December 2005 Volume 12, No.6

Brake Service Success 4. Measure, document and correct lateral run-out (LRO) 5. Reassemble the brakes with the proper torque and document the final rotor thickness But before you get to those steps, success starts with an understanding of necessary brake service and various brake rotor conditions.

NECESSARY VS. UNNECESSARY BRAKE SERVICE

There are five steps that must be performed to complete a successful brake service. 1. Measure and document rotor thickness — rotor specifications are listed in the service information 2. Clean the hub, rotor and wheel mating surfaces 3. Perform the proper rotor refinish and documentation

Rotors Contrary to general understanding, many rotors can be resurfaced rather than replaced in many instances using either an on-car or bench lathe refinishing procedure. For example, rotors may not need to be replaced for a pulsation condition. In a recent GM study, rotors with under 12,000 miles (19,000 km) were cleaned up with a minimum of 70% of life remaining. A rotor should be refinished for: • Severe scoring with a depth in excess of 0.060 inch (1.5 mm).

ACDelco Training Reaches Out to More Technicians In an effort to reach a greater number of technicians and at the same time increase technician productivity in the service center, ACDelco is incorporating more Web-based instruction into its training program in 2006. This new blended learning approach, which uses Web-based instruction to supplement hands-on classroom training, is designed to provide more training flexibility for TSS service centers, especially those that are not in close proximity to an ACDelco training location. Instead of the traditional approach of technicians leaving the service center to attend two to three days of instructor-led classes at specific, finite locations, technicians can fulfill some of the training via the Web, then attend a one-day, handson class. “By complementing our classroom instruction with Web-based training, we’re enhancing our training proposition,” said Jeff Spitzer, director of

product service, e-Business and training for ACDelco. “Technicians can complete the Web courses at times that fit into their schedules, followed by one day of hands-on instruction. This way, the shop owner doesn’t lose one of his or her technicians for several days at a time.” The emphasis on Web-based training affects all 25 classes in the ACDelco technical training curriculum. It is scheduled to launch in the first quarter of 2006. ACDelco’s business training classes also will adopt the enhanced blendedlearning format. As part of the TSS program, training classes will continue to be open to TSS service center owners and technicians at no additional cost. To learn more about ACDelco training opportunities, visit acdelcotechconnect.com. – Thanks to Todd Dawn 1

• Pulsation concerns from: – Thickness variation in excess of 0.001 inch (0.025 mm). – Excessive corrosion on rotor braking surfaces. A rotor should not be replaced or refinished for: • Noise/squealing • Cosmetic corrosion • Routine pad replacement • Discoloration/hard spots Pads Pads should not be replaced unless excessively worn, contaminated or damaged. If replacement is necessary, always replace disc brake pads in axle sets. In addition to normal wear, brake pad replacement may be necessary if there is: • Substantial premature pad wear (see specific pad specifications/ gaps/wear sensor information in the service information). • Damaged pad friction surfaces (cracks, fractures, separation from mounting plates or other issues that could impair brake performance). continued on page 3

IN THIS ISSUE Brake Service Success . . . . . . . . . . . . . . . . . . . . .1 ACDelco Training . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Control Module Programming Tips . . . . . . . . . . .2 Using the 90° Adapter . . . . . . . . . . . . . . . . . . . . . .2 Carbon Canisters . . . . . . . . . . . . . . . . . . . . . . . . . . .4 ACDelco Vehicle Service Contract Update . . . . . . . . . . . . . . . . . . . .5 New ACDelco Direct Mail Program Mailers . . . . . . . . . . . . . . . .5 3.8L V6 Intake Manifold and Gasket Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 DEX-COOL® Leak Detection Dye . . . . . . . . . . . . . .6 Sports Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Tech Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Lending a Helping Hand . . . . . . . . . . . . . . . . . . . . .8 Winter Car Care Checkup . . . . . . . . . . . . . . . . . . .8

acdelcotechconnect.com

Control Module Programming Tips Incomplete control module programming events or errors can lead to damaged controllers and unnecessary service. Here are programming tips that may help prevent some of these problems. Insufficient Battery Voltage — The proper battery voltage is critical to programming. If voltage drops too low at the end of the programming event, calibration files or VIN data may not be written, causing problems or failure. Be sure the battery is fully charged before starting the programming. If the battery voltage is questionable, you can use a Midtronics PSC charger during programming, which acts as a regulated power supply. At this time, GM has not validated any other charger for this purpose. Not Turning Accessories Off — Before programming, turn off all electrical devices, such as headlights, radio, HVAC, etc. And during the programming event, do not turn on any electrical devices. Not Using Current Software — You must use the most current scan tool software release and the most current programming software release. Always update your scan tool as soon as new software is available.

