January/March 2015 - GM Service Insights

ServiceInsights
FO R
IN DEPE N D E N T
SE RV I C E
C E NTE R S
JAN–MAR 2015
2015
CHEVY CITY
Express Van
IN THIS ISSUE
Introducing the LT1 crate engine
Curtain call for the COPO Camaro
D
rag Racer Massel Lands a COPO Camaro, and then a Title
C
hevrolet Performance in a Smaller Package
More Inside:
Service Procedure for
2015 Chevy City Express Van
2015 Chevy City Express Combines Fuel Efficiency
with Cargo Hauling Performance
Re-Investing Rewards: Nebraska ISC Taps Genuine
GM Rewards to Improve Customer Experience
gmserviceinsights.com
GMSERVICEIN
Contents
4 / Introducing the Most
Advanced Chevy Small Block Ever,
the LT1 Crate Engine
GM ServiceInsights Online
More Genuine GM Parts
resources and links.
4
Download this issue and past issues
of GM ServiceInsights magazine at...
5 / Curtain Call for the COPO
5
www.gmserviceinsights.com
GM ServiceInsights Headquarters
2604 N.E. Industrial Dr., #230
N. Kansas City, MO 64117
Email: [email protected]
6 / Drag Racer Massel Lands a
COPO Camaro, and then a Title
We Support Voluntary Certification
National Institute for
AUTOMOTIVE SERVICE EXCELLENCE
www.ase.com
6
Compliments of your GM dealer.
We invite your input and suggestions.
Please address letters to the editor to the above address. Letters submitted imply the right to edit and publish.
Every effort is made to ensure the accuracy of the information in the offers contained in this magazine. However,
printing and typographical errors may occur. These are not intentional and are not the responsibility of GM, any
dealer or the companies or individuals who create, produce and distribute this magazine. Offers and pricing may
change at any time without prior notification. The descriptions and specifications in this publication were in effect
at the time of approval for printing. General Motors reserves the right to change specifications without notice and
without obligation. Published letters do not necessarily reflect the opinions of General Motors or General Motors
Parts. General Motors, Detroit, MI 48202.
© 2015 General Motors • All rights reserved.
7 / Radiator Assemblies Join
Genuine GM Rewards Program
7
8 / Chevrolet Performance in a
Smaller Package: 4-Cylinder LTG
8
Turbocharged 2.0L Joins the 2015 Crate
Engine Lineup
10 / 2015 Chevy City Express
Combines Fuel Efficiency with
Cargo Hauling Performance
10
13 / 2015 Chevy City Express
Repair Procedure
TechTips
The following
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13
15 / TechConnect Insert
15
TechConnect is a magazine to help
professional technicians improve their
knowledge and understanding of
today’s increasingly complex vehicles.
18 / Re-Investing Rewards:
Nebraska ISC Taps Genuine GM Rewards
to Improve Customer Experience
18
2
Jan – Mar 2015 ServiceInsights
NSIGHTS.COM
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THE OE POWERTRAIN CALL CENTER
1-866-OE-PARTS (1-866-637-2787)
General Motors, Ford and Chrysler have come together to support
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Jan – Mar 2015 ServiceInsights
3
GMSERVICEIN
A New V8 Standard
LT1 Crate Engine Introduction is the Most Advanced
Small Block in 60 Years
Chevrolet Performance owes its sustained success
to the skills of master engine designers and builders
plying their craft. Advanced and groundbreaking as they
consistently are, new engines bearing the Chevrolet
Performance name always layer new technology on a solid
base of tested, proven and timeless engineering.
And so it is with the newest exciting and groundbreaking
addition to the family: the Gen V LT1 crate engine.
Working off of the LS family of small-block engines, GM
engineers leveraged some of the latest high-performance
technologies to create what is easily the most advanced
Chevrolet Performance V8 crate engine ever offered.
The enhancements amount to the most extensive and
significant redesign in the 60-year-history of the Chevrolet
small-block V8.
4
Jan – Mar 2015 ServiceInsights
The engine, available with both a wet-sump oiling
system (Part #19328728) and a dry-sump system (Part #
19329997), is modeled after the production LT1 6.2L that
made its first appearance in the 2014 Corvette Stingray,
but comes with accessories that make it a snap to install in
all types of project vehicles.
Engineers left few areas untouched when they set
out to establish a higher power and performance bar
for the small-block V8. Features as far ranging as direct
injection, continuously variable valve timing, an advanced
combustion system, camshaft phasing, a high-pressure
fuel pump, and a refined and modified engine block
contribute to an engine that produces 460 hp at 6000 rpm
and 465 lb.-ft. of peak torque at 4600 rpm.
Jim Campbell, U.S. vice president of Performance
Vehicles & Motorsports for GM, calls the new LT1 an
impressive achievement that builds on past proven success.
“We’ve added new technologies to improve power and
efficiency, but that basic small-block V8 architecture has
been a constant since the beginning,” he says.
In designing the new crate engine, Chevrolet
Performance engineers went the extra mile to make
installing the LT1 as simple as possible, regardless of the
application.
