May/June 2008 Volume 15, No. 3

Diagnosing Oil Filter Conditions the pin, or nipple, and O-ring or if the cap is screwed on without proper engagement of the clips to bypass the valve body in the cap. The result is low oil pressure and eventual engine damage. Some aftermarket oil filters for these engine applications have a pin or nipple that does not seat properly into the filter housing. This will not allow the pin and O-ring to close the oil return channel during engine operation, causing low oil pressure. If low oil pressure is noticed shortly after an oil change, remove the oil filter and inspect the filter pin that seats in the filter housing. The filter may be damaged, mis-positioned or crushed. What’s the worst that can happen when an engine oil filter is damaged, improperly installed, or the wrong oil filter is used during a routine oil and filter change? Abnormal engine noise, low oil pressure, and then your customer’s worst nightmare: major internal engine damage. Oil filter misapplication or improper installation can be avoided by always checking the most recent parts catalog and referring to the appropriate Service Information. Do not rely on physical dimensions alone. Check the part number. This will help ensure the correct part is properly installed.

charged engine feature a filter element that is installed into the filter housing on the engine block. These engines are found in the Chevrolet Cobalt, Cobalt SS, HHR, Malibu, and Cavalier; Pontiac Solstice, Solstice GXP, G5, G6, Sunfire and Grand Am; Saturn SKY, SKY Redline, AURA, VUE, ION, L-Series, LWSeries, LS and LW; Saab 9-3; and Oldsmobile Alero. When replacing the oil filter on these vehicles, the filter will be crushed inside the filter housing if the new filter element is dropped into the filter housing without ensuring the proper seating of

When replacing any oil filter, pay particular attention to the installation instructions for proper cartridge filter element alignment. Damaged oil filters also can point toward other problems within the engine. Following are several examples of oil filter-related conditions.

IN THIS ISSUE Diagnosing Oil Filter Conditions . . . . . . . . . .1 Fact or Fiction? — The Latest A/C Service Information . . . . . . .2 A/C Refrigerant Identifier Operating Tips . .3 ACDelco Future Technician Training Program . . . . . . . . . . . . . . . . . . . . . . .3 New ACDelco Rust Penetrant and Inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . .4 New Customer Support Center Calling TSS Service Centers . . . . . . . . . . . . .5 2007 TSS Educational Scholarship Winners . . . . . . . . . . . . . . . . . . .5 Harold Martin “Pros Who Know” Scholarship Awards . . . . . . . . . . . . . . . . . . . .5 New Mastertech VCI Tool . . . . . . . . . . . . . . .6 Tech Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Updated Engine Performance ILT Courses .8 Training Update . . . . . . . . . . . . . . . . . . . . . . . .8

ON THE WEB

Improper Installation The oil filters (part number PF457G and PF458G) used in the GM 2.2L L4 engine, 2.4L L4 engine, 2.0L L4 turbocharged engine, and 2.0L L4 super-

continued on page 4

A damaged engine block due to improper lubrication.

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– acdelcotechconnect.com; go to Training – Log on to ACDelco LMS; go to Resources – TechConnect Magazine Online

Fact or Fiction? — The Latest A/C Service Information As spring arrives, it’s a good time to review the latest information on air conditioning service. Original Equipment Manufacturers are now producing A/C systems that feature improved hoses, better sealing materials and more robust connections, resulting in the need for less service. The goal, of course, is to provide reliable air conditioning on demand.

• HFC-134a system lubricants are generally PAG-based, and the use of other lubricants is not approved by vehicle makers. However, POE lubricants are required for some electric compressors used in hybrid vehicles, and using PAG lubricants in those systems can result in mechanical problems and electrical hazards.

During your next A/C repair, keep in mind these facts regarding A/C service:

• Refrigerant leaks should be identified and the leaking parts replaced with quality components. Adding refrigerant to a leaking system does not make economic sense for the customer and also contributes to atmospheric pollution.

