November 2009 Archives

Two characteristics of a wheel/tire assembly have a profound effect on vehicle ride quality -- balance and radial force variation.

Balance is related to the mass of the wheel/tire assembly, and radial force is related to the effective "roundness" of the assembly. Both can contribute to vibration being transmitted into the vehicle. Balance is addressed by installing weights to the perimeter of the wheel to counter the imbalance. Radial force variation is addressed by match mounting or by replacing a wheel or tire.

The first step in diagnosis is to visually inspect the wheel and tire. Look for:
•    Missing balance weights
•    Bent rim flange
•    Irregular tire wear
•    Incomplete bead seating
•    Tire irregularities (including pressure settings)
•    Mud/ice build-up in the wheel
•    Aftermarket components

If a road test indicates a shake or vibration, check the imbalance of each wheel/tire assembly on a calibrated off-car dynamic balancer.

Balance

If you can see or feel the vibration in the steering wheel, it is very likely to be a wheel/tire first order (one pulse per revolution) disturbance caused by imbalance or non-uniformities in tires, wheels or hubs. Balance measures how the wheel/tire assembly's mass is distributed around its rotating axis. This measurement is accomplished by spinning the assembly at high speed. Balance is checked and corrected first. Often, vibration issues are corrected by simply balancing the assembly. If vibration or shake still exists, radial force variation may be the cause.

Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights are all required for a quality balance. However, a perfectly balanced wheel/tire assembly can still be "oval-shaped" and cause a vibration.

Radial Force Variation

Radial force measures how "round" the assembly is when rolling under a load. Variations in tire sidewall stiffness, for instance, have an effect on radial force.

The wheel also affects the tire's Radial Force Measurement. To isolate the wheel, its runout must be measured. If it meets the runout specification, the tire can then be measured.

Radial Force Measurement must be done under a load. The most common ride concern involving radial force variation is highway speed shake on smooth pavement. A stiff section of sidewall will affect the rolling radius of the tire, causing a vibration once per revolution (or in some cases, 2nd, 3rd or 4th order inputs).

Tire and wheel balancer equipment with a load roller will apply a force of up to 1,250 pounds against the rotating tire/wheel assembly when performing a Road Force Measurement to simulate actual driving conditions and test tire uniformity. The equipment can measure loaded radial runout of the tire/wheel assembly within 0.002-inch. The measurements of loaded radial runout are converted to Road Force Measurement in pounds, kilograms or Newtons. (Fig. 2)



Most tire manufacturers do not recommend evaluating radial force variation until the tires have been driven for at least 10 miles (16 km) to ensure removal of any flatspotting. Do not use a Road Force Measurement to audit new tires. It is intended as a diagnostic tool to minimize radial force variation of the wheel/tire assembly.

Measuring wheel runout, and finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation), allows the tire to be match mounted to the wheel to achieve the lowest wheel/tire assembly radial force variation. Place the wheel/tire assemblies with the lowest radial force variation on the front of the vehicle.

If match mounting tires to in-spec wheels produces assembly radial force variation numbers higher than the manufacturer's specifications, tire replacement may be necessary.

Balancer Cones

When mounting a wheel to a wheel balancer/force variation machine, use the wheel's center pilot hole. This is the primary centering mechanism; the bolt holes are secondary. Usually a back cone method to the machine should be used.

Some cast aluminum wheels may not "chuck up" properly when installed to some wheel balancers. This can lead to an inaccurate wheel balance and result in a vibration concern.

Prior to installing the wheel on the balancing machine, check the locating cone for proper fit to the wheel. Install the balancer locating cone inside the wheel's center hole from the backside of the wheel. Make sure it does not bottom out. The side of the cone should uniformly contact the center hole inside wheel hub (not the smaller hub cap diameter). If it bottoms out, the cone may "rock" during wheel balancing.

The balancer cone (Fig. 3, A) should contact the wheel inside hub bore (Fig. 3, B) for proper wheel retention (Fig. 3, C). Look at the interference point. (Fig. 3, D) If the wheel cone contacts the hub cap inside diameter (Fig. 3, E) and is unsupported by the hub inside bore, the cone is not suitable and should not be used.