“In addition to the crate engine itself, coil covers with
Corvette branding, rocker cover insulators, a new engine
control system and a front-end accessory drive system
will be sold separately,” says David MacWebb, product
specialist, Chevrolet Performance Parts. “What you put in
it will dictate what you’re going to buy. It will be basically a
plug-and-play package.”
Other accessories include an LS/LT manual bell housing;
LS/LT dual disc clutch; an aluminum automatic bell
housing; an oil hose adapter; and an LT-series starter.
The LT1 can be paired with a range of automatic and
manual transmissions, including Chevrolet Performance’s
newly released T56 Super Magnum 6-speed manual
transmission. The LT1 and the T56 can be purchased
as a Connect & Cruise package, an offering that pairs
engines, transmissions and other retro-fit components in
a time- and price-saving bundle. The LT1 is also available in
other Connect & Cruise configurations with 4L60-Series
automatic transmissions.
NSIGHTS.COM
All the stories in Service Insights, additional content and pictures available at gmserviceinsights.com
GMSERVICEINSIGHTS.
CURTAIN
CALL
FOR THE
COPO
Drag Track Star Camaro to
End its Second Run in 2015
As the curtain on the fifthgeneration Chevrolet Camaro drops,
so ends, too, the modern-day run of
the legendary COPO Camaro.
Once again, only 69 of the drag strip-only
vehicles will be built in 2015, continuing the
trend of honoring the year 1969 when the first
COPO Camaros were specially built to highperformance specifications for select dealers
and their customers. But barring
any decision down the road to bring
the COPO back for a third encore,
the 69 that will be built this year will
be the last.
GM resurrected the COPO,
an acronym for Central Office
Production Order, as the specialorder Camaro program came to be
known, in 2012. Only 69 were built
that year and in each of the two
thereafter.
Just as interested buyers put
their name on a list and hoped to be
selected in a lottery in those years,
they’ll do the same again in 2015,
each eager to get a shot at securing
a piece of automotive history. Some
3,500 people vied for a chance in
2014, and interest is expected to
surge for this the finale year.
Although each COPO is built on the same
basic platform, options are available that allow
for customization. Four LS-family Chevrolet
Performance crate engines are available:
naturally aspirated 427s, 396s and 350s, and
a 350 with a 2.9L supercharger. Transmission
choices are a THM 400 3-speed automatic and
a 4-speed manual. Other aesthetic elements
that can be customized include exterior color,
wheelie bars, wheels and hoods.
The flagship 2015 COPO, on display at
the Specialty Equipment Manufacturers
Association (SEMA) show last fall, had an
Abalone White exterior with gray and orange
accents and all-new COPO graphics. It was
powered by the 350 engine with the 2.9L
Whipple supercharger.
Buyers, who include enthusiasts buying
them for the investment value and racers
wanting them for the stock eliminator circuit,
also are rewarded with the rare opportunity to
see some of the build process. Prior to picking
them up at the COPO Build Center in Oxford,
Mich., buyers have the chance to watch the
final touches being put on their cars.
“It takes just over two weeks to build a
COPO,” says Curt Collins, manager, Chevrolet
Performance and Licensed Parts.
For more photos and to read the
rest of the story on the COPO, go to
gmserviceinsights.com.
Jan – Mar 2015 ServiceInsights
5
GMSERVICEIN
GM OE Parts Update
Drag Racer Massel, Lands a
COPO Camaro, and Then a Title
“Better late than never.”
That’s not something
you’re likely to hear come out
of the mouths of many
competitive race car drivers
with a consuming hunger to
cross the finish line first.
But you just might hear it from
Bruno Massel. The drag-strip star passed up opportunities
for a chance to buy a second-generation COPO Camaro the
first two years it was offered. When 2014 rolled around,
he decided to put his name in the hat. As luck would have
it, he was one of only 69 lottery winners who got the first
crack at buying one of the 69 COPO Camaros in that year’s
production run.
But that was just the beginning of Massel’s good fortune.
He not only got the first Supercharged COPO of 2014, but
he coaxed it to a groundbreaking win in September. On
top of that, he’s now the proud owner of a legendary car
that might never be made again. With the COPO program
ending this year, Massel owns one of fewer than 300 that
will have been made in the four-year run of the COPO
Camaro program’s second installment that began in 2011.
With his customized COPO, powered by the
supercharged 350 engine option he selected, Massel
took the top prize at the Chevrolet Performance U.S.
Nationals in September. He beat another COPO in the Stock
Eliminator final, claiming the first overall win ever for a
COPO in an NHRA National event.
The win was proof, Massel says, that his instincts
about the COPO were right, if a little late in coming. He
had known about the COPO since its reintroduction, but
it wasn’t until he saw one up close at the end of the 2013
season that he got seriously interested in pursuing one.
Its unique qualities – raw, track-ready power dressed up
in alluring “street” clothes – added up to something he
couldn’t afford to pass up.
For more photos and to read the
rest of the story on Bruno Massel, go to
gmserviceinsights.com.