Not Waiting — Before performing a programming event, you must turn the ignition key on. Do not begin programming right away. It’s critical to wait until all modules on the vehicle have “awakened” before beginning. (This is the same principle as waiting for any computer to “boot up”. You cannot start to access applications on your PC until it fully boots up. The same applies for any vehicle systems with multiple modules.) If you try too soon, you will get a No Communication message on the scan tool. A good rule of thumb is to observe the instrument panel lights and tones. When everything stops, you can safely proceed. Not Cycling the Ignition — When working on a GMLAN system, you must cycle the ignition off and back on after programming each module. Do not begin programming a second module without turning the ignition off and on. During the ignition off time, avoid opening and closing the doors for 30 seconds until the controller can write the new values. Voltage Held in Components — Some components contain capacitors, which can store voltage after being turned off. If stored voltage is released by a module while you are programming another module, it could cause confusion on the data bus, causing U codes to set. To prevent this, you may be instructed to disconnect the battery cables and touch them together. This drains the stored voltage from capacitors. – Thanks to Mark Stesney

Using the 90° Adapter Here’s a reminder about a pair of special tools — the J-42598-20 90° Adapter set. The ALDL, or DLC, 16-pin connector on most cars is located next to the steering column, below the instrument panel. When a scan tool or other device is plugged into the ALDL, the cable may hang straight down and interfere with the driver’s legs or feet. The J-42598-20 Adapter set was released to minimize this condition. When the adapter is plugged into the ALDL, it allows the cable to be plugged in, in a horizontal position. This is particularly useful if you have to send the customer’s vehicle out with a scan tool connected to record intermittent conditions. There are two adapters in the set. Use whichever one fits the orientation of the ALDL connector in the vehicle you’re working on. When not in use, store the adapter set in the storage case for your scan tool. The J-42598-20 Adapter set is available through ACDelco Alliance Partner SPX KentMoore at 1-800-345-2233. – Thanks to Mark Stesney 2

ACDelco TechConnect is published bi-monthly for retail technicians to provide timely service information, increase knowledge and improve the performance of the TSS service center. Publisher & Editor:

Greg Baker ACDelco E-mail / [email protected] Technical Editors:

Mark Spencer E-mail / [email protected] Jim Horner E-mail / [email protected] Desktop Publishing:

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

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

:

On the Web:

acdelcotechconnect.com 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 know-how 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. ©2005 ACDelco. All rights reserved.

Brake Service Success — from page 1 • Uneven vehicle side-to-side/premature pad wear due to caliper issues requiring repair. • Pad material contamination (oil, grease, etc.) Of course, if pad replacement for one of these causes is performed, it’s also necessary to repair the cause of the pad condition.

DEFINITIONS OF CORROSION Corrosion is caused by normal oxidation (rust) that is not cleaned off of the rotor by the pad but is impacted into the rotor. Corrosion may range from very light to heavy scaling and may cause owner complaints of pulsation or noise. Light Corrosion Rusting on the rotor braking surfaces may occur when a vehicle is not driven for extended periods. Light surface rust is often cosmetic and can be eliminated during a few normal driving stops. Performing 15 moderate stops from 35-40 mph (62-75 km/h) with cooling time between stops will usually eliminate light corrosion from rotors. Light Delamination Delamination looks like a layer of paint flaking off the rotor. This layer is composed of rust and pad material. Delamination is NOT rotor surface degradation. Light flaking can normally be corrected by refinishing the rotor. When there is rotor delamination, do not automatically replace the pads. Check the pads for wear and replace if necessary. Heavy Corrosion/Delamination Heavy corrosion is characterized by rust scaling and deep pitting. This type of rotor corrosion may be too deep to machine and may require replacement of the rotor.