- Thanks to Mike DeSander and Mike Militello

Many manufacturers are foregoing the spare tire in new vehicles in their efforts to reduce vehicle weight and increase fuel economy. In many models, GM provides a tire sealant and inflator kit. The temporary use of the tire sealant may not be endorsed by certain tire manufacturers; however, GM has independently validated the temporary use of the sealant when used as described in the vehicle's owner manual. Only the tire sealant included in the GM kit should be used. (Fig. 4)



Before using the tire sealant, the expiration date on the sealant canister should be checked. There is only enough sealant in the kit to seal one tire. After use, the sealant canister and sealant/air hose assembly must be replaced.

A vehicle with a temporarily sealed tire should not be driven more than 100 miles before the tire is repaired or replaced. The tire pressure sensors, if equipped, also should be inspected after sealant use for any damage and replaced/cleaned as needed.


- Thanks to Mike DeSander and Mike Militello

ACDelco has announced a redesigned Original Equipment (OE) oil filter that offers ACDelco's exclusive Duraguard® media in a smaller package.

The new OE filter applications PF46E, PF47E, PF52E and PF61E will be installed in applicable new GM models.

The new oil filter features:

•    Increased efficiency and higher burst and collapse strength (Fig. 5, A)
•    A new Nylon core that provides better flow characteristics and improved collapse strength
     (Fig. 5, B)
•    A full cover baseplate that allows easy installation in blind applications (Fig. 5, C)
•    Duraguard media, ACDelco's trademarked synthetic cellulose-blended media that
     efficiently filters particles as small as 10 microns -- 1/3 the width of a human hair -- to
     ensure a clean supply of oil to engine components (Fig. 5, D)
•    A combination relief and anti-drainback valve that prevents dry starts and assures oil flow
     (where applicable) (Fig. 5, E)



In addition to the new OE design oil filter applications, the original filters (PF46, PF47, PF52 and PF61) continue to be available in a classic design.

ACDelco Part Number with Corresponding GM Part Number

Classic Design
PF46; 19256041
PF47; 19256042
PF52; 19256043
PF61; 19256044

New OE Design
PF46E; 19210283
PF47E; 19210284
PF52E; 19210285
PF61E; 19210286

For more information about the new ACDelco oil filters, refer to ACDelco bulletin #09D-142.


- Thanks to Bob Malone

ACDelco has announced the addition of a one-component, room-temperature vulcanizing (RTV) engine sealant, part number 10-2006, that is recommended for all engine applications. This is the original production sealant used in GM engine plants.

This high viscosity product cures when exposed to air. The cured material has superior adhesion and elongation properties and is very resistant to engine oils and coolants, making it compatible with all synthetic, synthetic blend, and mineral oils as well as engine coolant (including DEX-COOL® coolant). It is also safe for oxygen sensors and will not corrode metal surfaces.

The assembly may be filled with oil or coolant immediately after applying the sealant and torquing the bolts.

For more information, refer to ACDelco bulletin #09D-110.


- Thanks to Catherine Cullins

In areas where winter driving can involve cold temperatures, ice and snow, special attention should be given to certain vehicle maintenance items.

When talking with customers about installing a new battery or new tires, or performing cooling system maintenance before the temperature drops below freezing, keep these winter car care tips in mind.

Batteries

When a battery is subjected to a high discharge rate, as is the case with cold-start cranking, the battery may be completely discharged in a short period of time due to the fact that cold temperatures slow down the chemical reaction in the battery. Only a very small percentage of the total active material and electrolyte within a battery cell can be utilized under colder conditions. The result is the battery's energy storage capacity is greatly reduced. Furthermore, a cold engine requires more energy to start, with up to three times the cranking load of a warm engine.

When selecting a replacement battery, refer to the manufacturer's battery recommendations. To guarantee satisfactory performance at low temperatures, it is essential to select a battery of sufficient size and power. (Fig. 6)



At subzero temperatures, the capacity of a typical battery at full charge is only 45% of its capacity at 80°F.

