September 2009 Archives

Noise, no power assist and leaks are some of the most common reasons for power steering pump replacement. But what are the root causes of power steering failures that lead to a replacement?

The most significant causes are system contamination, improper pulley installation, and using the wrong fluid. Following the recommended service procedures during power steering pump replacement addresses these root causes and helps ensure the longevity of the new power steering pump while reducing the chances of premature pump failure.

Flush the System

Flushing the system will help eliminate any residual contaminants from causing future pump failure. Dirty or contaminated fluid may cause low or no pressure from the power steering pump, causing the relief valve to stop functioning. Use the proper special tools (if applicable) to flush the system. Always follow the manufacturer's specific instructions on flushing, but remember the following:

·       Flush out the power steering fluid in the lines before removing the old pump

·       Flushing may require two or more quarts of OE-approved power steering fluid

Pulley Removal and Installation

Remove the pulley from the power steering pump using the proper special tool. Using the correct power steering pump pulley remover will help prevent distortion of the pulley, which could damage the bearings on the new pump. Pulley alignment is crucial to proper pump operation and belt longevity.

During installation of the pulley onto the new pump's driveshaft, use the installation tools that are included with each replacement pump or the pulley installer special tool. Proper pulley installation and alignment are vital for reliable pump operation. Never use a hammer to install the power steering pulley. Also, the face of the pulley hub must be flush with the end of the pump driveshaft. (Fig. 2)

To ensure exact pulley alignment, use a laser alignment tool that mounts to each drive pulley to check the pulley next to it. Any distortion or misalignment can be easily identified.

New O-rings

Use the new O-rings included with the new power steering pump. Re-using old O-rings can lead to leaks. The new reservoir O-ring must be lubricated with OE-specific power steering fluid prior to installation. Lubricate the control valve O-ring prior to installation as well.

Position the control valve O-ring in the proper groove. (Fig. 3, A) It should not be in the groove with the pressure bypass hole. (Fig. 3, B)

Power Steering Fluid

Check the specific manufacturer's Service Information for the correct fluid to use. Different fluids are specified by the manufacturers to meet the operating requirements of their power steering systems.

ACDelco power steering fluid part numbers are: 1 quart - #10-5030; 1 pint - #10-5031. (Fig. 4)

On some modern steering systems, brake fluids or transmission fluids may not be compatible with pump components. Using the wrong fluid could cause hose and seal damage as well as fluid leaks.

Keep in mind that regardless of the original color of new fluid that all fluids will darken in color during use. Fluid color is not an indication of fluid condition.

Bleed Air Out of the System

Finally, after servicing the steering system, always bleed the air from the system and verify proper system operation. An accurate fluid level cannot be obtained unless air is bled from the steering system. The air in the fluid may cause pump cavitation noise as well as pump damage over a period of time.

- Thanks to Mike Militello

GM Engineering has seen examples of sub-standard non-OEM engine oil change parts used in vehicles. The following information points out the flaws of some of these components, and how they were identified.

Oil Filters

The filtering capacity of an oil filter is dependent on the surface area of the filter paper, which, in turn, is dependent on the number of pleats, or folds. In the photo, the ACDelco filter PF2129 (Fig. 7, A) has 43 pleats in the filter paper. The aftermarket filter (Fig. 7, B) is marketed as a premium filter. It has only 35 pleats. It also has a metal joining tab (Fig. 7, C) for the filter element, which further reduces the filter surface area.

Some aftermarket filters are manufactured with inferior parts that can damage an engine. For instance, the orange rubber material from an oil filter anti-drainback valve can migrate to the oil passages of the engine. (Fig. 8)

At best, the material will restrict flow and slowly cause damage. At worst, it will block passages and quickly damage the engine.

Oil Filter Cap

Issues also have been identified with aftermarket oil filter caps. The one in the photo is from the Ecotech engine family (2.0L, 2.2L, 2.4L). The condition was an oil leak from the Ecotech oil filter cap O-ring. The O-ring was not OEM.

OEM O-rings are not available separately from the cap. They are designed for the life of the engine.

All OEM O-rings are green, and the majority of non-OEMs are black. A green O-ring with a flat on one side is a non-OEM part. Green OEM O-rings will not develop a flat side as a result of the normal compression during sealing (also known as a compression set). (Fig. 9)

ACDelco offers an oil filter cap, gasket, and filter in PF458G.

Oil Drain Plugs

It can be very difficult to distinguish the differences between an OEM and aftermarket drain plug and seal. However, be aware that many of the aftermarket seals are not designed to handle extended oil change intervals and the drain plugs may not have the correct design to provide good sealing between the seal and the oil pan.

ACDelco has always been known for providing Original Equipment (OE) quality parts that deliver in terms of fit, form and function.