• United States federal law requires anyone who opens the refrigerant pressure circuit “for compensation” (usually pay, but also barter, etc.) to be certified under Section 609 of the Clean Air Act. A shop can face serious fines for allowing un-certified employees to do this work. Technicians must have their certification available for inspection during the work. • The same law prohibits venting any refrigerant to the atmosphere. All refrigerant must be recovered. After recycling, it can be reused in a vehicle. If not recycled in the shop, the refrigerant must be sent to a reclaiming facility. • Before beginning repairs, always use a refrigerant identifier to protect shop staff and equipment. Not all refrigerants are the same, and mixing refrigerants is prohibited. Each refrigerant must be recovered with a specific machine into properly labeled tanks. Some gases may also be flammable, presenting another hazard to technicians. • Refrigerant in the system does not need to be cleaned in the name of “maintenance.” When the system is recovered, the refrigerant will be cleaned by normal use of refrigerant recovery and recycling equipment. • An operating system does not need additional oil or conditioners. In fact, additional oil may reduce cooling performance, and the use of incorrect lubricants may cause expensive damage. Always check the underhood label — most systems require a specific lubricant. A universal lubricant may not meet all of the manufacturer’s specific requirements.

• Read the label, heed the label! Adding too much refrigerant to a vehicle’s A/C system can reduce cooling performance. Many modern systems use smaller refrigerant charges than before, and the only way to assure maximum cooling performance is to maintain the correct charge. “Top-off” service is not the way to go.

ACDelco TechConnect is published bi-monthly and online for technicians of Total Service Support (TSS) and Key Fleet accounts to provide timely service information, increase knowledge and improve the performance of the service center.

Publisher:

Dennis Kissack ACDelco E-mail
[email protected] Editor:

Mike DeSander ACDelco E-mail
[email protected] Technical Editors:

Mark Spencer E-mail
[email protected] Jim Horner E-mail
[email protected] Production Manager:

Marie Meredith

• Vehicle manufacturers install and recommend the correct products for their vehicles, and some systems now contain industryapproved trace dyes to aid in finding leaks. Manufacturers do not install other chemicals, system conditioners or products intended to stop leaks.

Desktop Publishing:

• SAE International has developed many industry standards for products and chemicals. Always look for a label statement that the product you are purchasing meets SAE standards.

On the Web: To read and search recent issues of TechConnect online: – Go to acdelcotechconnect.com; click on Training – Log on to ACDelco LMS; click on Resources – Click on TechConnect Magazine Online

• Adding a sealer to a leaking refrigerant system may not be the answer. Some aftermarket chemicals have caused damage to components and service equipment. Adding any other chemicals into a customer’s A/C system may become a costly mistake. • Vehicle manufacturers, parts suppliers and service equipment makers have all tightened their warranty policies regarding use of non-approved substances in their products. Chemical additives and other products may cost your shop and your customer a lot of money. continued on page 3

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Supreme Graphics, Inc. E-mail
[email protected] Write to: 

ACDelco TechConnect P.O. Box 500 Troy, MI 48007-0500



ACDelco service tips are intended for use by professional technicians, not a “do-it-yourselfer.” They are written to inform those technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions and knowhow to do a job properly and safely. If a condition is described, it cannot be assumed that the information applies to all vehicles or that all vehicles will have that condition. All materials and programs described in this magazine are subject to change. Submission of materials implies the right to edit and publish. Inclusion in the publication is not necessarily an endorsement of the individual or the company.

TechConnect is published for ACDelco by Sandy Corporation, Troy, MI.

©2008 ACDelco. All rights reserved.

A/C Refrigerant Identifier Operating Tips Refrigerant identifiers not only identify the type of refrigerant in the A/C system (HFC-134a, CFC-12, etc.), but also can help protect from contamination caused by the wrong refrigerant or aid with A/C system diagnosis. Using an identifier after charging also can help ensure that excessive air or alternate refrigerants are not present in the system. Here are some tips to get the best results from your refrigerant identifier. Fresh Air – Identifiers use fresh air to purge any vapors inside as part of the self-calibration process. If the identifier doesn’t get a “clear” signal when it selftests, a calibration error code may be set. If the identifier is on a service cart or in a cover case, take it out so it’s open to air Refrigerant identifier all around. Elevation – If the service center is in a high elevation, the identifier probably needs a specific setting. Check the instruction manual and, if necessary, reset the tester. Original Hoses – Use only the original hose for the specific refrigerant (an HFC-134a hose for an HFC-134a system or tank, and a CFC-12 hose for a CFC-12 system or tank). If the hose is damaged, replace it; don’t try to repair it. The internal diameter, hose material and length of the original hose were all part of the identifier’s operation configuration, which means that the specified hose draws in a refrigerant sample that the identifiers computer is programmed to analyze. Shorter or longer hoses and larger or smaller hose diameters can affect identifier performance.