Sometimes a battery test will show satisfactory performance, yet the battery will fail during service. Some common reasons why good batteries can fail:

•    Accessories left on
•    Excessive parasitic drains
•    Faulty charging system
•    Excessive electrical load, often from add-on accessories
•    Faulty battery connections
•    Improper previous charging
•    Frozen battery due to being discharged and left in freezing temperatures

Tires

Before winter sets in, check tire tread depth and pressure. Remind customers that pressure in tires drops as the outside temperature drops.

All gases change pressure as their temperature changes. As a rule of thumb, tire pressure will change about 1 psi (7 kPa) for every 10°F decrease in temperature -- dropping when it gets colder outside, rising when it gets warmer. Tire pressure should be set to the specified Tire Information Label pressure at the lowest seasonal temperature the vehicle will encounter during operation.

During colder conditions on a vehicle equipped with a tire pressure monitor system, the air pressure in a cold tire may be at the pressure where the system is required to warn the driver by illuminating the low tire pressure light or displaying a Check Tire Pressure message. However, that same tire will rise in temperature and pressure as the customer drives, which may cause the message and/or light to go out. (Fig. 7)



To avoid a Check Tire Pressure message or warning lamp due to extreme temperature changes, do the following:

•    Use an accurate, high quality tire pressure gauge
•    Adjust the tire pressure to the specified value when the tire temperature is at the lowest
     expected temperature. Never set the tire pressure below the label value regardless of tire
     temperature or outside temperature
•    Re-learn the TPM sensors and adjust the tire pressure to the specified values after every
     tire rotation

Cooling System

The cooling system uses a coolant to transport heat energy away from the engine. Coolant is a mixture of water and chemical additives. The additives provide corrosion protection and lubrication, raise the boiling point, lower the freezing point, and provide the chemical buffers and sacrificial ions to limit corrosion of the various metallic materials used in today's engines.

According to the U.S. Department of Transportation, coolant-related failures are a major cause of mechanical breakdown. Inspection results during a National Car Care month revealed:

•    21% of the vehicles had low, leaking or dirty coolant
•    11% of the vehicles had at least one worn or unsatisfactory belt
•    4% of the vehicles needed to have hoses replaced

Check the surge tank reservoir for a proper fluid level. In addition, use a cooling system pressure tester to check the pressure cap and cooling system. The cooling system should hold the rated pressure for two minutes.

The pressure cap seals and pressurizes the cooling system. As the pressure builds, the boiling point of the coolant goes up as well. The cap contains a blow-off or pressure valve and a vacuum or atmospheric valve. The pressure valve is held against the seat by a spring of predetermined strength, which protects the radiator by relieving pressure exceeding the rated pressure.

The vacuum valve is held against the seat by a spring, which permits opening of the valve in order to relieve vacuum created in the cooling system as it cools off. The vacuum, if not relieved, might cause the radiator to collapse. Replace the cap if it is not sealing or venting properly. (Fig. 8)



To maximizing the service life of cooling system components:

•    Perform a visual inspection and a squeeze test with your finger and thumb of the coolant
     hoses as part of a vehicle's regular maintenance. Remember, Electro Chemical
     Degradation (ECD) occurs within two inches of the ends of a hose
•    Check for electrolysis (cause of ECD) with a voltmeter. Any voltage reading over 0.3 V
     indicates stray voltage is finding its way into the coolant
•    Verify coolant concentration using a refractometer, as it can work with both ethylene glycol
     and propylene glycol.
•    Flush the cooling system every two years if designed with ethylene glycol (green coolant),
     which reduces the possibility of scale or harmful sediment build-up that can decrease
     cooling performance, freeze protection and hose life
•    Various methods and equipment can be used to flush the cooling system. If special
     equipment is used, such as a back flusher, follow the instructions, and always remove the
     thermostat before flushing
•    Do not use conventional (green) coolant in a system designed for long-life DEX-COOL©
     because service intervals will be reduced to two years or 30,000 miles


- Thanks to Mike DeSander

ACDelco now offers a short-term Service Programming System (SPS) subscription for GM, Saturn and Saab vehicles. (Fig. 9)



The 3-month SPS-only subscription is available for $275.

To subscribe:

1.    Go to www.acdelcotds.com
2.    Log in to the website
3.    Under the TIS2Web - Service Programming subscription option, click Subscribe Now
4.    In the TIS-SP drop-down box, select 3 Months ($275), and fill out the required billing
       information


- Thanks to Bob Stewart

Pontiac Vibe programming software and calibrations going back to the 2003 model year are now available for download from the GM TIS2Web application.