In response to recent independent aftermarket trends, ACDelco is introducing the new ACDelco Advantage line of brake rotors and drums, which offer the performance of a premium aftermarket line, but at a more economical price. (Fig. 10)

With the addition of the Advantage line of rotors and drums, ACDelco has the brake market covered with products ranging from high quality, yet economical, brake parts (Advantage), to premium brake parts (DuraStop) and top-of-the-line brake parts (OE).

Some of the features of ACDelco Advantage products include:

·       Non-directional finish - helps the brake pad mate with the rotor properly (Fig. 11, A)

·       Vane configuration matches the OE design - allows for proper cooling and a reduction in noise (Fig. 11, B)

·       Rotor plate thickness matches OE - helps reduce heat checking that may cause premature failure (Fig. 11, C)

·       Mill-balanced - helps the rotor function properly, no extra weights needed

·       Rust preventive coating - reduces the potential for rust developing during storage

·       No machining required - ready to be installed out of the box

·       Chamfer angle matches OE design - helps the rotor fit onto the hub properly

·       12 month/12,000 mile warranty - provides customer confidence

The part numbering system for ACDelco Advantage brake offerings will feature an "A" suffix. For example, DuraStop part number 18A816 will be Advantage part number 18A816A.

ACDelco Advantage brake parts for the top 100+ GM rotor and drum applications are now available. There are no special order requirements or minimum orders. The top 100+ non-GM applications as well as additional GM applications will be available this fall.

For any questions on the new ACDelco Advantage brake products, call the Brakes toll-free hotline at 1-888-701-6169, prompt #1.

- Thanks to Kurt Pursche

Several changes are being made to the numbering structure for VINs (Vehicle Identification Numbers) for GM trucks and cars, beginning with the 2010 model year.

The VIN structure was instituted by all vehicle makers in 1981 in compliance with government regulatory requirements. The VIN contains standardized data required by government and insurance agencies.

Trucks and MPVs

For light-duty trucks and multi-purpose vehicles (MPVs), beginning with 2010, there is a new requirement for the VIN to identify the restraint system devices and locations. Position 7 will be used for this purpose (it formerly indicated Body Type). Previously, position 7 Restraint System was not common between trucks and cars. Now, it is.

In addition, position 4 previously indicated GVWR/Brake Systems and now indicates GVWR/Brake Systems and Body Style.

Positions 4, 5 and 6 are now alpha-numeric and position 7 is alpha only. This increases the number of systems that can be described with a single character. (Fig. 12)

Cars

For cars, the meanings of all of the positions remain unchanged. Positions 4, 5 and 6 are now alpha-numeric and position 7 is alpha only. This increases the number of systems that can be described with a single character.

- Thanks to Kristen Wicklund

Starting and charging systems on today's cars and trucks have evolved into high-tech devices just as have many other automotive components.

Charging systems, for example, interface with the PCM or BCM, which control generator output with several charging modes that can shut off various loads under different conditions, delivering improved battery and generator life as well as increased fuel economy.

These high-tech systems require in-depth diagnosis before replacement, including checking other components and conditions that might affect system performance, such as any Diagnostic Trouble Codes, fluid contamination, and battery health.

Charging System

Charging system testing is critical prior to replacing a generator in order to prevent repeat generator failure. The following are some key items to check:

·       Perform a generator output test according to the Service Information. The typical charging system voltage at 77 degrees F is 13.5 to 15.2 volts.

·       Perform voltage drop tests of the insulated and ground side of the generator (with the engine at 2,000 RPM, 0.2 volt maximum).

·       Check Diagnostic Trouble Codes (DTCs) if the charging system is controlled by a PCM or BCM.

·       Check the insulator on the generator battery post. A damaged insulator can lead to a short-to-ground condition. (Fig. 13)

·       Check accessory drive belts and tensioners for excessive wear.

Starter Diagnosis

Starter system testing begins with the battery. Proper starter solenoid and starter operation depend on a healthy battery and good cable connections. Diagnosis should include the following:

·       Check the available voltage to the starter during cranking at the solenoid to see if battery voltage is passing through the ignition switch circuit. A weak starter motor may not be able to crank the engine fast enough to build compression and start the engine.

·       If there is noise at the starter motor or the starter spins but the engine does not crank, make sure the starter is properly mounted and connections are tight. Also check the flywheel or flexplate starter ring gear for damage.

·       If a starter motor is equipped with a heat shield, make sure that the heat shield is installed (Fig. 14, A) or damage may occur. (Fig. 14, B) Some replacement starter motors are equipped with a heat shield, while others require that the heat shield is transferred from the original starter motor.

Battery Performance

Test the battery to determine its state of health. If the battery is faulty or there is a parasitic drain (typically less than 30 mA), the generator could be short lived or enough voltage may not be getting to the starter during cranking.

Fluid Contamination

If a generator or starter has evidence of fluid contamination, such as oil or engine coolant, locate and correct the source of contamination to prevent premature failure of the new component.