NSIGHTS.COM
Radiator Assemblies Join Genuine
GM Rewards Powertrain Program
Purchases of GM OE radiator
assemblies are now eligible
for rebates under the
Genuine GM Rewards
Powertrain program.
As of January 1, 2015, Genuine GM Rewards
participants will receive redeemable points equivalent to
two percent of list price with the purchase of Genuine GM Parts
radiator assemblies from their participating GM dealer. Points accumulated under the Rewards program are automatically credited
to a customer’s account, easily set up through a participating Genuine GM Parts
dealer. The points can be redeemed at any time for a broad mix of goods and services that
can be viewed via the online portal, www.GenuineGMRewards.com.
Now more competitively priced
In addition to joining the extensive roster of Genuine GM
Parts eligible for the Rewards program, radiator assemblies
are now more competitively priced. In sharp contrast to
aftermarket, non-OE assemblies, Genuine GM Parts assemblies
are assured of being the right match for the vehicle, install
quickly because of that match, and perform in line with
manufacturer specifications. The OE assemblies consist of all
new, not repaired or remanufactured components typical of
non-OE products.
That distinction comes into play with variables like fin
counts and tube sizes, both of which affect a unit’s cooling
capacity. Non-OE assemblies can come with reduced fin counts
and improper tube sizing, jeopardizing maximum performance.
Now, with a 2 percent rebate on top of more competitive
pricing, there are a lot of good reasons to look to Genuine GM
Parts for a replacement radiator assembly.
PRODUCT
REWARD
Engine and Transmission Assemblies*
50 Points Each
Transfer Cases
25 Points Each
Powertrain Component Parts**
4% Dealer List
Radiator Assemblies Added in 2015
2% Dealer List
*Excludes Chevrolet Performance Engine and Transmission
assemblies.
**Excludes hybrid batteries and parts on national control.
Each Reward Point = $1
✔
✔
✔
✔
asy turnkey process (no paperwork)
E
24/ 7 online account access
Rewards never expire
Redeem rewards on your own terms
Jan – Mar 2015 ServiceInsights
7
GMSERVICEIN
GM OE Parts Update (cont’d.)
Chevrolet Performance in a Smaller Package
4-Cylinder LTG Turbocharged 2.0L
Joins the 2015 Crate Engine Lineup
A four-cylinder that’s as powerful as it is
compact and lightweight joins the Chevrolet
Performance crate engine lineup in early 2015.
It’s the all-new LTG 2.0L turbocharged Gen III Ecotec
engine, inspired by the production engine that made its
debut in the 2013 Cadillac ATS and Chevrolet Malibu. It
joins a generation of more efficient GM large-displacement
four-cylinders.
This 272-hp, dual-overhead cam engine opens up a
whole new route to V8-like power for enthusiasts facing
dimension and weight challenges in their performance
car-build projects. Lighter than a similarly powerful V8
due to its all-aluminum construction, the LTG can improve
a vehicle’s front-to-rear weight balance, enhancing
performance.
While it may be smaller and lighter than typical
8
Jan – Mar 2015 ServiceInsights
performance engine options, the LTG doesn’t back
down in the power or efficiency departments.
The power specs – 272 rated hp at 5500 rpm and 295
lb-ft of torque at 3000 rpm (90 percent of peak delivered
between 1700 rpm and 5500 rpm) – are further enhanced
with a twin-scroll turbocharger. This advanced design
generates the kind of throttle response normally seen
in larger, naturally aspirated engines. It is capable of
generating a maximum boost of about 20 psi, enabling the
maintenance of peak torque between 3000 and 4600 rpm.
Another LTG feature, direct fuel injection, enhances the
turbocharger’s output and efficiency. It allows it to operate
at a higher boost and higher compression than would be
possible in a conventional supercharger.
The engine, sold under part # 19328837, is designed
for use with a rear-wheel drive transmission. It is sold
alone, as well as part of a package that can include a
6-speed manual transmission (#19328976); clutch kit
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(#24251131); LTG alternator (#19329020); and an
LTG engine controller (#19328839).
Like all Chevrolet Performance crate engines,
the LTG carries a 2-year/50,000-mile warranty.
Other key features that make the LTG a good fit for
build jobs where a mixture of weight and dimension
restrictions have to balance with the demand for power
and performance and the desire for economy.
˩˩ DOHC with continuously variable valve timing.
Overhead cams and a four-valve-per-cylinder design
is integrated into the lightweight aluminum cylinder
head. Variable timing produces improved turbo
response and greater torque delivery. Intake and
exhaust cams have vane-type phasers that changes
valve timing in response to rpm and engine load.
The end result is smooth torque delivery over a broad
rpm range, high specific output and good specific
fuel consumption.
˩˩ Cam-driven high-pressure fuel pump. Direct
injection requires this engine-mounted pump,
which is augmented by a conventional fuel pump
in the tank. The fuel delivery system consists of a
high-pressure stainless steel feed line and pressureregulated fuel rail. Pressure at idle is 750 psi; 2,250
psi at full throttle.