BRAKE PULSATION Pulsation is caused by thickness variation. Thickness variation is caused by corrosion or rotor lateral run-out. Remember, a caliper floats in the steering knuckle. Parallel surfaces (no thickness variation) will NOT produce brake pulsation even with 0.010 inch (0.25 mm) or more lateral run-out. Wear-induced thickness variation and the resulting pulsation usually occurs 2,000–10,000 (3,200–16,000 km) miles after rotor service. Lateral run-out can be cut into the rotor with an improperly maintained brake lathe. On brake apply, a rotor with thickness variation will push the brake pads apart resulting in hydraulic movement through

brake piping to the master cylinder and to the brake pedal.

CRITICAL DIMENSIONS OF A ROTOR Here are some details about measuring a rotor. Keep in mind that thickness measureBrake micrometer ments should be done with a brake micrometer, which has a pointed anvil and a deep throat. Brake Rotor Thickness There are three dimensions for brake rotor thickness provided in service information: • New rotor thickness (original) • Minimum thickness after refinishing • Discard thickness If you subtract the minimum thickness after refinishing from the new thickness, the result is the amount of useful rotor Discard thickness life left. Rotor Thickness Variation The measurement of rotor thickness variation is used when addressing brake pulsation concerns. The rotor should be measured in at least four places in the pad contact surface area. If the thickness variation exceeds 0.001 inch (0.025 mm), the rotor should be corrected. Brake Rotor Scoring Scoring greater than 0.060 inch (1.5 mm) requires correction. Scoring greater than 0.060 inch (1.5 mm) after machining requires rotor replacement. Lateral Run-Out Lateral run-out (LRO) is a measurement of the wobble or waviness of the rotor face. 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 transmitted through the brake pedal when the brakes are applied. LRO can be induced when uneven torque is applied to wheel nuts (lug nuts). 3

Improper wheel tightening after tire rotation or brake inspection can be the cause of pulsation. To measure lateral run-out, install a dial indicator. Generally, the indicator is attached to the steering knuckle, with the plunger contacting the rotor braking surface at a right angle, and 0.25 inch (6.35 mm) from the outer edge. On most passenger cars, if LRO is 0.002 inch (0.050 mm) or less, no correction is necessary. If LRO is over 0.002 inch (0.055 mm), correction is required. There are exceptions, so it’s a good idea to check the service information specifications for the vehicle you’re working on.

CLEANING BRAKE COMPONENTS One of the causes of excess lateral run out is foreign material between mating surfaces of rotor, hub, and wheel. These include debris, corrosion, flaking and grease. You need to obtain clean metal-to-metal contact to get repeatable results. Pits aren’t so much of a problem as raised surCorroded mating surface faces. Clean rotor to hub mating surfaces using a resurfacing kit (such as the special tool J-42450 Wheel Hub Resurfacing Kit). The configuration of the tool permits it to fit over the mounting stud, to remove corrosion that cannot be reached by other methods. Using J-42450 Also, 80-grit abrasive discs and holder are available in another special tool, the J-41013 Wheel Hub Cleaning Kit. This tool is useful in cleaning mounting surface. All of these items — from understanding brake rotor conditions to measuring and cleaning rotors — are critical to proper brake service, and Using abrasive disc to ensure every brake service is a success. – Thanks to Kurt Pursche

Carbon Canisters

In the vapor storage mode, fuel vapors from the fuel tank travel through plumbing to the canister. The amount of vapor created depends on: • ambient air temperature • Reid Vapor Pressure of fuel • heat from road surface and exhaust system • heated return fuel During this mode, the Canister Purge Solenoid is closed (unenergized) and the Vent Solenoid of the canister is open (unenergized) to the atmosphere. Fuel vapor is adsorbed by the activated carbon in the canister. Any air displaced from Vapor storage mode the canister by the vapor is pushed out the vent. Fuel vapors will not “leak” out of the vent to any great extent due to the attraction of the vapor to the carbon. During operation of the vehicle, the control module (PCM, VCM, etc.) commands a purge mode, in which the Purge Solenoid is pulse-widthmodulated, similar to a fuel injector. The vapors are pulled by engine vacuum out of the carbon and fuel tank into the intake manifold. This Purge mode resembles squeezing water out of a sponge for re-use. The vapors are removed from the carbon’s tiny pores, preparing it for more storage.

