TechConnect Online News Blog

The key steps during disc brake service include determining rotor refinishing or replacement, properly cleaning all brake components (including items such as hub, rotor, and wheel mating surfaces), properly refinishing the rotor (if applicable), and properly reassembling the brake assembly using the proper tools and torque specification.

Here are some tips to ensure a successful brake service and prevent vibration and brake noise. Always refer to the appropriate Service Information or latest bulletins for specific procedures. GM bulletin #00-05-22-022L is a good resource that updates and centralizes all of GM's standard brake service procedures.

Rotor Refinishing

When it's determined that a rotor must be refinished, use a brake micrometer to measure the rotor. Multiple measure points should be taken and the lowest measurement recorded. Reference the Minimum Thickness specification stamped on the backside of the rotor and the Discard specification in the Service Information before refinishing the rotor. (Fig. 2) Do not refinish new rotors or remove any special coating that may be applied on some ACDelco replacement brake rotors.

Clean all of the mating surfaces between the hub, rotor and wheel. Cleaning all mating surfaces and making them free of corrosion, burrs and other debris is critical and must be performed whether using an on-car or bench lathe refinishing procedure. Prior to making the cut when refinishing, install the recommended clip-on style disc silencer supplied with the lathe. Using the silencer will help prevent chatter from occurring during the cut.

After completing the refinish, sand both sides of the rotor for approximately one minute per side using 130-150 grit sandpaper to obtain a non-directional finish. Wash the rotor with mild soap and water or wipe it clean with ACDelco brake parts cleaner, part number 10-6012. Thoroughly cleaning the rotor will prevent the possible transfer of finite metal dust left as a by-product of machining to the pad material, reducing the chance for squeaks or other noises to occur.

Do not clean the rotor with a brake cleaner solvent-based product.

Preventing Pulsation

Any time a brake rotor is refinished, measuring lateral runout (LRO) will help to prevent pulsation and customer come-backs. Pulsation is caused by brake rotor thickness variation, which is usually the result of excessive LRO or brake rotor corrosion.

Lateral runout is a measurement of the waviness of the rotor face. The GM specification for excessive LRO is more than 0.050 mm (0.002 in.). Excessive LRO occurs to a rotor when the brakes are not applied. When the vehicle is being driven, any high spot on the rotor rubs the brake pad once per revolution. Eventually, the high spot is worn down, resulting in a thin spot on the rotor (rotor thickness variation) and pulsation that is transferred through the brake pedal when the brakes are applied.

Rotor corrosion is another form of thickness variation. In cases where rotor corrosion is cosmetic, refinishing the rotor is unnecessary. More extensive corrosion may be the result of a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. In some instances, cleaning up this type of corrosion may require more rotor material to be removed than typical refinishing.

When measuring LRO, rotate and locate the point on the rotor where the lowest dial indicator reading is indicated. Set the dial indicator to zero. Rotate the rotor from the low point and locate the point with the highest dial indicator reading (the high spot). (Fig. 3)

In addition, index-mark the rotor and a wheel stud so that it is in the same position as it was prior to service.

If LRO is excessive, use Brake Align^® correction plates or refer to the appropriate Service Information to correct the lateral runout.

Installation Tips

Reinstall the rotors on both sides of the vehicle following these steps:

•       Reinstall the calipers and pads. Use a thin film of ACDelco high temperature silicone grease, part number 10-4019, on caliper sides, rubber components and disc pad shims, which will allow the shims to withstand normal brake pad movement without damage and help dampen vibration.

•       Pump the brakes to pressurize the calipers

•       Remove the lug nuts/conical washers (if installed for refinishing the rotors on the vehicle).

•       Install and properly torque the wheels

It is critical to use the proper tools (torque stick or torque wrench) to torque the wheels to specification as referenced in the Service Information. (Fig. 4)

A gray coating may be found on replacement ACDelco brake rotors. The rotors are coated with a zinc organic protective spray to prevent the rotors from rusting before they go into service.

The coating should not be removed and will wear off with normal brake usage. The coating does not hinder brake performance.

- Thanks to Mike Militello and Mike DeSander

Water in diesel fuel is a contaminant that can cause damage to the fuel system. Water in fuel can take two forms: coarse water droplets that drop out of suspension and can be filtered out or emulsified water particles suspended in the fuel, which can pass through some filters.