˩˩ Air-to-air intercooler. This intake charge design
helps maximize the benefits of the turbocharger
by reducing the temperature of the compressed
air forced through the intake system by the
turbocharger. The result is cooler air, with a higher
density that means more oxygen is packed into the
cylinders. That translates to greater power.
˩˩ A refined engine block. The sand-cast block builds on
previous Ecotec castings. With stronger main bearing
bulkheads that support higher loads and an improved
oil distribution system enabling better flow and heat
dissipation, also the LTG’s noise/vibration/harshness
levels are lower.
˩˩ A two-stage, variable displacement oil pump. This
crankshaft-driven pump changes its capacity based
on the engine’s oil demands, improving efficiency,
maintaining optimum oil temperatures and allowing
for faster oil heating during cold starts.
With the LTG, Chevrolet Performance has again
broken new ground, proving that its definition of
power and performance isn’t constrained by its historic
focus on big V6 and V8 engines. This newest entry will
thrill enthusiasts who want to explore new frontiers in
performance without sacrificing the qualities they expect
in a Chevrolet Performance crate engine.
Jan – Mar 2015 ServiceInsights
9
GMSERVICEIN
The Technical Side
2015
CHEVY CITY
Combines Fuel Efficiency With Cargo Hauling Performance
Chevrolet’s all-new, 2015 City Express
matches maneuverability and cargo-hauling
flexibility with efficiency, giving urban
commercial business owners and fleet
managers value-driven capability with lower
operating costs than full-size vans.
10
Jan – Mar 2015 ServiceInsights
It offers 122.7 cubic feet (3,474 liters) of customizable
cargo space, a tight turning diameter of only 36.7 feet (11.2
meters) and a payload capacity of 1,500 pounds (680 kg).
It will also deliver greater efficiency than full-size vans,
thanks to its smaller size and a 2.0L inline-four-cylinder
engine with continuously variable valve timing.
“As the newest member of the Chevrolet Express
family of vans, the 2015 City Express offers a smaller,
more-efficient choice for businesses that don’t need the
NSIGHTS.COM
cargo volume or other capabilities of a full-size van,” said
Ed Peper, U.S. vice president for GM Fleet and Commercial.
“It is an easy-to-maneuver van that makes the most of its
compact dimensions with clever features, allowing business
owners to maximize its space — and their resources — with
a vehicle sized just right for their needs.”
Under the hood and more
The City Express’s DOHC 2.0L inline-four engine
with continuously variable valve timing is rated at 131
horsepower (98 kW) and 139 lb-ft of torque (188 Nm).
It drives the front wheels via a continuously variable
transmission that contributes to efficiency by optimizing
torque delivery across the rpm band.
A body-integral chassis is designed to provide a balance
of strength and low mass that enhances efficiency and the
feeling of performance. A MacPherson-strut suspension
is located in the front and there’s a truck-style multi-leaf
rear suspension. Other chassis features include 15-inch
wheels, front disc brakes and efficiency-enhancing electric
power steering.
Four-wheel anti-lock brakes and electronic brake-force
distribution are standard, as is an electronic stability
control system.
The City Express also comes standard with six
standard airbags: dual-stage frontal air bags, side-impact
supplemental air bags and roof-mounted curtain air bags
for side-impact and rollover protection.
Chevrolet offers City Express with the best van coverage
in America:
˩˩ Three-year/36,000-mile bumper-to-bumper
warranty
˩˩ Five-year/100,000-mile powertrain warranty
˩˩ Chevrolet’s Complete Care two-year/24,000-mile
scheduled maintenance.
But the Chevy City Express Van is not the only option
Continued on page 12.
Jan – Mar 2015 ServiceInsights
11
GMSERVICEIN
The Technical Side (cont’d.)
Continued from page 11.
for small businesses and fleets
to consider.
GM has several vehicle models
that have CNG-powered versions.
Chevrolet Express and GMC Savana
use a proven, 6.0L Vortec V8 engine
with factory-installed hardened
exhaust valves and intake/exhaust
valve seats. These components
are engineered to GM durability
standards for gaseous fuel use.
The CNG fuel system is available
on Cargo and Passenger full-size
vans, in both regular and long
wheelbases.
Two systems are offered:
˩˩ (UFM) Three-tank system
provides a range of up to
200 miles. Allows for full
cargo capacity or seating for
passenger vans.
˩˩ (UFP) Four-tank system
provides a range of up to 300
miles. This system adds a
single tank in the driver’s side
of the cargo area, just inboard
of the wheel well. Available
only on Cargo vans.
And they’re the industry’s
only CNG vehicles that are fully
integrated at the factory, crash
tested and backed by GM’s 100,000
mile/5-year transferable Powertrain
Limited Warranty.
12
Jan – Mar 2015 ServiceInsights
NSIGHTS.COM
2015 Chevy City Express Repair Procedure
Even though the 2015 Chevy City Express is a new
vehicle, service and repair information resources are just
a click away at www.gmtechinfo.com - Electronic Service
Information.
