Brake Service Success

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
TSS-PU-0411-05
8