FOR INDEPENDENT SERVICE CENTERS

ServiceInsights FO R

IN DEPE N D E N T

SE RV I C E

C E NTE R S

APR–JUN 2012 ALSO IN THIS ISSUE

GM’s Performance and Racing Leadership Grows

More Inside 60th Anniversary Corvette — the 427 Performance and Racing Highlights for 2012

>>Easier, faster, better with new GM Timing Chain kits >>GM now offering reman replacement option for High-Value 3.9L V-6s >>Dozens of updates incorporated in newly available Hydra-Matic 6T70s >>“Connect & Cruise” is music to the ears of vintage restorer

CONTENTS GM OE Service Parts Update

4

The Technical Side

The latest word on product development and technologies.

8

Discover new ways to approach service and repairs.

Performance & Racing

7

Business of Repairs

Get the latest perspectives on GM’s involvement in racing.

10

New ideas that can benefit how your shop operates and profits.

GM ServiceInsights Online

More Genuine GM Parts resources and links. Download this issue and past issues of GM ServiceInsights magazine at...

www.gmserviceinsights.com

GM ServiceInsights Headquarters 2604 N.E. Industrial Dr., #230 N. Kansas City, MO 64117 E-mail: [email protected] 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 GM 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. © 2012 General Motors • All rights reserved.

2

Apr – Jun 2012 ServiceInsights

Complete OES Parts & Kits Save You Time and Money Timing Chain Kits Complete kit with all the parts you need to fix it right the first time.

KIT 12650230*

Remanufactured Cylinder Heads We suggest you order a matching head gasket to help assure OE performance and peace of mind.

I5 Cylinder Head Assembly**

• Design enhanced to incorporate the latest updates, upgrades and Technical Service Bulletins (TSBs). • 12 months/12,000 miles limited warranty. • Very competitively priced.

**See additional application data on page 4 **Additional application data and charts are available at GenuineGMParts.com

It pays to “Keep it Genuine”

GenuineGMParts.com GenuineGMParts.com Every effort is made to make this comprehensive and factual. We reserve the right, however, to make changes at any time, without notice, to materials, equipment, specifications, and availability. Since some information may have been updated since the time of printing, please check with your dealer for complete details. Refer to the GM Parts catalog for specific vehicle applications.


3

GM OE Service Parts Update

New kits make timing chain replacements on GM High-Feature V-6s easier and faster. Timing chain replacement jobs can be demanding, even more so when they’re for today’s high-feature engines. Those jobs, in particular, require the full complement of parts designed and produced to exacting specifications and precise calibrations. Now, GM Customer Care & Aftersales (GM CCA) is ready to help Independent Service Centers (ISCs) approach that work with more confidence. Timing chain kits for an array of GM DOHC V-6 engines are now available under the Genuine GM Parts brand through dealers. The kits come with all the parts needed to complete a full timing chain replacement.

Timing chain parts have long been provided for such engines. What’s new is the kit approach, a result of GM CCA determining that there’s value in providing everything an ISC needs under one part number. “The kits are very competitively priced and a complete kit ensures all the parts are there,” says Beth Kremkow, Powertrain Component specialist with GM CCA. Each of three distinct kits tailored to different engine applications contain all the parts needed, including timing chains, seals, tensioners, gaskets, cam covers and bolts. The engine applications span LY7/LP1 for vehicles like Lacrosse, CTS and SRX; LF1/LLT/LFX for late-model Cadillacs, Buicks, Chevrolets and Saturns; and LP1/LY7/LAU for 2008 and newer Cadillac, Chevrolet, Pontiac and Saturn vehicles. In addition to featuring GM OES branded quality, the kits are design-enhanced to incorporate the latest OE updates, upgrades and TSBs. Plus, they’re competitively priced and feature a 12 months/12,000 miles limited warranty. “Sophisticated, engines like these need precision OE parts. Each cylinder head on these engines has a secondary chain, retainers and tensioner that wear and stretch over time. These are very precise systems that need the right parts.” Keith Loch, product specialist with GM CCA

KIT 12650230

New Kit Number 12650230 12650231 12651450 4

The introduction of timing chain kits continues GM CCA’s commitment to supporting the aftermarket needs of its line of High-Feature V-6 engines.

Application 2007 Models LY7/LP1 2008–2012 Models LY7/2010–2012 LAU 2008+ Models LLT/2010+ LF


Find additional resources and information including timing chain kit application data and charts at www.GenuineGMParts.com or contact your dealer.