Carbon canisters, on automobiles since 1970, have changed in external appearance and size. But inside they all perform the same function — storing fuel vapors (hydrocarbons) that would otherwise pollute the atmosphere. Vapors come from the fuel tank (and the float bowl of a carburetor, if so equipped). The outer plastic housing of the canister contains one or more chambers of activated carbon pellets. The special properties of this material allow the carbon canister to do its job.

Carbon Pellets Carbon results when wood is heated to about 1,000° F without oxygen. Volatile organic compounds in the wood are driven off, leaving behind the carbon (charcoal) and the minerals (ash). Activated carbon is treated with oxygen to open up millions of tiny pores between the carbon atoms. This material has a surface area so large that one gram may have the surface of two to five football fields! Activated carbon is widely used to adsorb odors or substances from liquids or gases. The adsorbed substance is attached by chemical attraction much like a sponge soaking up water. Fuel vapors migrate into all the little pores in the carbon, attach themselves, and are trapped. Pores in activated charcoal When the carbon adsorbs fuel vapor, an exothermic (creates heat) reaction occurs. During a re-fueling event, the canister may have an internal temperature of 212° F. The external temperature is closer to 150° F, due to airflow through the canister.

Components The accompanying diagram represents a typical carbon canister. The activated carbon (B) is packed tightly into the body (K) of the canister using screens (C). A spring-loaded (L) volume compensator plate (A) continually pushes up against the screens that hold the carbon in place. Leaving the carbon loose would decrease effectiveness by allowing too much air space between the particles and would allow the carbon to move around and pulverize. The vent to atmosphere (F) is controlled by a solenoid (D) that is normally open. In this diagram, the vent solenoid is integral with the canister. A replaceable filter (E) keeps dust from intruding into the canister and reducing its effectiveCanister components ness. The liquid trap (J) consists of a cover and a series of molded ramps that prevent liquid fuel from entering the canister from the fuel tank vapor tube (H). Finally, vapor is drawn from the canister by engine vacuum through the vapor purge tube (G).

Things That Can Go Wrong With a Carbon Canister Vapor system-related codes to know: • P0440

Evap Emission (EVAP) System

• P0442

Small leak detected

• P0446

System performance

• P0455

Large leak detected

• P0496

Flow during non-purge

• P1441 Flow during non-purge Carbon canister loose in brackets — The canister bouncing around breaks up the carbon and turns it into dust that can at times be found in the purge solenoid. This may not set a code unless enough carbon dust restricts the flow in the Evap system, or prevents the purge solenoid from operating properly. Damage incurred by foreign objects striking the canister and breaking the canister body — This will cause major leakage during evap testing, possibly causing a P0442 or P0455 and of course venting vapors to the atmosphere. Water in the canister — Water can be pulled in through the

Evaporative Emission System The carbon canister is part of the Evaporative Emissions System. 4

ACDelco Vehicle Service Contract Update

New ACDelco Direct Mail Program Mailers

Boosting the volume of maintenance and repair work performed by TSS service centers is the objective of ACDelco’s Vehicle Service Contract (VSC) program. It brings in new customers with VSC repairs to participating TSS service centers that are part of a nationwide network of service providers. Recently, updates were made to the Vehicle Service Contract program. But first, here’s a little background. The ACDelco Vehicle Service Contract is a service contract on a used vehicle purchased from an independent non-franchised automotive dealer. When vehicle owners have a repair covered under the VSC, they are directed to a participating ACDelco TSS service center by Universal Warranty Corporation or the selling automotive dealer. Once the vehicle is in the TSS service center, a representative of the TSS service center contacts Universal Warranty Corporation for authorization, and then the repairs are performed. After collecting the deductible amount from the customer, the TSS service centers sends the repair order to Universal Warranty Corporation to be reimbursed for the remainder of the repair work.