Proper fuel filter servicing and the use of clean diesel fuel that is free of water or contaminants are critical for the longevity of fuel system components of a modern direct injected diesel engine. Adherence to the fuel filter change interval will help to ensure that the diesel fuel system will be protected from contaminants and that the engine will continue to operate as designed. Purchasing fuel from a high volume fuel retailer increases the chances that the fuel is fresh and of good quality.

Water in Fuel Sensor

The Water in Fuel Sensor on the GM Duramax diesel engine can be tested after removing it from the fuel filter assembly. (Fig. 5) A good sensor will have continuity when the float is manually raised. Use a DVOM to check for continuity. The float can be tested by placing it in water and in clean diesel fuel. A good float will float in water and sink in diesel fuel.

Contaminants

If water is present in diesel fuel, fungi and other microorganisms can survive and multiply, especially in warmer climates. The fungi can be present in any part of the fuel handling system. These fungi grow into long strings and will form large globules. The growths appear slimy and are usually black, green or brown. Fungi use the fuel as their main energy supply and need only trace amounts of water and minerals.

The most common symptom of fuel contamination is fuel filter plugging, however, various metal fuel system components also can corrode. If fungi have caused fuel system contamination, flush the fuel system, replace the fuel filter and refill the tank with clean diesel fuel.

If a customer desires to use a biocide after flushing the fuel system, it should not contain alcohol or other water emulsifiers.

Diesel Fuel Additives

Customer use of diesel fuel additives are neither required nor recommended for the 6.5L diesel and 6.6L Duramax diesel engines. (Fig. 6) Alcohol-based additives permit water to pass the fuel filter and water separator, causing damage to the fuel system. GM Diesel Fuel Conditioner, part number 88861009, is alcohol-free and utilizes water demulsifiers to cope with water in the fuel.

Fuel distributors blend no. 1 and no. 2 diesel fuels for seasonal requirements in a particular region. No other blending of fuels is recommended. If a customer desires to use a winter fuel additive to prevent fuel waxing or icing during extreme cold snaps, the winter fuel additive must not contain alcohol or other water emulsifiers that may compromise the water removal effectiveness of the fuel filtering system.

The use of additives such as a cetane improver to enhance engine performance or a lubricity additive to aid in the longevity of fuel system components are not fixes for poor quality or contaminated fuel. If such additives are used, they must not contain alcohol or other water emulsifiers.

Biodiesel

Diesel fuel containing greater than five percent biodiesel (B5) or the use of unmodified bio-oils blended into diesel fuel at any concentration may damage the diesel fuel system and engine.

Waxing

Diesel fuel gelling or waxing (also called cloud point) at low temperatures may result if the fuel is not blended properly for the temperatures being experienced. Further, biodiesel begins to wax at temperatures of 10 to 20 degrees higher than no. 2 winter blend fuel.

A below freezing hard start/no start condition may be caused by fuel waxing or fuel contamination. Fuel waxing may also restrict the amount of fuel flow through the fuel filter. A high fuel system vacuum reading will be found if the system is checked when the fuel is cold and waxing.

The use of engine block heaters in extreme cold temperatures may alleviate some fuel waxing concerns.

Refer to the appropriate Service Information for additional information about diagnosing the effects of contaminants in diesel fuel and testing for the presence of contaminants, including fungi, water, gasoline, and biodiesel in amounts larger than five percent.

- Thanks to Bill Carnevale

Electrical intermittents can be a source of frustration when repairing a vehicle. Some circuits in vehicles are not only susceptible to an intermittent condition, but high resistance also may cause erratic operation or set DTCs. An often overlooked possibility in the diagnosis of electrical intermittent conditions is the quality of the terminal crimps.

When diagnosing any type of electrical condition, inspect the integrity of all related wiring harness connectors and terminals. Poor connections may lead to numerous types of intermittent conditions, such as miscellaneous DTCs, driveability conditions, hard or no start conditions, incorrect gauge readings, illuminated MILs and inoperative control module conditions.

Once the circuit that connects the components in question has been isolated, perform a visual and physical inspection of the wiring harness connectors for integrity. Many times, repairs may be made by simply disconnecting and reconnecting the connectors.