Fact or Fiction? – continued from page 2

As a vehicle’s A/C system ages, some loss of refrigerant is unavoidable, and cabin cooling will be reduced. A quality service center has the knowledge and equipment to find the leak quickly and perform the correct repair. While some customers may still want the lowcost option of constantly adding refrigerant, it’s up to service professionals to convince them that the bandage approach doesn’t cure the real problem and may cost more if the compressor ultimately fails. Professional service facilities provide cost-effective repairs on today’s newer, smaller and tighter A/C systems that restore reliability while preserving the environment. For additional information about the latest A/C service regulations, visit the Mobile Air Conditioning Society (MACS) Worldwide at www.macsw.org. – Thanks to MACS Worldwide

Exposure to Liquid – Infrared identifiers fail from exposure to liquid — refrigerant, oil, water. The sample is pulled from the low side with the vehicle system off (or the top of a tank), so in theory, liquid refrigerant should not be a problem. However, if the identifier is held up above the service valve, if possible, operation will be even safer because liquid doesn’t flow uphill. Filter – Most identifier models have a small filter to trap liquid before it reaches the sample cell. If the filter traps some liquid, it activates a red dye in the filter, leaving a little red dot or discoloring on the white exterior of the element (not on the round ends). Replace the filter immediately; don’t wait for liquid accumulation to become more obvious. Clean Hoses – When replacing a filter, inspect the inside ends of the sampling hoses. If any oiliness is present, clean the hoses with household rubbing alcohol and let them air-dry. Do not use shop air to dry the hose if it is oiled for impact tool lubrication. Sealants – Infrared testers do not identify sealants. A hardening-type or rubber seal sweller-type sealant will damage an identifier. Sealers are in liquid in the A/C system. Check the system with a sealant detector to safeguard both the infrared identifier and recovery equipment. Disconnect – After using an identifier, always disconnect the identifier hose from the vehicle’s A/C service valve (or refrigerant tank) or refrigerant Sealant detector may be lost. Most identifiers do not shut off the flow at the end of a test; so don’t let the identifier sit attached while working on another job. – Thanks to MACS Worldwide

ACDelco Future Technician Training Program As part of its effort to help meet the demand for future automotive technicians, ACDelco is working with National Automotive Technicians Education Foundation (NATEF) certified schools nationwide to enhance their curriculums by offering state-of-the-art ACDelco training. The Future Technician Training Program provides high school level students at participating schools with access to 12 technical courses and six business management training courses. The technical courses cover topics ranging from HVAC operation and brakes to powertrain performance and OBD II. The courses are available for use as a complete curriculum or can be taken separately to compliment an existing curriculum. Students who complete six of the 12 technical classes will be considered for a $1,000 scholarship that will be awarded in June 2009. Students also will have access to job openings available at independent service centers that support ACDelco. – Thanks to Staci Shelton 3

Diagnosing Oil Filter Conditions –

continued from page 1

The pump supplies sufficient flow to lubricate the bearings and the other moving parts of the engine. This oil must be under pressure if it is to properly separate the highly loaded parts of an engine and prevent excessive wear. The purpose of the regulating valve is to provide this pressure. Once the valve is open, the pressure remains fairly constant (approximately 40-60 psi) with only small changes occurring as the engine speed varies.

Proper filter installation

When installing oil filter PF457G or PF458G, first attach the filter element to the cap, then tighten the cap with the filter element together into the filter housing on the engine block. Correct pin seating is ensured through the proper filter seating in the cap.

Over-Pressurized Filter The engine oil system uses an oil pump to create oil pressure. The upper limit of this pressure is controlled by a pressure regulating valve, which is usually an integral part of the oil pump.

The filter and all other components in the system are subjected to the pressure established by the regulating valve. If the pressure is excessive, filter damage may occur. Excessive pressure may be caused by either the valve being stuck in the closed position or it is sluggish and slow to move to the open position after the engine has started. Incorrect filter application may also result in excessive pressure. For example, ACDelco automotive oil filters are not approved for racing because of the modifications that are made to racing engines and oil flow systems, which may over-pressurize the filter. Normal operating pressure causes no permanent deformation of the oil filter body. When system pressure reaches approximately 150 psi due to a faulty regulating valve, most filters become permanently deformed. If the regulating valve remains closed, the pressure will increase further and the gasket between the filter and the base can blow out or the lockseam will unwind. The deformed or damaged filter is not the cause of the excessive pressure, but the result.