It is no longer necessary to always replace the PCM on a Vibe with a pre-programmed module; instead, technicians can perform calibration updates for a number of performance concerns using the Calibration Update Wizard (CUW) application. (Fig. 10)



The CUW application is separate from SPS and needs to be downloaded to the PC. Once it is set up on the PC, it is easy to use to download the latest Vibe calibration updates.

To access the calibrations and software programming instructions:

1.    Log in to TIS2Web
2.    Click the Help menu question mark (?) icon
3.    Click the Vibe Programming Application and Calibrations in the left column.

The Vibe CUW Programming Application must be downloaded and installed before being able to download any calibrations.

Calibrations downloaded using the CUW application are stored on the PC and can be used on multiple vehicles.

For additional information on downloading and installing the Vibe software, contact the ACDelco e-Business/TIS2Web Help Desk at 1-888-212-8959.


- Thanks to Bob Stewart

ACDelco is a proud sponsor of the 2010 Mobile Air Conditioning Society (MACS) Worldwide annual convention and trade show being held January 19-21, 2010, in Las Vegas. This is the 30th anniversary of the convention and several representatives from ACDelco will be presenting the latest service technical information.

Mike Militello from ACDelco will conduct a seminar on Controller Area Network (CAN) Communication Diagnosis, highlighting technical information and diagnostic procedures that are related to CAN data vehicle communications, including how all vehicle modules and various subsystems work together.

ACDelco's Bill Henderson will present the Hybrid Aftermarket Service seminar, covering current hybrid vehicle technology and its effect on typical aftermarket service providers, including safety, tools and procedures.

ACDelco also is sponsoring the Paul, Paul and Ward Breakfast, featuring Paul DeGuiseppi, Paul Weissler and Ward Atkinson, along with special guest Bill Haas, who will talk about the latest automotive technology and how service centers can prepare for it.

Other featured programs at the convention include:
•    All the Things They Never Told You About Relay Circuits
•    Image is Everything/Getting Results from Relationships
•    Reflash/Reprogram/Remobilize
•    Which Scan Tools Should I Buy?
•    Getting an ROI on Your Tools & Equipment
•    Nitty Gritty Electrical Training
•    Superior Service Writing

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


- Thanks to Mike Militello

The development of a new global refrigerant to replace HFC-134a (or R-134a) continues as worldwide regulations change and deadlines are set.

The European Union, Japan and United States are all reviewing new mobile air conditioning regulations that require all-new vehicles in the near future to use a mobile A/C refrigerant with a GWP (Global Warming Potential) below 150, although there is not agreement on any one refrigerant for worldwide use in all countries. The Japanese government, however, recently did approve the use of a new refrigerant.

Current mobile air conditioning systems using HFC-134a have a GWP of 1,410. Two of the potential refrigerants currently being tested include R-744 (CO2) and HFO-1234yf, both of which have a much lower GWP.

Classified as a greenhouse gas, CO2 obtained as a by-product of other industrial processes is actually the least damaging refrigerant possible. R-744 has a GWP of 1.

The service industry would be significantly affected by the use of R-744, which requires higher operating pressures and more complex A/C systems. As a result, service centers would need specialized training and equipment to handle the high pressures as well as adherence to strict safety procedures.

Operating pressures, chemistry and other qualities of HFO-1234yf -- developed jointly by Honeywell and DuPont -- are similar to those of HFC-134a. This would enable manufacturers to use the new refrigerant with almost all of the industry's existing mobile A/C technology. HFO-1234yf has a GWP of 4.

One problem with HFO-1234yf is that it is classified as "mildly flammable," meaning that it can be ignited and it will burn. However, the conditions required for ignition are very specific and the flame temperature is relatively low. The refrigerant has undergone significant testing by many independent groups, including the SAE International Cooperative Research Program, for both safety and effectiveness.

Honeywell recently announced that HFO-1234yf had been examined for import and use by several Japanese regulatory authorities. Japan's Chemical Substances Control Law mandates the evaluation of new chemical substances before they are manufactured or imported to Japan. After receiving the study results, the government of Japan will permit the refrigerant to be imported without restriction and will not impose any controls or special monitoring on the chemical.