Learn More

For more information about charging and starting systems, attend the Advanced Charging and Starting Systems Diagnostics seminar (SS-EL-01.02). Contact your local ACDelco distributor to learn when the seminar will be held in your area.

- Thanks to Mike Militello

When a customer comes in with a Tire Pressure Monitor (TPM) condition, the proper strategy is to determine the nature of the low tire pressure light -- whether it is related to low air pressure or a system fault.

Solid Light - If the low tire pressure light is on constantly, the TPM system is working properly. The owner needs to adjust tire pressures properly and drive the vehicle to turn off the light.

Flashing Light - If the low tire pressure light flashes for a minute, and then stays on, a TPM system problem exists and a DTC will have set.

Solid Light On, Then Off - If the low tire pressure light comes on initially, but goes off after driving awhile, the system is working properly. Pressure in one or more tires is low enough to turn the light on when cold but increases when the tire warms up, causing the light to turn off. The system is working properly. Adjust tire pressures properly to turn off the light.

TPM Relearn

When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or module), always use a scan tool to initiate the relearn process. A scan tool-initiated relearn locks out other vehicle TPM signals that may be broadcasting in the area. This method avoids storing false TPM IDs and will prevent the system from flashing the tire pressure monitor light or displaying dashes (---) in tire pressure readouts. Checking the four TPM IDs with the scan tool before and following relearn to verify they are the same can prevent invalid ID learns.

- Thanks to Ray Romeo

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

Q:      How do I renew my Technical Information System (TIS) subscription?

A:      A TIS subscription can be renewed online in just a few clicks.

You will receive email notification about your TIS subscription approximately one month prior to the end of your subscription. To renew online:

1.     Go to www.acdelcotds.com

2.     Log in to the website

3.     Review the TIS subscription options, and then click the desired Subscribe Now button. (The subscription options also can be viewed by going to www.acdelcotechconnect.com and selecting the TIS link on the left side of the page.)

If you have any questions about the different TIS subscription options or any other issues regarding TIS, call the e-Business Help Desk at 1-800-825-5886, prompt #3.

Q:      What are the benefits of the TSS program?

A:      Details on the TSS program can be found at www.acdelcotechconnect.com. Select the Total Service Support tab, and then click the Marketplace link for more information on all the TSS benefits.

Q:      Do I need a company code for the GM New Vehicle Purchase Program (NVPP)?

A:      A company code is not needed to access the program website. If you are asked to enter a company code, you are at the general GM NVPP website and need to access the website via www.acdelcotechconnect.com.

To access the correct website page for TSS accounts:

1.     Go to www.acdelcotechconnect.com

2.     Select the Total Service Support tab

3.     Click the ACDelco TSS GM Supplier Discount button on the right side of the page and log in to the website (Fig. 15)

4.     On the GM Vehicle Supplier Discount page, scroll down and click on the link to access the GM Supplier Discount website. This loads the website with the correct company code for TSS service centers.

Q:      How do I find my Exclusively Yours balance?

A:      To view your balance and an opportunity report:

1.     Go to www.acdelcotechconnect.com

2.     Select the ACDelco Incentives - Rewards & Travel link on the left side of the page

3.     Log in to the incentives website. Your ID is your TSS account number plus the last four digits of your Social Security Number

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.

With the release of two new ACDelco Professional battery part numbers for Hyundai and Kia vehicle applications, ACDelco is implementing a running change to the labels for Professional Automotive and Marine Batteries.

The most notable change is the removal of the warranty booklet from the front label. Warranty information is available at www.acdelco.com, and the website is now referenced on the front label of the battery. (Fig. 16)

- Thanks to Denise Harris

Register by September 30, 2009

Testing on November 5, 10, and 12, 2009

www.ase.com (Fig. 17)

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.

Accessory Drive Belt Whine

2001-02 Chevrolet Tahoe, Suburban; 2001-02 GMC Yukon, Yukon XL, Yukon Denali, Yukon XL Denali

A whining-type noise may be heard in the passenger compartment when the vehicle is idling and may vary in pitch as engine RPM is increased.

The noise may be caused by the power steering pump pulley positioned too far inboard of the power steering pump.

Inspect the power steering pump pulley for proper positioning on the power steering pump shaft. If it is determined that the pulley is not even/flush with the end of the shaft (+/- 0.25 mm; 0.010 in.), follow the appropriate Service Information to reposition the power steering pump pulley. (Fig. 18)

Grunt Noise While Turning

1999-2001 Ford Windstar

Some vehicles equipped with a 3.8L engine may exhibit a "grunt" noise -- a low, loud, rumbling hydraulic noise and shudder -- while turning the steering wheel. This may be caused by the original design power steering hose or by air trapped in the power steering system after hose replacement.