Technicians and shop owners can log onto the site to
gain access to subscription services for service procedures
and repair manuals. A complete Service Manual is
accessible 24/7 through a subscription to the site. Free
collision repair procedures will soon be available for the
vehicles by going to www.genuinegmparts.com.
Front Drive Axle Inner Shaft and
Inner Shaft Housing Replacement
9
Removal Procedure
10
1
2
3
4
Drain the differential carrier assembly.
Refer to Front Axle Lubricant Replacement.
Remove the engine protection shield. Refer to Engine Protection Shield
Replacement.
4
It is not necessary to remove the
wheel drive shaft from the vehicle.
12
11
Installation Procedure
1
Install the new inner axle shaft
bearing and the new seal to the
inner axle shaft housing. Refer to
Front Drive Axle Inner Shaft Seal and
Inner Shaft Bearing Replacement.
Note: Do not nick or cut the inner
axle shaft oil seal.
Do not remove the inner axle shaft
at this time.
Install a support jack underneath
the differential carrier assembly.
8
Remove the upper inner shaft
housing bushing bolt and nut.
10
Remove the inner axle shaft
from the inner axle shaft
housing.
5
Disconnect the inner axle shaft
from the differential case side
gear using the pry bar.
8
Remove the inner axle shaft
and inner axle shaft housing
from the vehicle.
Remove the inner axle shaft
seal and the bearing from the
inner axle shaft housing. Refer to
Front Drive Axle Inner Shaft Seal and
Inner Shaft Bearing Replacement.
Place a pry bar between the
inner axle shaft flange and the
inner axle shaft housing.
7
11
13
5
6
9
Remove the inner axle shaft
housing bolts from the
differential carrier assembly.
Raise the vehicle. Refer to Lifting and Jacking the Vehicle.
Disconnect the wheel drive
shaft from the inner axle
shaft. Refer to Wheel Drive Shaft
Replacement.
Remove the lower inner shaft
housing bushing bolt and nut.
2
3
Install the inner axle shaft into
the inner axle housing.
2
Do not install the inner axle shaft
completely into the inner axle shaft
housing at this time.
Apply sealant GM P/N 1052942
(Canadian P/N 10953466) or
equivalent to the inner axle housing
to differential carrier sealing surface.
Jan – Mar 2015 ServiceInsights
13
GMSERVICEIN
The Technical Side (cont’d.)
4
5
6
7
8
9
SPECIAL INSERT
Install the inner axle shaft housing with the inner axle shaft to the
differential carrier assembly.
Caution: Refer to Fastener Caution.
4
Install the inner axle shaft housing bolts and tighten to 48 Y (35 lb ft).
Install the lower inner axle shaft housing bushing bolt and nut.
Install the upper inner axle shaft housing bushing bolt and nut and tighten to
85 Y (63 lb ft).
Remove the support jack.
Install the inner axle shaft into the differential case side gear by doing the
following:
1. C
arefully guide the inner axle shaft through the inner axle housing until
the retaining ring on the inner axle shaft contacts the differential case side
gear.
5
2. I nstall the inner axle shaft into the differential case side gear by tapping
the retaining ring into the retaining groove using a soft–faced mallet and
until the retaining ring on the inner axle shaft is fully seated within the
groove in the differential case side gear.
3. Pull back on the inner axle shaft to ensure that the inner axle shaft is
properly retained in the differential case side gear.
10
11
12
Install the wheel drive shaft to the inner axle shaft. Refer to Wheel Drive
Shaft Replacement.
Fill the differential carrier assembly with axle lubricant. Use the proper
fluid. Refer to Front Axle Lubricant Replacement.
Lower the vehicle.
7
14
Jan – Mar 2015 ServiceInsights
6
NSIGHTS.COM
Front Strut Noise
2008-2014 Chevrolet Captiva Sport;
2010-2014 Chevrolet Equinox, GMC
Terrain; and 2008-2010 Saturn VUE
A popping or clunk
noise coming from the
front of the
vehicle may
be heard
during small
to medium
suspension
travel. This
condition
may be due
to the inside
Bottom portion of the strut
diameter
shaft.
of the front
strut jounce
bumper rubbing against the piston rod
of the strut, creating a slip-stick condition. To correct this condition, apply
grease to the top and bottom of the
strut shaft.
With the vehicle raised on a frame
lift-type hoist, pull the dust shield/
jounce bumper assembly out of the
strut top mount cup and slide it down
to expose the top portion of the strut
shaft. Apply grease, GM P/N 12345579
(in Canada, 10953481), around the
circumference of the strut shaft that is
exposed.
Unseat the bottom of the dust shield
from the strut and expose the bottom
portion of the strut shaft. Apply the
grease around the circumference of the
strut shaft that is exposed.
Slide the dust shield/jounce bumper
assembly down and reattach the bottom to the strut. Push the top of the
dust shield/jounce bumper assembly
up into the top mount cup as far as
possible by hand. The assembly will
fully seat once the vehicle is on the
ground and the suspension is allowed
to compress.