Collapsed Filter Center Tube Another oil filter condition that points toward an internal engine problem is a collapsed filter element or center tube. Oil filter under excessive pressure A. Oil filter B. Pressure regulating valve stuck in closed position C. Oil pump

The oil filter is designed to withstand differential pressures significantly greater than those experienced under normal operating conditions without collapsing. When a filter element has

Oil filter under normal pressure A. Oil filter B. Pressure regulating valve in open position C. Oil pump D. By-pass valve

collapsed, it is usually the result of a malfunctioning by-pass valve. The by-pass valve serves to by-pass oil around the filter if its restriction becomes excessive, ensuring oil flow to the engine. Some engines have the by-pass valve mounted in the engine block, while others locate the by-pass valve in the filter. In some instances, the malfunctioning by-pass valve alone is not enough to collapse a filter. If the oil pressure regulating valve also is malfunctioning, even momentarily, it can quickly collapse the filter center tube if the by-pass valve fails to relieve the pressure. A collapsed filter can lead to a loss of oil filtration and oil flow to the engine. Malfunctioning by-pass valves and regulating valves may be brought about by contaminated oil, extended oil and filter change intervals, or sticky surfaces caused by cold, highly viscous oil. The best way to prevent oil performance and oil filter concerns is to change the engine oil and filter regularly following the vehicle’s recommended maintenance schedule and to install OEM-quality ACDelco oil filters. – Thanks to Dennis Kissack

New ACDelco Rust Penetrant and Inhibitor A new rust penetrant and inhibitor, part number 10-4020, is now available from ACDelco that can help penetrate and break- free corroded parts. This product replaces part number 10-6000. The ACDelco rust penetrant and inhibitor is Volatile Organic Compound

(VOC) compliant. It does not contain CFCs or other chlorinated compounds that may damage the ozone layer.

manifold valve shaft, lubricating the shaft to allow the heat control valve to operate freely.

This product can be used on nuts and bolts, fasteners and adjustment screws. It’s also formulated to dissolve lead oxide deposits that may form on the

For additional information, refer to ACDelco bulletin 08D-030. – Thanks to Bob Malone

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New Customer Support Center Calling TSS Service Centers ACDelco recently opened the new Customer Support Center (CSC) to enhance the level of customer service provided to TSS service centers. The CSC will complement the ACDelco field sales force in providing the latest information about TSS program benefits, parts purchases, current ACDelco promotions and more.

The CSC will be contacting all TSS service centers at least four times per year (in addition to contacts by the field sales force) as well as accepting inbound calls from TSS service centers, the ACDelco field force, and the ACDelco Distributor group. Outbound calls began in April with the objectives of:

Results of the 2007 TSS Satisfaction Survey indicated that ACDelco could improve upon the amount of contact with TSS participants and better communicate ACDelco marketing support. The goal of the CSC is to build a strong group of ACDelco TSS service centers that are highly satisfied with the service they receive from ACDelco and their ACDelco Distributor.

• Keeping communication lines open with ACDelco customers • Reminding TSS service centers of current marketing activities and promotions • Updating TSS records • Fielding any special inquires that may be made during the call.

2007 TSS Educational Scholarship Winners

In the future, other aspects of the TSS program will be reviewed during the outbound calls, such as Rewards status, training, CRM tools, eBusiness tools, and other elements of the ACDelco 360 proposition. Another key benefit of the CSC is that it will be able to escalate concerns and verify issue resolution regarding marketing and sales information. All calls will be tracked and reported so that the appropriate people at ACDelco and the ACDelco Distributors are aware of customer concerns. To contact the CSC with questions about the TSS program and any related activities, call 1-800-825-5886, prompt 0. – Thanks to Staci Shelton

Harold Martin “Pros Who Know” Scholarship Awards

Congratulations to the winners of the 2007 ACDelco TSS Program Educational Scholarship Award. The scholarships are awarded to technicians employed at a sponsoring ACDelco TSS service center and dependents of a sponsoring ACDelco TSS service center owner, technician or service writer.