Replace the power steering pressure hose with service hose YF2Z-3A719-AA to correct the noise. This service hose includes a pulse suppressor that requires all air to be removed during fluid fill of the system. Refer to the appropriate Service Information for removal and installation details.

Replacing the power steering pump or gear will not result in correction of the grunt noise.

The service hose is intended to correct the grunt noise only. Do not use this service hose to repair any other power steering condition.

Any air left in the system will result in continuation of the grunt noise as well as other noises. Refer to the power steering system fill procedure in the appropriate Service Information.

It may take several times of performing the evacuation procedure to remove all of the air from the system. Be sure to pull over 68 kpa (20 in/hg) on the gauge with the engine running while evacuating the system.

One way to check for air in the system after the evacuation process is to mark the fluid level on the power steering reservoir prior to starting the engine. If the fluid level drops when the engine is started, there is still air in the system. Repeat the bleed process until there is no fluid level drop evident in the reservoir.

An additional way to check for air in the system is to install the vacuum pump on the reservoir, start the engine, but do not turn the steering wheel, then slowly pull vacuum to between 68-85 kpa (20-25 in/hg). If there is still air in the system the pump will moan before reaching 68 kpa (20 in/hg). If this moaning is heard, repeat the bleed procedure until reaching 68-86 kpa (20-25 in/hg) with no moan noise.

"No Cap" Fuel Filler System

Ford vehicles with the Easy Fuel™ fuel filler system

The Easy Fuel "no cap" fuel filler system eliminates the need for a fuel filler cap. The spring loaded fuel door is held closed by two latches that can only be released by a standard size unleaded fuel nozzle, or the special plastic funnel included with the vehicle.

A flexible rubber seal, attached to the outer fuel filler door, seals the fuel filler. If the seal becomes damaged, it must be replaced to prevent possible contamination of the fuel tank.

In the event fuel needs to be added from a portable fuel container, it's necessary to use the white plastic funnel included with the vehicle. It is the same diameter as an unleaded fuel nozzle. Fully insert the funnel into the fuel filler neck to add fuel from a portable container.

Do not insert the nozzle of a portable fuel container or aftermarket funnel.

Audio System Noise When using Portable Playback Devices

2010 and prior GM passenger cars and trucks, including Saturn; 2010 and prior HUMMER H2, H3; 2005-2009 Saab 9-7X

Some portable audio equipment may be susceptible to certain types of electronic noise present in the vehicle's 12V power outlet.

Here are two ways to eliminate this type of interference:

·       If the audio device is capable of being self-powered (battery), use it that way instead of plugging it into the vehicle's power outlet.

·       Have the customer purchase a Ground Loop Isolator. This device plugs in between the radio and the audio device. 

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

New Training

The following ACDelco training programs have recently been made available via the LMS:

TechAssist Training (TAS)

S-EL06-31.01TAS

Toyota Reprogramming

S-EL06-32.01TAS

Chrysler Reprogramming

Web-Based Training (WBT)

S-EP08-20.01WBT

Toyota Engine Performance

S-AC07-06.01WBT

Toyota HVAC

S-EP08-21.01WBT

Chrysler Engine Performance

S-AC07-07.01WBT

Chrysler HVAC

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-EL06-04.01ILT

Body Control Systems Diagnostics

S-EL06-04.02ILT

Network Communication Diagnosis

S-EL06-10.01ILT

Battery, Charging, & Starting

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-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

American muscle is the theme of the latest collection of rides TechConnect readers have submitted for the Readers' Rides gallery on TechConnect Magazine Online.

1957 Chevy, Rick Waldron, RAP Automotive, Goshen, Ind.

Waldron is a drag racing veteran of over 20 years. He pro-streeted the '57 Chevy around 15 years ago. Currently, it has a 542 CID blown big block Chevy engine, TH-400 transmission, 9-inch rear end, and a 4-inch chopped top. (Fig. 19)

1969 Chevy Camaro SS/RS, Joe Gatti, Central Jersey Starter & Alternator, Sayreville, N.J.

Gatti's '69 Camaro SS/RS has 39,000 original miles. It has a 350 engine with 300 HP and a 4-speed manual transmission. (Fig. 20)

1967 Ford Mustang, Jack Geraghty, PRO-CAT Auto Service, Toms River, N.J.

The '67 Mustang is a father and son restoration project. The elder Geraghty is a former stock car racer. He has since sold the stock cars, but not the engines. As a result, the Mustang has World Product heads, Crane rockers, Reed cam, Edlebrock manifold, and a Holley 4bbl carb. Geraghty says, "It's no 10 second car, but it's fun to drive."

(Fig. 21)

To submit photos of your car or truck (include your name, TSS service center, location and a few technical details about your vehicle):

1.     Click the Contact Us link

2.     Send an email with photos attached to technical editor Mark Spencer

- Thanks to Mike DeSander