Direct mail is one of the most cost-effective ways for small business to promote their services. For ACDelco TSS service centers, ready-made direct mail programs are available through R.J. Conlin Direct. The direct mail programs include a variety of ways of reaching potential customers, such as color newspaper inserts, postcards, referral offers and gift certificates. Here are several programs that are available right now.

Program Updates After careful review and input from the TSS Advisory Council, updates to the program include: • TSS participants will no longer need to provide a 25% discount on the retail labor rate. Mitchell or ALLDATA labor time will continue to be billed accordingly.

Custom Postcards ACDelco custom postcards help your business stay in touch with existing customers as well as target new prospects. The postcards can be tied in with national ACDelco promotions for added marketing “bang for the buck.” The postcards feature a full-color front with personalized text on the back along with two service offers. New Mover Mailer The new mover mailer is a great way to target new customers as they move in to your community. The mailer includes a personalized letter that highlights your business and a coupon with two service offers. The order deadline for this monthly mailer program is the last day of each month.

By participating in the VSC program, TSS service centers can expand their customer base and develop profitable relationships with local participating independent non-franchised automotive dealers. For more information about the Vehicle Service Contract program, visit acdelcovsc.com or acdelcotechconnect.com.

New Racing Schedule Mailers Get the name of your service center in front of race fans all year long with the racing magnet and wallet-size schedule card mailers. The magnet size is 3 3/4 x 6 1/2 inches and includes the Nextel Cup and Busch series schedules. The wallet-size schedule card includes Nextel Cup, Busch, NHRA, IHRA and Truck series schedules. Both items are customized with your service center name and phone number. The schedule magnet, the schedule card, or both can be included in the mailer, which also features a coupon card to drive additional business to your service center. The order deadline for the racing schedule mailer program is December 15, 2005. To order any of these direct mail programs, contact R.J. Conlin Direct at 1-800-246-9177. For more information about R.J. Conlin Direct programs for TSS service centers, visit www.rjconlin.com/direct.

– Thanks to Sheri Sierakowski

-– Thanks to Sheri Sierakowski

• The parts required for repairs will be paid at suggested ACDelco consumer/list prices. All other aspects of the Vehicle Service Contract program will remain the same. The current repairer agreement has been updated to reflect these program changes. TSS service centers that currently participate in the program are not required to fill out a new agreement.

Carbon Canisters — from page 4 vent solenoid if the solenoid or its vent tube are exposed to water (such as the bed drain on a GM full-size pickup). Water inhibits the carbon’s ability to adsorb vapor. Water tends to stay in the carbon for a period of time even with purging. This has a high potential of setting a P0446 code. Fuel saturation — Overfilling of the fuel tank forces fuel into the canister. Liquid fuel inhibits the carbon’s ability to adsorb and may cause a restriction in the system, causing a P0446 code. Dust and dirt contamination — Almost always pulled in through the vent solenoid. Initially this causes a flow problem and eventually inhibits the carbon’s ability to adsorb. A filter is usually used in the vent path of the carbon canister to trap contamination before it gets to the canister. The filter may be located in the canister under a cover or remotely mounted at

the end of the vent (air) tube. It’s always located before the vent solenoid. Check the service information for the location of the filter. When a P0446 code is set, this filter and the entire vent path should be checked for restrictions. Insect infestation — Due to the heat generated during adsorption, the canister becomes attractive to insects. Generally they nest in the vent tube of the vent solenoid and can cause a restriction resulting in a P0446 code. Evidence of insects Always check the entire length of vent tubing for foreign material if a code P0446 is set, and clean as necessary. – Thanks to Randy Pearl and Paul Reed 5