The winners of the Harold Martin “Pros Who Know” Scholarship Program, which encouraged students to pursue a career in automotive technology, were recently announced by ACDelco. Each recipient will receive a $2,500 scholarship and an additional $500 will go to their college. Winners are:

The five $2,500 technician scholarship winners and their sponsors are: • Brian Lapointe, Ray’s Auto Service, Haverhill, Mass.

• Angelica Gonzales, Galveston, Texas, attending Northwestern University, Evanston, Ill.

• Kenneth Bryson, Crowley Transportation, Crowley, Texas

• Evan Scott, Seattle, Wash., attending Universal Technical Institute, Sacramento, Calif.

• Timothy Higgs, Terry’s Automotive, Olympia, Wash.

• Brandon Daile, Schoolcraft, Mich., attending Nashville Auto Diesel College, Nashville, Tenn.

• James Sarros, Autoworks Service Center, Okeechobee, Fla.

• Joel Zastrow, Troy, Mich., attending College for Creative Studies, Detroit, Mich.

• Christopher Steiner, Mt. Eaton Auto Care, Mt. Eaton, Ohio The five $3,000 dependent scholarship winners and their sponsors are: • Alex Bush, Custom Auto, Elma, Wash. • Tiffany Cannon, Auto Aid, Sylvania, Ga. • Daniel Coffey, Auto Master of Hickory, Hickory, N.C. • Alisha Monsibais, Parrell’s Automotive, Bakersfield, Calif. • Michael Ragan, Old Hickory Car Care, Jackson, Tenn.

For the 2008 ACDelco TSS Program Educational Scholarship Award, the deadline was moved up to March to fall in line with other traditional educational scholarships and to allow recipients who wish to begin taking classes in the summer to have their scholarship available. 2008 technician and dependent winners will be announced in May. For more information about the scholarship program, visit acdelco.com and click on the Total Service Support tab. – Thanks to Staci Shelton

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Wireless Scan Diagnostics and J2534 Programming with the New Mastertech VCI Tool the only programming method available on new model year vehicles. Pass-Thru programming will continue to be supported back to model year 1996 on the VCI/MDI with vehicles using the J1962 16-pin DLC connector. Remote programming will also continue to be available for previous model year vehicles using the Tech 2 scan tool. The Mastertech VCI offers scan tool functionality back to model year 1996 as well as J2534 reprogramming via Mastertech VCI kit (Shop Foreman Pro CD, Quick Start Guide the OEM-developed and storage case not shown) applications, available through their respective The new Mastertech VCI (Vehicle service websites. Communication Interface) diagnostic The cost-effectiveness of the tool is system offers ACDelco TSS service realized by increasing the productivity of centers a more versatile and cost-effecTSS shop staff. Bosch refers to this as tive way to diagnose vehicle electronics “Service Process Integration,” which and network problems. incorporates the blending of shop manThe compact communication module agement, repair information, diagnostics is an aftermarket version of the GM MDI and the newly emerging resources avail(Multiple Diagnostic Interface) system able through the Internet. co-developed by GM and Bosch. The VCI/MDI platforms are the first in the industry to combine scan tool functions with high-speed ECU reprogramming utilizing the J2534 standards. With the Mastertech VCI, technicians will not only be able to diagnose GM vehicles but also models from many other OEMs, including Chrysler, Ford, Toyota, Nissan and Honda. The Mastertech VCI uses the same awardwinning software as the MTS3100 Mastertech, while providing a PC environment, wireless vehicle communication and web-connectivity. Driving the technology is GM’s new multiple-CAN network, being phased in beginning with the 2009 model year. As a result, the hardware was specifically designed for future system growth and reduced obsolescence. The VCI/MDI conforms to the current J2534-2 specification for ECU reprogramming, and is capable of communicating with and programming multiple ECUs simultaneously. Beginning with 2008 model year vehicles, Pass-Thru programming will be

The operating software for the Mastertech VCI runs in the Bosch Shop Foreman Pro software which is included on a CD. Shop Foreman Pro is a Windows-based interface that connects diagnostics, repair information and service management functions. Future updates will be downloaded via the Boschdiagostics.com website.

Mastertech VCI Protocols At present, GM vehicles have several different communication buses on the 16 pin connector. The Mastertech VCI communicates using all of the existing GM protocols, the same as the Tech 2 scan tool: • UART • Class 2 • KWP2000 • GMLAN (CAN) Introduced for the 2009 model year, GM vehicles begin implementation of a multi-CAN architecture, which will use a total of up to 4 GMLAN buses. (This is a limited rollout in MY 2009.) Global architecture adds a medium speed bus and an expansion bus. The Tech 2 scan tool and CANdi module can run only low and high speed, and won’t work on the 4 GMLAN link system for diagnostics or programming. The Mastertech VCI/MDI has this capability through its hardware design.