A pull test of the terminals should be performed after any wiring harness connector or terminal repairs. Insert only the proper size terminal test tool into the terminal to determine if the terminal is making good contact, or whether the terminal has been damaged and needs to be replaced. It's critical to use the right tool when testing. Most terminals in current module connectors (ECM, BCM, EBTCM) are small 0.64 mm sq. terminals and can be damaged by probing with the wrong tool.

In many cases, once the electrical integrity of the wiring harness is verified, the associated module or component becomes suspect. However, it is possible for a harness that tests as electrically conductive to be the source of an intermittent condition. The electrical harness should have the terminal pins re-crimped before replacing a module or component that tests OK.

The correct crimping tool is required to consistently provide secure electrical conditions.

For additional information on the proper crimping procedure, an updated sealed splice installation sheet is available on the TechConnect Magazine website. Click the Troubleshooting PDF Job Aids link under Resources on the right side of the page to print out the installation sheet PDF. (Fig. 7)

- Thanks to Tina Levi and Mike DeSander

Imagine a vehicle with a no start condition and a dead battery. Measuring the amperage of a control module using a Fluke DMM (digital multimeter) in AC mode shows a reading of only 25 mA, but in DC mode, a reading of 335 mA reveals the continuous draw that would drain the battery. This type of scenario shows the importance of checking the multimeter's default settings before testing.

Versions 1-4 of the Fluke 87 multimeter defaults to reading DC amperage when set on the amperage or milliamp scale. The new Fluke 87-5 meter (version 5), when set on the amperage or milliamp scale, will default to reading AC current. (Fig. 8)

If a diagnostic test step is requesting a DC amperage reading to be taken and the meter is set on the AC amperage setting, the meter will display 0 amperage (or close to 0 amperage). This will cause an inaccurate test result that can cause the test to pass or fail when it shouldn't.

To avoid an incorrect test result when testing amperage, always check the multimeter's display to make sure it is either on the AC or DC setting. Use the unmarked blue or yellow button (depending on the version of multimeter being used) on the top left of the multimeter to select between the AC and DC readings.

- Thanks to David Nowak 

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

Q:       How do I download material from ACDelco Advantage that I have added to My Cart?

A:            To download the items in your cart:

•     Complete the order process by clicking Begin Checkout from your cart

•     You will see an Order ID number that confirms your request was received

•     Visit your Order History where you will see your order

•     After a few minutes a Download link will appear that allows you to download your order or email it to recipients of your choice

Q:       Where can I order ACDelco calendars for the new year?

A:       2010 ACDelco calendars can be ordered by calling 1-877-845-3773, or online at acdelcomerchandise.com.

To order online:

1.     Log in to your acdelcomerchandise.com account

2.     Select 2009 Holiday link on the left side of the page

3.     Select from the calendar options

If you are a new user and want to create an account on acdelcomerchanside.com:

1.     Click Create an Account

2.     Select your Registration Type from the drop-down menu

3.     Fill out the required information

Q:       How can I order ACDelco multi-point inspection forms?

A:       To purchase ACDelco multi-point inspection forms, call the ACDelco estore at 1-866-700-0001 and request item #AM-FM-0065-09.

Q:       How do I get in touch with my new ACDelco representative?

A:       ACDelco has enhanced their sales representative positions by ensuring all field representatives have a more technical service background. Many field representatives are still servicing TSS accounts and the new ACDelco staff is well equipped to support our TSS customers.

If you have any questions, please contact the ACDelco CSC at 1-800-825-5886, prompt #0.

In 2010, the Total Service Support (TSS) program will feature several enhancements designed to increase the rewards and benefits of participating in the program, including new opportunities in training, promotions and exclusively yours (EY) Rewards points.

The TSS program continues to offer ways to help TSS accounts build their business with the support of ACDelco, such as with the Consumer Assurance Program, Customer Satisfaction Index (CSI) Program and ACDelco advertising.

In addition, there are a variety of money-saving discounts available to TSS participants, including discounts on GM vehicles, Bosch^® diagnostic tools, SPX^® tools and equipment, uniforms, GM Service Information and ASE certification.

The changes for 2010 include opening the instructor-led training courses to all levels, increasing the use of the acdelco.com locator service, and increasing the payout through the EY Rewards program. Here are some of the details:

Red Level (Less than $12,000 in annual purchases) - Limited access to free instructor-led training.

White Level ($12,000 - $35,999 in annual purchases) - Expansion to more accounts to provide increased access to the acdelco.com locator service and additional free instructor-led training. New accounts enter the program at the White level.