3.8L V6 Intake Manifold and Gasket Kit

DEX-COOL® Leak Detection Dye

New ACDelco 3.8L Engine Intake Manifold and Gasket Kits are now available for a number of GM vehicles equipped with the 3.8L (RPO L36) V6 engine. These new kits feature Original Equipment (OE) quality at an aftermarket Damaged manifold price. The gaskets offer a more robust design for enhanced durability and the manifold has been engineered to meet the latest OE specifications. The quality of the ACDelco kits offers a competitive advantage over other aftermarket parts. Burst tests performed on one popular aftermarket manifold found that it did not meet GM’s current OE specification. The intake manifold kit, part number 89017272, includes the upper intake manifold and throttle body mounting studs. The gasket kit, part number 89017554, Upper intake manifold includes the upper to lower intake manifold gasket, throttle body gasket and PCV draft tube. There are over 3.5 million vehicles built since 2000 with the 3.8L (L36) engine. The 3.8L Intake Manifold and Gasket Kit applications include: Gaskets and PCV draft tube

DEX-COOL engine coolant is orange in color instead of the green color of conventional coolant in order to help identify it in the cooling system and prevent mixing of the two coolants, which can cause system contamination. However, during cooling system repairs, if leak detection dye P/N 12378563 (J 29545-6) is used to identify a leak, the color of the leak detection dye may alter the color of DEX-COOL coolant. The result may be DEX-COOL coolant that appears green in a black vessel or container. This may lead technicians to mistakenly identify the coolant in a DEX-COOL system as conventional (green) coolant and, if the system is low, add conventional coolant and contaminate the system. A new leak detection dye, P/N 89022219 (J 46366), is available that does not alter the appearance of DEX-COOL coolant. When it is added to a DEX-COOL system, the orange color of the DEX-COOL coolant will not change. Traditional ultraviolet (UV) leak detection dyes typically have had a green tint. The new dye is specifically designed for long-life coolant and uses a new formulation that is clear to help eliminate the potential for mistaken identity and improper service. The dye is compatible with all UV leak detection lamps and fluoresces blue or green based on the light used. The new leak detection dye can be used with both DEX-COOL coolant and conventional coolant. DEX-COOL coolant is used in all 1996-2006 GM passenger cars and trucks, excluding Chevrolet Aveo, and some 1997-2006 Isuzu F-Series and N-Series trucks.

Years

Make

Model

95-05

Pontiac

Bonneville

97-03

Pontiac

Grand Prix

95-97

Buick

Riviera

95-05

Buick

Park Avenue, Park Avenue Ultra

96-05

Buick

LeSabre

96-04

Buick

Century, Regal

95-99

Oldsmobile

88 Royale, 98 Regency, LSS

98-99

Oldsmobile

Intrigue

98-05

Chevrolet

Impala, Monte Carlo, Lumina

– Thanks to Jim Resutek

– Thanks to Keith Loch

ACDelco Sports Report NASCAR Busch Series Stock Car Racing Driver: Clint Bowyer Car: #2 Chevy Monte Carlo Richard Childress Racing It couldn’t get much closer this season. Clint Bowyer and Martin Truex, Jr. continue to battle it out for points each race. Heading into the last month of the season, there are only four drivers in contention for the championship. With strong performances like his second-place finish in the United Way 300 at Dover International Speedway, Bowyer has driven the #2 ACDelco car to one win, 10 top 5 finishes and 18 top 10 finishes this season. 2005 Driver Standings (after 31 of 35 races)

Points

1. 2.

4341 4221

Martin Truex, Jr. Clint Bowyer

IHRA Torco Racing Fuels Pro Modified Series Drag Racing Driver: Harold Martin Car: Pontiac Grand Am Harold Martin once again made it to the elimination rounds in the President’s Cup Nationals at the Maryland International Raceway, the second-to-last stop on the race schedule this season. However, it was Michael Castellana who came up with the points needed to claim the Pro Modified championship. 2005 Driver Standings (after 11 of 12 races)

1. Michael Castellana 10. Harold Martin

Points

837 501

NHRA POWERade Pro Stock Series Drag Racing

CITGO BASSMASTER Tournament Trail

Driver: Kurt Johnson Car: Chevy Cobalt Kurt Johnson came up just short in the elimination rounds at the Ameriquest Mortgage NHRA Nationals in Joilet, Ill. and the O’Reilly NHRA Fall Nationals in Ennis, Texas. Johnson has piloted his ACDelco Chevy Cobalt to three wins and six final round appearances this season. The 2005 championship appears to be out of reach heading into the ACDelco Las Vegas NHRA Nationals.