Connections There are three ways to connect the Mastertech VCI to the PC. They are: USB version 1.1/2.0 — Connected directly to the PC or laptop via USB cable

Pass-Thru service programming with a J2534 device provides a high-speed connection between the vehicle and the PC.

Mastertech VCI Kit The Mastertech VCI Kit includes: • Mastertech VCI • J1962 Diagnostic connector • USB cable • AC adapter/power supply • Shop Foreman Pro CD • Quick Start Guide • Custom storage case 6

Wired Ethernet 10/100/1000 — Connected to the service center LAN for programming or scan tool diagnostics Wireless Ethernet 802.11 B/G — Connected to the service center LAN (infrastructure mode via access point) or direct to a PC (ad-hoc mode) for programming or scan tool diagnostics For more information or to purchase the new diagnostic system at a TSS member discount, go online to acdelcotechconnect.com, click on the TSS tab and select the Bosch link. – Thanks to Mike Militello and Bob Augustine

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.

Belt-Like Squeal Sound at High Engine RPM 2001-2002 Dodge Caravan and Chrysler Town & Country; 2001 Plymouth Voyager; equipped with the 3.3L engine and without rear HVAC and without an engine oil cooler With the engine at 3,000 RPM or higher, a belt-like squeal sound may be heard from the center of the instrument panel, similar to the sound produced by a worn accessory drive belt or faulty generator. With the engine running at 3,000 RPM or higher, pinch off the heater core return hose between the heater core outlet tube and the in-line restrictor. If the noise is eliminated, replace the heater core return hose and replace the variable restrictor with a fixed restrictor.

color of the leak detection dye, which alters the color of the DEX-COOL coolant. A new leak detection dye (GM part number 89022219) has been released that does not alter the appearance of the DEX-COOL coolant. When adding the new leak detection dye, the color of the DEX-COOL coolant will not change. Use the new leak detection dye to help with detecting leaks on any system that uses DEX-COOL. The new dye also can be used with conventional coolant. Refer to GM bulletin #05-06-02-002B for additional information.

Power Steering Pump Replacement Tips 1997-2008 GM passenger cars and light-duty trucks, including Saturn; 2008 and prior HUMMER H2 and H3; 2005-2008 Saab 9-7X Warranty analysis has shown that the following situations are significant root causes of power steering pump failures: • Improper pulley installation • Re-using the O-rings • Using fluid other than the OE-specified steering fluid

1. Heater core outlet tube 2. Return line restrictor location

Refer to Technical Service Bulletin 07-001-02 for additional information.

New DEX-COOL® Coolant Leak Detection Dye 1996-2008 GM passenger cars and light/medium-duty trucks, including Saturn; 1997-2008 Isuzu T-Series medium-duty tilt cab models built in Janesville and Flint; 1999-2008 Isuzu N-Series medium-duty commercial models with 5.7L or 6.0L gas engine; 2003-2008 HUMMER H2; 2006-2008 HUMMER H3; 2005-2008 Saab 9-7X Leak detection dye (GM part number 12378563) may cause DEXCOOL coolant to appear green in a black vessel, making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL system, thus contaminating it. The green DEXCOOL appearance is caused by the

• Failure to flush the power steering system Follow these tips when replacing a power steering pump to ensure proper pump operation: 1. Low or no pressure from the power steering pump may be the result of dirty or contaminated fluid, which could cause the pressure relief valve to stop functioning. Using the proper tools, flush and bleed the power steering system. Any residual contaminants will result in pump failure. 2. When removing the pulley, use the proper special tools. Because the pulley alignment is critical, distorting the pulley may damage bearings on the new power steering pump. 3. Be sure to use only the new O-rings included with the power steering pump. The new reservoir O-ring must be lubricated with the OE-specific power steering fluid 7

prior to installation. Also make sure that the control valve O-ring is in its exact groove position and is not covering the pressure by-pass hole. 4. Bleed the power steering system according to the procedures in the appropriate Service Information. Refer to GM bulletin #06-02-32-013A for more information.