Blue Level ($36,000 or more in annual purchases) - Unlimited access to free instructor-led training and acdelco.com preferred locator listing position.

The exclusively yours Rewards program also has increased the opportunities for monthly payouts. The minimum amount for earning a percentage back (based on monthly purchases) has been reduced. Plus, a new level of 5% back for top performers has been added for 2010.

- Thanks to Steve Sheldon

Two of the latest additions to the TechConnect Readers' Rides gallery are built for speed.

2007 Chevy SSR Top Sportsman Drag Truck

Mark Hicks

Maas Radiator, Inc., Bloomington, Ind.

(Fig. 9)

The SSR features a modified OEM Chevrolet steel and custom produced, one-of-a-kind fiberglass body with Planet Color custom paint and finishes.

(Fig. 9A)

The engine is a 540 cubic inch big block Chevrolet configuration, Merlin engine block with a Mooneyham supercharger and Enderle fuel injection and pump system with Enderle "Big and Ugly" injector hat. The drivetrain includes a Lenco 4-speed transmission and a Moser fabricated 9-inch Ford rear end housing with Moser spool and 40 spline gun-drilled axles.

(Fig. 9B)

The chassis is a chrome Moly fabricated tube chassis by Gebhardt chassis with Strange engineering front struts and Strange front and rear disc brakes.

1994 Mazda Miata

Dan Pedroza

JC Automotive Specialist, Round Rock, Texas

(Fig. 10)

This is not your conventional hot rod. The Miata has a GM V8 drivetrain that includes an '04 LS6 block with LS1 heads and an aftermarket cam.

(Fig. 10A)

The drivetrain is a 6-speed T56 transmission with a 3.42 LSD from an '06 Cadillac CTS. Pedroza states, "It's the ultimate sleeper car."

Submit Your Photos

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

When anti-lock brakes (ABS) first became common equipment on new vehicles well over two decades ago, it featured a "passive" variable-reluctance wheel speed sensor. Later, the "active" magneto-resistive sensor was introduced, which improved performance by providing a more precise wheel speed reading at very low speeds.

The role and importance of an accurate wheel speed reading has continued to grow with the increased popularity of electronic controls for automatic transmissions, traction control, tire pressure monitoring and other vehicle systems.

Operation

While the appearance of active and passive wheel speed sensors is similar, operation is not.

The operation of the variable-reluctance sensor uses a small internal magnet and coil of wire to generate a signal to the Electronic Brake Control Module (EBCM). Operation involves a gear-shaped tone wheel that rotates near the sensor on each wheel. As the tone wheel rotates, a magnetic field fluctuates around the sensor and induces AC voltage into the internal coil windings. AC voltage is sent to the EBCM, which interprets the voltage and frequency as a wheel speed signal input.

This type of sensor requires that the tone wheel rotate fast enough in order to generate a usable signal. As wheel rotation slows, the signal strength decreases, resulting in a weak signal at very low speeds.

To combat this weakness in signal strength at low speeds, the magneto-resistive wheel speed sensor was designed. (Fig. 11) It uses a tone wheel and a permanent magnet like the variable-reluctance sensor, along with a two-wire connection that consists of a supply circuit and signal circuit connected to the wheel speed sensor. To power the sensor, the EBCM provides 12 volts on the supply circuit.

As a toothed ring passes by the wheel speed sensor, changes in the electromagnetic field cause the wheel speed sensor to produce a DC voltage signal. It is a digital high/low toggle rather than an analog voltage like with a passive sensor.

The sensor is able to detect the first edge of the next tooth on the tone ring immediately after powering on. The EBCM uses the frequency of the DC signal to calculate the wheel speed.

Diagnosis

If DTCs or diagnosis procedures indicate a wheel speed sensor failure, visually inspect the sensors, related wiring and connections for problems.

A variable-reluctance wheel speed sensor can be checked by measuring its resistance with a digital multimeter (DMM). If the sensor resistance is out of specification, it will not produce an accurate signal to the EBCM. To verify sensor outputs, also compare them using an oscilloscope or AC volt meter.

To measure the output of the magneto-resistive wheel speed sensor, start by testing the 12-volt reference circuit from the EBCM. (Fig. 12)

Also, DC amperage can be measured across the wheel speed sensor. Slowly turn the wheel and watch the DMM. Amperage should fluctuate from high to low.