Professional Angler Jimmy Houston had another strong year on the 2005 CITGO Bassmaster Tournament Trail. The 2006 Elite Series of the CITGO Bassmaster Tournament Trail kicks off the new season format in March 2006.

2005 Driver Standings (after 21 of 23 races)

1. 2. 6

Greg Anderson Kurt Johnson

Points

1751 1507

Angler: Jimmy Houston

2005 Angler of the Year Standings Points (after 6 of 6 tour stops)

1. Aaron Martens 117. Jimmy Houston

1392 608

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.

Upper Radiator Hose Coolant Leak

cable mounting tabs on the control head are intact.

2004-05 Chevrolet Express and GMC Savana The upper radiator hose may have a coolant leak because it has rubbed through on the fan shroud. If the upper radiator hose needs to be replaced, it will be necessary to cut 50mm (1.9 in.) off the radiator end of the hose. This will prevent the upper radiator hose from rubbing on the fan shroud.

Cable Conditions A cable may bind, or may become kinked, due to: • Improper cable routing — Be sure routing does not cause cable housing or cam interference when the control head knob is operated. • Improper cable clip positioning — May have been improperly installed at assembly, or may have pulled off by forcing the control head. • Cable interference with wiring — Tie back wiring as necessary. • Stuck or binding valve — The defrost valve arm may drop off the edge of the surface and become stuck. The bulletin details how to grind the area. Foam or adhesive may interfere with operator of defrost and mode valves (fig. 16). The bulletin explains how to trim the material to allow free operation.

4T65E Intermittent Shift Conditions 2004-05 Chevrolet Impala and Monte Carlo equipped with the 4T65E transaxle (MN3, MN7) The following conditions may be exhibited on the vehicle: • The speedometer intermittently drops or fluctuates • The engine appears to miss • Transaxle harsh shift Diagnosis may not show any stored Diagnostic Trouble Codes (DTC) or any abnormal condition. Inspect the routing of the power steering hose near the transmission output speed sensor connector. The power steering hose may be contacting the output speed sensor connector, causing an interruption or open in the output speed sensor circuit. Carefully reposition Connector contacting the power steering hose the hose to prevent contact with the output speed sensor connector.

HVAC Cables 2003-04 Chevrolet Cavalier and Pontiac Sunfire There have been various HVAC concerns related to mode and temperature control cables. But because symptoms show up as a control knob that is difficult to move, blame is often placed wrongly on the control head. The control head has not been identified as a cause of effort concerns, although the head may become damaged by forcing a knob to overcome an operating condition elsewhere; in which case, check that the

Trim foam that overlaps shape of valve (defrost valve shown)

Repair Tips Here are some general tips. For difficult mode valve operation, where the valve is not stuck, check the mode cable housing for interference with the cam. The cable can interfere with the cam during rotation (fig. 17), causing a condition of low effort, high effort then low effort again. If a cable is kinked or stretched, replace it. Cables don’t have to be Potential mode cable replaced interference as cam rotates in pairs. If routing or clip position was incorrect, be sure to fully function test after making repairs. 7

If a cable and clips are not damaged, the cable may be re-used. Refer to GM bulletin 03-01-38-005A for more information.

Transmission Oil Cooler Line Fitting Service 2003-2006 Cadillac CTS with an automatic transmission The radiator on the Cadillac CTS may be damaged if it is not removed correctly.

Protective wall at TOC fitting

The radiator on this vehicle has two non-serviceable transmission oil cooler (TOC) fittings that mount the in-tank cooler to the plastic radiator end tank. These fittings are also non-removable. A protective wall is placed around the fitting to prevent wrench access. A threadlocking compound is used to retain the fittings to the in-tank cooler. Any attempt to remove these fittings will damage the threads on the in-tank cooler and damage the seal between the in-tank cooler and the plastic radiator end tank. This can J-44827 result in a coolant or transmission oil leak and possible vehicle damage. Proper removal of the TOC line requires the use of special tool J-44827 to properly disengage the TOC line from the fitting. Refer to the Service Information for the service proceUsing J-44827 dure for correctly disconnecting and re-connecting the TOC lines from the fittings.