Diesel Particulate Filter
Message
2014-2015 Chevrolet Cruze equipped
with the 2.0L Clean Turbo Diesel
Engine
The Driver Information Center
messages “Diesel Partic Filter Is
Full Continue Driving” and “Diesel
Partic Filter Is Full Continued Driving
Mandatory” may be displayed on
vehicles equipped with the diesel
engine (RPO LUZ). DTC P2463 (Diesel
Particulate Filter Soot Accumulation)
also may be set. When DTC P2463
sets, the ECM commands the engine
control system to operate in Reduced
Engine Power.
IN THIS ISSUE
Front Strut Noise . . . . . . . . . . . . . . . . . . . . . . . 15
Diesel Particulate Filter Message . . . . . . . . . 15
Understanding Fastener Tightening
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Using an Angle Meter . . . . . . . . . . . . . . . . . . . 17
Changing the Power Steering Fluid to
DEXRON-VI Fluid . . . . . . . . . . . . . . . . . . . . . . . . 17
The messages indicate that a Diesel
Particulate Filter (DPF) cleaning, or
regeneration, is required, based on
engine run time, fuel consumed and
distance traveled since the last DPF
cleaning.
The DPF system filters soot particles
out of the exhaust gases. When the
ECM determines that a specific amount
of soot has collected in the DPF, it will
look for all of the conditions that must
be met in order to initiate a regeneration. This self-cleaning function runs
automatically when the conditions are
met and may take up to 25 minutes,
without any notification to the driver.
The DPF is cleaned by periodically
burning off the soot particles at high
temperature. Fuel consumption may be
higher during this self-cleaning period.
www.acdelcotechconnect.com,
click the Newsletters link
Follow ACDelco
Scan the code to
download a PDF
Under certain driving conditions,
such as short distances, stop and go
driving or extended idling, the system
may not be able to clean itself automatically, eventually causing the Driver
Information Center messages to be
displayed. If the DPF is not cleaned
as required, the “Engine Power Is
Reduced” message will display. When
this occurs, self cleaning of the DPF
is no longer possible and service will
be necessary. Refer to the appropriate
Service Information for DTC P2463 and
follow the diagnostic procedure.
Jan – Mar 2015 ServiceInsights
15
Understanding Fastener Tightening
Specifications
The desired result of tightening a
fastener is to obtain a proper clamping
force between the parts. The clamping force prevents loosening when the
vehicle is in use and external forces act
on the clamped parts.
All fasteners have a specified torque.
The method used for a particular application is determined by engineers and
specified in the appropriate Service
Information. It is necessary to apply the
fastener torque to the specific fastener
identified. Applying torque to the mating fastener can damage the fastener,
mating components, or provide insufficient clamp load. For example, when
installing the adjust link on the 2014
Chevrolet Corvette rear suspension, the
Service Information calls for tightening
the adjust link nut to 70 N•m (52 lb. ft.),
not the cam bolt.
There are three different
methods for the specification of tightening fasteners: Torque (T), Torque
Plus Angle (TA), and
Torque Plus Angle to Yield
(TAY). Torque Plus Angle to
Yield (TAY) is sometimes
referred to Torque To Yield
(TTY).
to the mating fastener, if present, or
relative to the mating surface. A backup
wrench must be used, if required, to
prevent the rotation of the mating fastener while the angle is added to the
fastener with the Torque Plus Angle
(TA) specification. Generally, externally
threaded fasteners tightened to this
specification method can be reused,
unless otherwise specified in the
Service Information.
Torque Plus Angle to Yield (TAY)
A fastener with a Torque Plus
Angle to Yield specification (TAY) is
tightened in the same way as the
fastener with the Torque Plus Angle
(TA) specification.
The difference between a Torque
Plus Angle (TA) specification and a
Torque Plus Angle to Yield (TAY) specification is the tightening
results in permanent
deformation of the
externally threaded
fastener. Externally
threaded fasteners tightened to this specification
method must not be
reused and must always
be replaced if loosened.
Tightening in Stages
A fastener specification
of Torque Plus Angle (TA)
Generally, Service
— for example, 30 N•m
Information specifies a
(22 lb. ft.) + 120 degrees
fastener tightening speci— has more clamping
fication in stages. An
TAY specification fasteners
require bolt replacement.
force than a fastener speciindividual fastener with a
fication of Torque (T) — for
Torque (T) specification
example, 30 N•m (22 lb. ft). A fastener
is tightened to the specified torque in
specification of Torque Plus Angle to
one pass.
Yield (TAY) has more clamping force
For Torque Plus Angle (TA) and
than a fastener specification of Torque
Torque
Plus Angle to Yield (TAY) speciPlus Angle (TA).
fication fasteners, the fasteners are
Torque (T)
tightened in stages. All the fasteners
are tightened to a torque specification
A fastener with a Torque (T)
on the first pass. Next, they receive
specification can be tightened with a
another tightening to a specified angle
conventional torque wrench. Generally,
(in
degrees) on the second pass.
externally threaded fasteners (bolts,
Sometimes,
more than two passes are
screws, studs) tightened to this specirequired. Always refer to the approfication method can be re-used, unless
priate Service Information for proper
otherwise specified in the Service
tightening in stages.