The digital signal generated by the magneto-resistive sensor also can be viewed using an oscilloscope. Connect the leads as you would for a DMM. A good wheel speed sensor scope waveform should have sharp square corners on the DC signal circuit to the EBCM.

Remember, the EBCM sends a 12-volt reference signal to each wheel speed sensor. As the wheel spins, the wheel speed sensor produces a square wave DC signal voltage. The wheel speed sensor increases the signal frequency as the wheel speed increases, but does not increase the signal amplitude.

Poor connections and broken wires are some of the leading causes of wheel speed sensor-related failures. Other common causes of wheel speed sensor malfunction are water intrusion and corrosion in the connector to the sensor and damage to the tone ring.

For more information on wheel speed sensor diagnosis, visit www.acdelcotechconnect.com and click the Training tab. Log in to the ACDelco Learning Management System to view TechAssist S-BK05-01.01TAS - Active/Hall Wheel Speed Sensor Operation.

- Thanks to Mike Militello and Mike DeSander

Winter 2010 Testing

Registration Window: Jan. 12 - Feb. 16

Testing Window: Jan. 19 - Feb. 23

For information, visit www.ase.com/cbt

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

(Fig. 13)

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.

Aluminum Heater Core and Radiator Replacement

2005 and prior GM passenger cars and light-duty trucks

It may be necessary to replace an aluminum heater core, radiator or water pump due to erosion, corrosion or insufficient inhibitor levels in the coolant. A coolant check should be performed when replacing these components in order to verify proper coolant effectiveness.

Verify coolant concentration using a refractometer. A 50% coolant/water solution ensures proper freeze and corrosion protection. The refractometer uses a minimal amount of coolant that can be taken from the coolant reservoir, radiator or engine block. If the concentration is below 50%, the cooling system should be flushed.

In addition, verify that no electrolysis is present in the cooling system using a digital voltmeter. The electrolysis test can be performed before or after system repairs. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused by a poorly grounded cooling fan or other accessory and can be verified by watching the voltmeter while turning on/off various accessories or engaging the starter motor.

Follow the flushing procedures outlined in the Service Information for vehicles using DEX-COOL^® coolant and for vehicles using conventional silicate coolant.

Do not mix the OEM orange colored DEX-COOL coolant with green colored conventional coolant. Some GM vehicles, such as the 2004-2005 Chevrolet Aveo use a blue colored conventional coolant.

Engine Mount Replacement

2004-2007 Cadillac CTS with 3.6L (LY7) or 2.8L (LP1) engine

When replacing the engine mounts for any reason, follow these steps to prepare and install the new mount.

The new part does not include the exhaust heat shield which must be re-used.

Follow the appropriate Engine Mount Replacement procedure in SI to remove the old mount from the vehicle.

Once the mount is removed, mark the hole location of the alignment pin on the mount heat shield. (Fig. 14, A)

Using a suitable tool, remove the retaining spring nut from the top of the mount heat shield and discard the old mount. (Fig. 14, B)

Prepare the replacement mount by cutting the lower locating pin off using a die grinder and cutting wheel. (Fig. 15, A)

Align the marked hole on the heat shield with the top alignment pin on the replacement mount. (Fig. 15, B)

Follow the appropriate Engine Mount Replacement procedure in the Service Information to install the new mount with heat shield into the vehicle.

Verify that the heat shield is properly located on the mount.

A retaining spring nut is not required.

Ignition Lock Cylinder

2008-2009 Cadillac CTS (built prior to VIN breakpoint 90163371), 2005-2009 Chevrolet Cobalt (built prior to April 14, 2009), 2006-2009 Chevrolet HHR and Pontiac Solstice (built prior to April 14, 2009), 2007-2009 Chevrolet Equinox (built prior to July 2008), 2007-2009 Pontiac G5 (built prior to April 14, 2009) and Pontiac Torrent (built prior to July 2008), 2006-2009 Saturn SKY (built prior to April 24, 2009) -- with an automatic transmission only

Technicians may experience some difficulty installing the new style ignition lock cylinder on these models.

Before installing the new cylinder, carefully inspect the housing for debris or damage from the old lock cylinder.

No tools are required for installing the new lock cylinder. When installing into the housing, ensure that the lock cylinder is fully seated to ensure it latches into position.