Lending a Helping Hand to Katrina Victims The recent hurricanes that have devastated the South have touched us all. Many people across the country sat in awe of the events and turmoil that unfolded from the storms. And most wanted to help, but didn’t quite know how. Dave Cosby, sales manager of Quality Automotive Distributors (QADCO), an ACDelco DDG in Evansville, Ind., was one of those people. He was looking for a way to help the victims of Hurricane Katrina, and he knew that the ACDelco TSS service centers in his area would be willing to help out too. His idea was an “oil change day” on September 7, 2005. The cost was $20 per oil change with all proceeds contributed to the American Red Cross to aid the survivors of Hurricane Katrina in Louisiana and Mississippi. The one day event raised over $10,000. “When I suggested it, the TSS shops

were all over it. Everyone wanted to help the hurricane victims, but didn’t know what to do,” he said.

“And the exposure from the local media and contributions from the TSS owners was great.”

Fifteen TSS accounts, with more than 30 service center locations in southern Indiana, participated in the event. The service centers donated their labor while Quality Automotive donated supplies.

Several TSS accounts donated their regular newspaper ads to the event, which listed all participating service centers on the ads.

ACDelco pitched in too by crediting Quality Automotive’s parts account for each oil change. “Dave came to me with his idea and asked if we could help,” said District Manager Robert Powell. “I told him ACDelco absolutely would help. We knew it would help a lot of people.” Cosby suggested the oil change event because every service center performs that service, so he knew everyone could participate. “It was easy to put together because all of the shops do oil changes,” he said.

One TSS owner even offered up use of a house he owned for any Katrina victims that had relocated to the area. On top of the enthusiasm of the TSS accounts, Cosby also was thrilled by the reaction of oil change customers. “Many customers came in for an oil change that day just because the event was for the Katrina victims,” he said. “Our accounts tripled the number of oil changes for one day.” ACDelco knows its TSS service centers are the best in the business. Events like these prove it, even when it’s not all about business. – Thanks to Robert Powell

Winter Car Care Checkup belt tension; and cracking from high temperatures and stress.

It’s that time of year. Time for vehicle owners to prepare their cars and trucks for the harsh conditions of winter driving.

Hoses need to be inspected for electrochemical degradation that occurs from the inside out of the hose. Feel for voids, cracks or weak spots by squeezing the hose with your thumb and fingers. ACDelco hoses are composed of specially blended materials to resist electrochemical degradation. Check for heat damage too, which can swell the hose or harden and crack the hose cover.

There are many items that drivers pay close attention to as the weather turns colder, such as batteries, tires, belts and hoses. But, there are also quite a few items that are neglected until the last possible moment when they are needed to be replaced or serviced. These are common things such as wiper blades, brakes and the cooling system.

Checkup Checklist A winter maintenance checkup should include:

According to the Car Care Council, 17% of the vehicles passing through check lanes during this year’s National Car Care Month in April required the replacement of common maintenance items like wiper blades.

• Changing the oil and replacing the oil filter

While on the road, visibility may be taken for granted until snow or sleet starts coming down during a winter storm. Poor visibility from a smeared windshield can greatly reduce a driver’s ability to see other vehicles on the road. That’s why ACDelco wiper blades use a cover to prevent ice from forming on the sub structure, helping to provide a clean wipe every time.

• Inspecting the brake system

• Inspecting or replacing the engine air filter and passenger cabin filter • Checking and topping off all fluids • Inspecting the heating system • Checking belts and hoses for splits, cracks and bulges, replacing if necessary • Flushing and refilling the radiator • Aligning and balancing the wheels • Rotating the tires, checking the tire pressure and inspecting the treads for wear • Inspecting the exhaust system • Inspecting the battery and cables

The failure of belts and hoses during the winter months also can leave motorists “out in the cold.” Before winter sets in, belts should be inspected for chunking due to heat, age and stress; abrasion on the backside of the belt caused by improper

• Examining the exterior lights to ensure they work and that the headlights are aimed properly – Thanks to Chris Vermette

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