Accessory Drive Belt Squeal or Jump Off 2001 Dodge Caravan, Chrysler Town & Country and Plymouth Voyager The accessory drive belt may squeal or the belt may jump off the pulleys. These conditions may be the result of water leaking from the wiper module drain tube connector and dripping onto the accessory drive belt. The water dripping on the accessory drive belt may cause the belt squeal condition. In colder climates, ice can form on the accessory drive belt and may cause the belt to jump off the pulleys when the vehicle is started. Locate the wiper module drain tube near the top of the right strut tower. With the hood open, direct water into the cowl grille. If water leaks at the wiper module drain tube connector, remove the drain tube connector from the wiper module and install a foam seal onto the connector. If the accessory drive belt has jumped off the pulleys, inspect the belt for damage and replace if necessary.

Product Assistance For assistance and information regarding specific ACDelco products, contact these free information hotlines: Brakes – 1-888-701-6169 (prompt #1) Chassis – 1-888-701-6169 (prompt #2) Clutches – 1-888-725-8625 Lift Supports – 1-800-790-5438 Shocks – 1-877-466-7752 Starters and Alternators – 1-800-228-9672 Steering – 1-866-833-5567 Wiper Blades – 1-800-810-7096

Hands-on Diagnosis is the Focus of Updated Engine Performance Training A customer brings his vehicle into your service center and states that it won’t start. The PCM had been replaced recently at another shop. That is all the information you may have when working on an engine performance issue. The right diagnosis involves understanding all of the symptoms and verifying proper operation. In a case of a no-start condition as just described, power and ground to the module should be checked before replacing it, even if the diagnostic chart in eSI suggests an inoperative PCM. In this case, a scan tool check of engine data shows an ignition 1 voltage reading of zero volts. This indicates an open circuit possibly at the PCM connector. Proper diagnosis of engine performance issues is the focus of three updated Instructor-Led Training (ILT) engine performance courses available from ACDelco. These courses are: • 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

These courses build upon the information covered in the ACDelco engine performancerelated Web-Based Training (WBT) courses. The instructors tailor the courses to meet the various skill levels of the individual participants. Each course features a number of hands-on activities — work bench, case study, on-vehicle diagnostics, proper tool usage — that are designed to expand and improve participants’ understanding of engine performance and to increase their diagnostic skills.

Computer Controls and Ignition System Diagnostics Computer inputs and outputs allow a network of modules to monitor and control engine functions that in-turn affect engine performance, emissions and fuel economy. This course covers these input and output devices, including operation, testing, and diagnosis. For example, technicians will measure sensor inputs and relate how the control module uses these measurements to diagnose the given system. Diagnosis of ignition systems and subsystems, including COP (Coil on Plug), as well as an overview of triggering events, PCM/ECM monitoring and misfire detection are covered.

Air Induction and Fuel System Diagnostics

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 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.

Current Instructor-Led Training ACDelco’s Instructor-Led Training (ILT) courses provide hands-on instruction with 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-EP08-12.01ILT

OBD II GM Diagnostics

S-EP08-81.01ILT

Duramax 6600: Diesel Engine Performance

S-SS04-01.01ILT

Vibration Correction Diagnostics

S-ST10-01.01ILT

Supplemental Restraint Systems

TS-PU-0007-08

In this course, topics include fuel injector diagnosis and cleaning; causes of engine hesitation; diagnosis of air induction system sensor faults; and diagnosis of oxygen sensors. The discussions on fuel systems include the different characteristics of various fuels as they are related to engine performance. Gasoline and E85 are highlighted. Direct Injection as well as other fuel delivery methods are also reviewed.

Fault Monitoring and Emission System Diagnostics Many engine components and systems are monitored by a computer for performance issues that could cause excessive emissions. Most of these failures will set a variety of DTCs. The topics covered in this course relate to On-Board Diagnostic (OBD) systems and emission system diagnostics. An overview on emissions and exhaust gases, for example, points out how gases relate to each other and how the level of gases can be used for engine diagnostics. A timely topic also highlighted is the impact on the environment of various exhaust gases. Diagnostic lessons feature the use of a 5 gas analyzer, an oscilloscope and a scan tool to determine proper operation of the systems. To learn more about the engine performance courses or to enroll in any ACDelco ILT courses, visit the ACDelco LMS by going to acdelcotechconnect.com and clicking on the Training tab. – Thanks to Ken Beish

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