about GM BCM Diagnostics (conducted by Mark Ingram of ACDelco)

Understanding and Diagnosing Hybrid Vehicles

Automatic Temperature Control System Diagnosis

Passenger Car Coolants and Cooling Systems

Diesel Engine Cooling System Maintenance

J1939 CAN Bus Wiring 

Essential Electrical Checks

The Lowdown on Voltage Drop Testing

Everything You Ever Wanted to Know about Scan Tools

Attendees of the trade show also will have a chance to win a 2009 Ford Ranger.

For more information, go to the MACS website at www.macsw.org.

- Thanks to Dennis Kissack

E85 consists of up to 85% ethanol mixed with gasoline. It's a cleaner-burning, higher-octane fuel that can help offset the rising demand for oil. GM cars and trucks account for 3 million of the 7 million flex-fuel vehicles (Fig. 5) in the U.S. In 2007, the production and use of ethanol in the U.S. reduced oil imports by 228 million barrels. Since E85 is not readily available everywhere (approximately 1,500 E85 fueling stations nationwide), there still are many questions about it, how it's made, and its benefits. Here are a few answers.

Is E85 always made from corn?

GM is working with several companies on biofuels made from non-grain sources, including cellulosic ethanol made from agricultural and municipal solid waste --including old tires -- and second- and third-generation biofuels made from plant and wood wastes. In the U.S. alone, there is more than 1 billion tons of biomass that can be converted into fuel annually. 

Most regular gasoline is 10% ethanol (E10), so can E85 be used in any vehicle?

Only vehicles designated for use with E85 should use E85 blended fuel. These vehicles are certified to run on up to 85% ethanol and 15% gasoline. To adjust for the alcohol (ethanol) content of the fuel in the tank, earlier flex-fuel vehicles used an alcohol sensor to detect the ethanol/gasoline ratio. A new way to determine the alcohol content is through the use of a flex-fuel algorithm that temporarily closes the canister purge valve and monitors information from the closed loop fuel trim system to calculate the ethanol content.

In addition, flex-fuel vehicles have a modified fuel delivery system -- including the fuel tank, fuel lines, fuel injectors, computer system, and instrument cluster gauges -- to tolerate the alcohol in E85.

Do not use fuel containing greater than 10% ethanol in non-E85 designated vehicles. This may cause driveability issues as well as increased fuel system corrosion.

What is E85's impact on vehicle fuel economy?

E85 gets 20% to 25% fewer miles per gallon compared with regular unleaded gasoline. However, regular unleaded gasoline has an 87 octane rating compared with an octane rating of 96 for E85, which can provide better engine performance. Premium gasoline with a lower octane rating (typically 93) often sells at a higher price.

Is E85 better for the environment?

Regarding vehicle emissions, according to a recent study conducted by Argonne National Laboratory, ethanol use in the U.S. in 2007 reduced CO2-equivalent greenhouse gas (GHG) emissions by approximately 10.1 million tons. This is equivalent to removing more than 1.5 million cars from the road.

E85 contributes to a 20% reduction is ozone-forming pollution and 30% reduction in GHG.

Does it take more energy to produce ethanol than it provides?

Ethanol requires less energy to produce than it delivers as a fuel. The new energy balance of making fuel ethanol from corn yields about one-third more energy for automotive fuel than is used to grow the grain.

The next generation of cellulosic ethanol can produce up to 7.7 times as much energy as what is used to make the fuel compared to conventional gasoline.

Can ethanol really reduce oil imports?

In 2007, the production and use of ethanol in the U.S. reduced oil imports by 228 million barrels, saving $16.5 billion from being paid to foreign countries.

- Thanks to Alan Adler and Jay Dankovich

Even with the latest technology in today's vehicles, the Engine Control Module (ECM) must still make several assumptions during operation -- including that the fuel pressure, flow rate, total pump output, fuel injectors (Fig. 1) and manifold vacuum are at manufacturer's specifications and that the fuel is contaminant-free and is not vaporized or aerated. All of these items affect the performance of the fuel system and your job of diagnosing which one may be causing a driveability condition.

The new ACDelco Fuel System Service and Diagnostics seminar (S-FC01-01.02SEM) (Fig. 2) covers the operation of all gasoline fuel system components, with the main focus on electric fuel pumps. The seminar also reviews various fuel delivery systems, such as return, returnless (demand) and electronic returnless. In addition, the seminar examines the changes in fuel delivery from port fuel injection, central multiport, and central sequential systems to the latest multiport flexible fuel injection and direct injection systems.

Fuel Pumps

In the seminar, participants will learn about three different types of ACDelco fuel pumps: turbine, roller vane and gerotor. These pumps can be high or low pressure, stand-alone or integrated into a modular assembly.

The Modular Reservoir Assembly (MRA) (Fig. 3) is designed to eliminate hydrocarbon fuel tank emissions and fuel delivery problems by retaining hot fuel in the reservoir and replenishing it with cooler fuel from the tank, providing a reservoir of fuel at all times for continuous fuel pickup.

In addition, the seminar covers various fuel issues -- contamination, composition, tank flushing -- and fuel system diagnostics. Some of the diagnostic points that are reviewed include proper fuel flow, fuel pressure, fuel volume and fuel pump current measurements.

Fuel Injectors

Other fuel components discussed in the seminar include: fuel injectors, fuel level sensors (including the latest ceramic card technology), fuel filters and fuel pressure regulators, with an emphasis on current concerns and diagnostic techniques.

In the seminar, several different designs of fuel injectors are reviewed along with their specific service requirements, including determining the condition of the electric solenoid and the mechanical operation of the injector. Typical fuel injector testing includes testing an injector's coil for electrical integrity, a mechanical flow check that actuates the injector, and an injector pulse test measuring the amount of fuel supplied to the combustion chambers.

Newer tools and systems such as the Active Fuel Injector Tester (AFIT), gasoline direct injection, and piezoelectric injectors also are discussed.

The AFIT was developed to address concerns regarding the accuracy of diagnosis on modern fuel injection systems and to help identify the root cause of driveability issues not corrected by the replacement of injectors. It completely automates the testing procedures.

One of the latest fuel delivery systems, direct injection, delivers precisely metered fuel directly to the combustion chamber where it is mixed with air (Fig. 4), unlike conventional fuel injection that mixes air and fuel that partially evaporate in the intake port of the intake manifold prior to being introduced in the combustion chamber.

New piezoelectric injectors, currently being introduced in both diesel and gasoline direct injection systems, feature piezo crystal actuators that switch five times faster than a solenoid operated injector.

Seminar participants also will review a variety of fuel system-related service and installation tips along with the latest news on fuel economy improvements.

Learn More

In addition to the Fuel System Service and Diagnostics seminar, ACDelco offers a variety of training programs in several formats covering a number of technical topics, including instructor-led training at training centers around the country as well as web-based training. Visit www.acdelcotechconnect.com and click on the Training tab for more information about available ACDelco training opportunities.

To attend the Fuel System Service and Diagnostics seminar or other seminars in your area, contact your local ACDelco distributor.

- Thanks to Mike Militello

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