Do not use the old style lock cylinder that is still used on a manual transmission-equipped vehicle on a vehicle with an automatic transmission; the original binding condition will likely return.

How to Take ACDelco Training

Go to 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 the Enrollment link or the Instructor-Led Courses link.

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

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

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

Training Locations

ACDelco offers numerous hands-on Instructor-Led Training (ILT) courses at many convenient locations around the country. Following are the ACDelco training locations.

North Central Region

Bismarck State College - Bismarck, ND

Cincinnati State Community College - Cincinnati, OH

Columbus Automotive Distributors Warehouse - Columbus, OH

Cuyahoga Community College - Parma, OH

Delta College - Saginaw, MI

Des Moines Area Community College - Ankeny, IA

Dunwoody College of Technology - Minneapolis, MN

Fox Valley Technical College - Appleton, WI

New GM Training Center - Glendale Heights, IL

GM Training Center - Warren, MI

Grand Rapids Community College - Grand Rapids, MI

Ivy Technical State College - Indianapolis, IN

Michigan Technical Education Center - Traverse City, MI

Minnesota State Community & Technical College - Moorhead, MN

Sinclair Community College - Dayton, OH

South East Technical Institute - Sioux Falls, SD

Stark State College - North Canton, OH

Waukesha County Technical College - Pewaukee, WI

Northeast Region Training Locations

CNY Autotech Training Center - Syracuse, NY

Community College of Allegheny County West Hills Center - Oakdale, PA

GM Training Center - Ardsley, NY

Lakes Region Community College - Laconia, NH

Mass Bay Community College - Ashland, MA

Monroe Community College - Rochester, NY

Northampton Community College - Bethlehem, PA

The Community College of Baltimore County - Baltimore, MD

South Central Region Training Locations

Austin Community College - Austin, TX

Del Mar College W. Campus - Corpus Christi, TX

GM Training Center - Garland, TX

Hinds Community College Career Center - Raymond, MS

Iowa Western Community College - Council Bluffs, IA

Johnson County Community College - Overland Park, KS

Longview Community College - Lee's Summit, MO

North Harris College - Houston, TX

Ozarks Technical Community College - Springfield, MO

Pulaski Technical College - Little Rock, AR

San Jacinto College - Pasadena, TX

South Texas Community College CAAT Center - McAllen, TX

Southwest Tennessee Community College - Memphis, TN

St. Louis Training Center - St. Louis, MO

St. Philips College - San Antonio, TX

Tarrant County College - Fort Worth, TX

Tulsa Tech Lemley Campus - Tulsa, OK

Wichita Area Technical College - Wichita, KS

West Texas Training Center - San Angelo, TX

Southeast Region Training Locations

Albany Technical College - Albany, GA

Central Kentucky Technical College - Lexington, KY

Central Piedmont Comm College - Matthews, NC

Florida Comm College at Jacksonville - Downtown

Forsyth Technical Community College - Winston Salem, NC

GM Training Center - Alpharetta, GA

Ivy Tech Community College - Evansville, IN

J.F. Drake State Technical College - Huntsville, AL

J. Sargeant Reynolds Community College - Goochland, VA

Lawson State Community College - Bessemer, AL

Nashville State Community College - Nashville, TN

Sarasota County Technical Institute - Sarasota, FL

Seminole Community College - Sanford, FL

Sheridan Technical College - Hollywood, FL

Trenholm State Technical College - Montgomery, AL

Wayne Community College - Goldsboro, NC

Western Region Training Locations

American River College - Sacramento, CA

Arapahoe Community College - Littleton, CO

Central New Mexico Community College - Albuquerque, NM

College of Southern Idaho - Twin Falls, ID

Community College of Southern Nevada - N. Las Vegas, NV

Cuyamaca College - San Diego, CA

Denver Training Center - Denver, CO

Fresno City College - Fresno, CA

Glendale Community College - Glendale, AZ

GM Training Center - Burbank, CA

Las Positas Community College - Livermore, CA

Leeward Community College - Pearl City, HI

MSU - Billings College of Technology - Billings, MT

Portland Community College - Portland, OR

Renton Technical College - Renton, WA

Shoreline Community College - Seattle, WA

Truckee Meadows Community College - Reno, NV

University of Alaska - Anchorage, AK

Weber State University - Ogden, UT