Information.
Torque Plus Angle (TA)
A fastener with a Torque Plus Angle
(TA) specification must be tightened
first to the torque part of the specification and then must be tightened further
by the addition of the specified angle.
The angle must be applied relative
16
Jan – Mar 2015 ServiceInsights
On applications with more than one
fastener, such as wheel nuts or cylinder
head bolts, the fasteners should be
tightened to specification by alternating between the fasteners to ensure
the parts are not distorted and that the
fasteners are torqued evenly. Once
a specified minimum of torque has
been achieved for each bolt, the bolts
should be tightened completely to
specification.
Reusing the Fastener
Think of an externally threaded
fastener (bolt, screw or stud) as a
spring. As a Torque (T) or Torque
Plus Angle (TA) tightening specification is applied, the spring (externally
threaded fastener) is stretched. With
a Torque (T) or Torque Plus Angle (TA)
tightening specification, the spring
returns to its original length (elastically
stretched) when loosened. In the case
of a Torque Plus Angle to Yield (TAY)
tightening specification, the spring is
overstretched (plastically deformed) and
does not return to its original length.
For this reason, the Torque Plus Angle
to Yield (TAY) tightening specification
requires the externally threaded fastener to always be replaced.
In GM Service Information, the
following warning will be shown when
a Torque Plus Angle to Yield (TAY)
specification fastener is used:
Torque-to-Yield Fastener Warning
(2406051)
Caution: This vehicle is equipped
with torque-to-yield or single use
fasteners. Install a NEW torque-toyield or single use fastener when
installing this component. Failure to
replace the torque-to-yield or single
use fastener could cause damage to
the vehicle or component.
There is no effect to the object in
which the externally threaded fastener
is threaded. It can be either a nut or a
threaded hole in a component. If a nut
is present, it can be reused.
Why Do Engineers Specify TA or
TAY Torque Specifications?
With the added benefit of increased
clamping force, a smaller fastener can
be used when a Torque Plus Angle (TA)
or Torque Plus Angle to Yield (TAY)
tightening specification is quantified.
For example, an M12 size bolt with a
Torque Plus Angle to Yield (TAY) specification can be used in place of an M16
size bolt with a Torque (T) specification.
The use of Torque Plus Angle (TA) and
Torque Plus Angle to Yield (TAY) specifications result in a reduction in the
vehicle weight and, therefore, improved
fuel economy.
– Thanks to Jonathan Johnson
Using an Angle
Meter
An angle meter, such as the J-45059 or J-45059-A
Angle Meter, is used to ensure proper fastener tightness
when tightening fasteners with a Torque Plus Angle (TA)
and Torque Plus Angle to Yield (TAY) specification. These
angle meters are designed for use with standard 3/8-inch
or 1/2-inch square drive extensions, ratchets, or breaker
bar handles, or for use with
a 1/2-inch square drive
“click” style torque wrench,
approximately 1 inch to
1-1/4 inches (25 to 31 mm)
in diameter.
The fastener must
already be tightened to
the specified initial torque
before applying the angle
specification.
The desired angle value
can be set from 0–199
degrees.
When ready to measure
angle using the J-45059-A
Angle Meter, apply a slight
J-45059-A Angle Meter
force in the required direction of rotation to eliminate
free-play in the socket, extension, and driver. Do not turn
the bolt at this time.
With free-play eliminated, press the Start button, and
the meter will display WAIT, followed by TURN. When
TURN is displayed, the meter is zeroed. Turn the driver
until the desired angle is reached. While the meter is
turned, a yellow bar is displayed that gets longer as
the set angle is neared. Within 5–10 degrees of the set
angle, the end of the yellow bar will turn red, and the
meter will beep and flash when the angle is reached.
The J-45059-A Angle Meter can be used on a ratchet
handle when the fastener is in an area with limited
access. To use
this feature,
after the meter
is zeroed, and
the ratchet is
being turned,
stop turning
momentarily.
The ratchet
can be turned
back, but the
displayed angle
The J-45059-A Angle Meter can be used
will not change.
with drive extensions and ratchets.
At the end of
the back-swing,
stop momentarily again, and the meter will continue to
increase the angle measured from this ratcheted point.
The J-45059-A Angle Meter requires a AA battery.
The J-45059 Angle Meter uses two #CR-2032 batteries.
To replace the batteries, separate the front case from
the back.
– Thanks to Tedd Magana
Changing the Power
Steering Fluid to
DEXRON-VI Fluid
To prevent a steering gear squeak noise on 2008-2012
Buick Enclave, 2009-2012 Chevrolet Traverse, 2007-2012 GM
Acadia, and 2007-2010 Saturn Outlook models, built prior to
July 1, 2011, GM recommends that the power steering fluid be
changed to DEXRON®-VI automatic transmission fluid when a
steering gear assembly is replaced for any reason.
The original
cause of the
squeak noise
may be due
to insufficient
grease in the
pinion shaft
seal. The pinion
shaft seal to
pinion shaft
interface and
lack of lubrication may generate a noise.