Japan's approval of HFO-1234yf is seen as a significant step toward developing a global refrigerant that can be used worldwide and still comply with each nation's individual environmental and safety laws.

For more information on the latest air conditioning technology, contact your local ACDelco distributor to learn when the ACDelco Emerging A/C Technology
and Service seminar will be held in your area.


- Thanks to Mike Militello and MACS

(INSERT TSS Q&A ART: TSS(C) Q&A.eps)

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

Q:    Why is my service center not on the ACDelco locator?

A:    The TSS program changed in 2009 and service centers were placed in one of three
        levels: Red, White and Blue. Red level shops are no longer being listed on the locator.
        However, levels are evaluated throughout the year and if a service center moves up to
        the White level, they will be listed on the locator service.

Q:    Why is my service center's phone number different on the ACDelco locator online?

A:    The different phone number means that the service center is taking part in the call tracker
        program. Although a different phone number is listed, the service center does receive all
        of the phone calls. It is a way to track the number of calls from people finding the service
        center online. The current program offers this service to Blue Level TSS accounts only.

Q:    If I have multiple service centers, can all purchases be combined to get to the next
       TSS level?

A:    No, each service center has an individual account number. Therefore, purchases made at
        one service center are counted separately from the purchases of other service centers.

Q: How do I update the service center's contact information?

A:    For changes in the owner or service center name, contact your ACDelco District Manager
       (DM). For changes to the service center's contact information, contact the Customer
        Support Center at 1-800-825-5886, prompt #0. The CSC can make minor updates and
        will forward larger updates to the DM.

Q: How do I get started with the training that is offered?

A:    You can go to www.acdelcotechconnect.com and click on the training tab. Click the
        sign-in button twice and then create an account for everyone in the shop by clicking on
        the new user registration button. Both online courses and registration for instructor-led
        training can be found on this site along with TechAssists. (Fig. 12)




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.

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.


Manual Transmission Blocked Shift or Difficulty Shifting

2003-2007 Saturn ION, 2004-2007 Saturn VUE, 2005-2010 Chevrolet Cobalt, 2005-2009 Pontiac G5, and 2006-2010 Chevrolet HHR -- equipped with a Getrag manual transmission (RPO M86 or MG3)

The manual transmission may exhibit a hop-out or blocked shift of 1st, 3rd and 5th gears or difficulty shifting. The shift lever roll pin may back out and contact the shift cover during a shift event, which can cause an incomplete, blocked shift or difficulty shifting the transmission.

Prior to any internal transmission repairs, inspect the shift cover and lever to determine if the roll pin has backed out and is dragging on or contacting the housing. If roll pin contact is evident, then the shifting difficulty may not be an internal transmission condition. (Fig. 13)



If the shift cover shows witness marks from contact with the roll pin, replace the complete shift cover assembly. Do not replace the transmission for this condition.

If the roll pin is not dislodged, follow the appropriate Service Information diagnostics.


Driveline Noises in 4WD

2009 and prior Chevrolet and GMC light-duty trucks and SUVs equipped with 4WD, 2009 and prior HUMMER H2 and H3

These vehicles may exhibit a groan, growl, or moan noise when operating in 4WD Lock.

The noise may be due to a vibration that is heard or felt as a result of the front axle being excited to resonance at its natural frequency. This is a combination of the transfer case chain link frequency, engine firing frequency, tire circumference variation, and various other tolerances built into the 4WD system.

A groan, growl or moan noise on deceleration while in 4WD Lock is also the result of loading the transfer case chain, which is an operating characteristic. This is just one example of a transfer case link frequency as noted previously.

On certain models, such as 3/4 -and 1-ton vehicles, tire pressures can vary from front to rear based on the manufacturer's specifications. Refer to the vehicle's Tire Information Label for tire pressure specifications.

The difference in tire pressures affects the rolling tire circumference from front to rear, which can increase driveline noise while in 4WD.