This noise originates in the
gear but may
sound like it is
coming from
Inlet hose at the power steering fluid reservoir
the steering
column area.
The steering gear assembly should not be replaced for this
squeak noise condition. For the squeak noise, only the steering
gear housing should be replaced and the power steering system should be refilled with DEXRON-VI. The DEXRON-VI fluid
offers the permanent correction for the squeak noise.
In addition to the squeak noise correction, the recommendation to convert the power steering fluid to DEXRON-VI fluid is
for gear replacements only and not for repairs to other system
components, such as the pump, cooler or hoses.
A tag identifying that the vehicle has been converted to
DEXRON-VI should be installed on the power steering reservoir
filler neck and secured with the cap.
If the power steering system on these vehicles has the
original fluid, the system should be flushed and refilled with
DEXRON-VI. Due to the interface between the pinion shaft seal
and the fluid, it is critical to ensure that no old fluid comes in
contact with the new seal. Be sure to thoroughly flush all old
fluid from the system prior to installing the new steering gear
assembly or housing.
When changing the fluid, raise the vehicle until the wheels
are approximately 24 inches off the ground. Disconnect the
power steering fluid reservoir inlet hose from the power
steering fluid reservoir and plug the power steering fluid reservoir inlet port. With the key ON and the engine OFF, turn
the steering wheel fully to the left and to the right while an
assistant maintains the minimum fluid level in the reservoir
using DEXRON-VI fluid. Continue until the fluid from the power
steering fluid reservoir inlet hose runs red. This may require up
to three quarts (3 L) of DEXRON-VI fluid.
– Thanks to Peter Robert
Jan – Mar 2015 ServiceInsights
17
GMSERVICEIN
The Business of Repairs
Reinvesting Rewards
Nebraska ISC Taps Genuine GM Rewards
to Improve Customer Experience
Plowing profits back into a business can be
a good growth tactic. But that can be a tough
call. You never know if the timing is right,
and the temptation to skim off the cream,
pocket it and put off long-term investments
to another day is always there.
But a Nebraska ISC has found a way around that
dilemma.
Instead of profits, Auto Tech Specialists (ATS), in
Kearney, Neb., used rebates on routine expenditures to
fund an improvement to the business it hopes will translate
to more revenue down the road.
Redeeming points accumulated for buying Genuine GM
Parts under the Genuine GM Rewards program, the shop
invested in improving the customer experience, sprucing
18
Jan – Mar 2015 ServiceInsights
“I think everyone really likes being able to come into a
comfortable and inviting waiting area that doesn’t have
the look and feel of a shop-type environment.”
Scott Placzek, co-owner
up a waiting area with a new coffee maker and a Webconnected “smart” TV.
The new amenities are designed to add another
layer of comfort to a lounge the company has improved,
funds permitting, since moving into the building in 2010.
They were seen as core elements of an effort to make
a customer’s wait as pleasant as possible, an intangible
but important part of the customer experience that could
yield dividends in the form of satisfied, return customers.
NSIGHTS.COM
Being able to provide that, and hopefully reap some
long-term benefit, won out over scores of other possible
uses for the reward points. GPS devices were among
the more personal rewards the owners considered for
themselves. But they ultimately passed them over in
favor of investing the rebates back into the business.
“The television we had in the waiting area was too
small and the coffee pot was getting old,” he says. “They
needed to be replaced, and the Rewards made it possible to
do it without anything out-of-pocket.”
Reward points had been building in the company’s
account over the last couple of years. For all of 2013, ATS
collected 765 points; through September 2014, the
total was 792 and growing. The company decided to
pull the trigger on the TV and the coffee maker when
enough points were there to fund the redemption,
leaving a small surplus to build on for the future.
And ATS already has the next redemption pretty
well picked out. It follows the same script of putting
the needs of the business first. Although there’s plenty
of alluring merchandise available, Placzek and his fellow
owners have agreed to bite the bullet and be practical.
Next time around, it’s going to be five shop-vacs,
an expenditure that could also produce an improved
customer experience.
“Every vehicle that comes in needs to be cleaned
up before it goes back to the customer,” says Placzek.
“The ones we have were used hard, and it’s time to
replace them.”
While the lounge upgrades and the vacuums are
intended to produce happier, more satisfied customers,
ATS covers that base routinely. For every Genuine GM
Parts installation, even those not eligible for Genuine
GM Rewards points, ATS improves the odds that the
customer will be back — not with a re-work, but with
new business.
Placzek knows that, and regularly uses Genuine
GM Parts, especially in key part areas, as his Genuine
GM Rewards balance suggests. Those points, he says, just
amount to another reason to order parts that will help
ensure a satisfied customer.
Moreover, the Genuine GM Rewards program is user
friendly, he adds. Points are automatically credited to his
account with each qualifying purchase, and the process
of redeeming points — evaluating the available goods and
services, and ordering and receiving them — is easy.
“It’s a good incentive to buy Genuine GM Parts,” he says.
“The parts are priced competitively and it looks like about
80 percent of them qualify for the rebate program.” Jan – Mar 2015 ServiceInsights
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