For test purposes on vehicles with different tire pressures, drop the tire pressure in the rear to match the front. If the noise is reduced or eliminated, this confirms the difference in tire pressures from front to rear can affect the noise when operated in 4WD. Set the rear tire pressure back to the manufacturer's specification.

No repairs are recommended for this condition. For more information regarding driveline noises while in 4WD, refer to GM bulletin #01-04-18-001F.


Steering Wheel Vibration

1996-98 Ford Crown Victoria, Mercury Grand Marquis, Lincoln Town Car

A vibration or buzzing noise may be heard or felt in the steering wheel on right turns at engine RPMs between 590-1100. This condition may be caused by valve resonance and power steering pump pulsations.

Replace the power steering pressure hose to dampen the noise. A new power steering hose bracket is attached to a stud on the engine, between the crankshaft pulley and power steering pump pulley.

Also check the fluid level in the reservoir, verify there is no air in the power steering system, and make sure that the steering shaft does not contact any other lines or components.


Slipping Clutch Conditions

2004-09 GM passenger cars or light-duty trucks equipped with a gasoline engine and manual transmission

The Service Engine Soon (SES) light may illuminate and, using a scan tool, DTC P0502 (Vehicle Speed Sensor Circuit Low Voltage) may be found stored in the PCM.

If no cause for the DTC can be found after following the appropriate Service Information diagnostics, the condition may be customer induced.

Supporting data may be found in the freeze frame information stored with the DTC. Review the scan tool data parameters: Calculated Engine Load, Engine Speed, Output Shaft Speed Sensor and Clutch Pedal Position.

Inform the customer that excessive slipping of the clutch with the vehicle stationary or moving at low speeds may cause this DTC to set. This is considered normal vehicle operation.


No Power Steering Assist

Dodge Ram 2500

When replacing the power steering pump, properly torque the mounting bolts to specification during pump installation. Do not use an air ratchet.

This is a vane type power steering pump with the mounting bolts going through the housing. If the bolts are over-torqued, they may compress the front and rear cover against the vanes, leading to severe wear, metal debris in the system, and eventual pump failure.

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:

S-EL06-52.01WBT - GM Global Electrical Systems

The new global format of service diagnostic procedures, including the common circuit types and functions used in GM electrical architecture, are covered in this course along with the types and characteristics of serial DATA circuits. In addition, the course reviews the types of ground and voltage circuits, the types of signal and control circuits, and common circuit diagnostics using a digital multi-meter and scan tool.

S-FN00-05.01WBT - Global Diagnostic System

An introduction to the new Global Diagnostic System (GDS), this course highlights the software and hardware components and their operation. It covers key features of the Global Diagnostic System, such as administration and navigation procedures, characteristics of diagnostic packages, the operation of the vehicle identification and home screens, and diagnostic functions.

S-SS04-07.01WBT - Driveline Axles and Propshafts

The characteristics, operation, and diagnostic and service procedures of front and rear axles and propshafts are covered in this course, including propshafts, universal joints, front axle, rear axle, differential assembly, and electrical systems. It focuses on diagnostic and service procedures.

S-SS04-08.01WBT - GM Chassis Control Systems

The basics of several commonly used suspension types are reviewed in this course. It covers suspension system types and their operation, air suspension components and operation, level control (including mechanical and electrical controlled damping), tire pressure monitoring system variations and operations, alignment types (including characteristics, components and operation), and commonly adjustable and non-adjustable angles.

S-EP08-20.01TAS - 1.6L and 1.8L Engine Timing Procedure

This TechAssist shows how to perform the timing procedure on the 1.6L engine in the 2009 Chevrolet Aveo and 2009 Pontiac G3, and also on the 1.8L engine in the 2008-2009 Saturn ASTRA.

S-EL06-45.01TAS - Side Object Detection System

This TechAssist presents an overview of the operational characteristics and diagnostic strategies for Side Object Detection Systems.

S-EL06-46.01TAS - U-Van Power Sliding Door Repair

This TechAssist addresses several issues related to the operation of the automatic side door on 2005-2008 Chevrolet Uplander, Saturn RELAY, Buick Terraza and Pontiac Montana vans. It includes diagnostic and repair information on the automatic side door.

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.

Course Number and Course Name

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-EL06-10.02ILT
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
Supplemental Restraint Systems