High-Value 3.9L V-6 Engines

Popular applications span 2006-2010 model years.

Owners of GM vehicles powered by the versatile and popular family of GM High-Value 3.9L V-6 engines now have an OE remanufactured option if they’re contemplating a replacement. On March 1, GM Customer Care & Aftersales (GM CCA) began selling remanufactured LZ4/LZ9/LZ8/LGD/LZG engines available through dealers. The vehicle applications span Chevrolet, Buick, Pontiac and Saturn makes, and models ranging from Impala, Monte Carlo and G6, to the Aura, Lucerne and Uplander. The vehicle model years vary according to application and span 2006-2010 model years.

As with all GM remanufactured engine products, those in the GM High-Value line come in an updated and complete long-block configuration. The reman package for the 3.9L V-6 engine consists of all essential parts from the engine block, crankshaft, connecting rods and pistons to cylinder head assemblies, timing chain components, oil pump and tinware. The remanufactured products give Independent Service Centers (ISCs) a fresh alternative to brand new versions of the engines, which are still available from GM, and a superior OE alternative to remanufactured engines available from non-OE suppliers. Available through dealers, the reman products offer vehicle owners an economical way to repower with a GM OES engine. Given the sheer number of GM vehicles on the road powered by these popular V-6 engines, along with attractive pricing and a standard 3 years/100,000 miles limited warranty, GM anticipates brisk demand for the new reman entries. “These are GM’s high-volume applications, and since we’re now getting to a time when these vehicles may be starting to rack up some miles, there’s likely to be growing demand for replacements. We’ve been designing and preparing these remanufactured engines for several years and now we’re putting them on the market.” Grant Powers, engine product specialist with GM CCA

Remanufactured 3.9L, V-6, 242 C.I.D GM Engines These engines consist of engine block, crankshaft, connecting rods, pistons, piston rings, cylinder head assemblies (including valve train components), lifters, camshaft, timing gears and chain, timing chain dampener, front cover, oil pump, valve covers and oil pan. (see page 6 for the 3.9L application chart)

➞

2006 3900 3.9L V-6 (LZ9) for the Pontiac G6 (complete engine with all accessories shown here)


5

SPECIAL INSERT

Repair Industry News & Updates Application Chart: Remanufactured 3.9L, V-6, 242 C.I.D. GM Engines (from page 5) Part No. 19178138

19178139

19178143 19256063 19256060

19256057

19178140

19178141

19178142

RPO APPL

RPO APPL NOTES RPO APPL RPO APPL RPO APPL RPO APPL

RPO APPL

RPO APPL RPO APPL

2006 Pontiac G6

6


Years LZ9, LGD 2006 2007 2006 2006 2006 2007 2006 2007 2007 2007 LZ9 2006 2010 CAST IRON FRONT COVER FOR CONVERTIBLE MODELS LZ8 2007 2007 LZG 2008 2008 LZ9, LGD 2008 2009 2009 2010 LZ4 2008 2010 2008 2010 2006 2007 2008 2008 2008 2010 LZ4/LZE 2006 2008 2007 2008 2008 2008 2008 2010 LZ4 2008 2010 2007 2009 LZ4 2007 2008

Make

Model

PONTIAC CHEVROLET CHEVROLET SATURN CHEVROLET

G6 (3Z) IMPALA, MONTE CARLO (W) UPLANDER (U) RELAY (U) MALIBU (3Z)

PONTIAC

G6 (3Z) CONVERTIBLE

CHEVROLET

IMPALA, MONTE CARLO (W)

CHEVROLET


CHEVROLET BUICK

UPLANDER (U) LUCERNE (H)

PONTIAC CHEVROLET CHEVROLET SATURN CHEVROLET

G6 (3Z) IMPALA, MONTE CARLO (W) UPLANDER (U) AURA (3Z) MALIBU (3Z)

CHEVROLET PONTIAC SATURN CHEVROLET

IMPALA, MONTE CARLO (W) G6 (3Z) AURA (3Z) MALIBU (3Z)

SATURN PONTIAC

VUE G6 (3Z)

CHEVROLET


2009 Buick Lucerne

Battery Killers

Common Causes of Battery Failure

Hot or cold, a harsh environment has a negative effect on automotive battery life. Slow cranking, especially during colder weather at this time of year, is often the first sign of a failing battery.

IN THIS ISSUE

The battery has three functions as a major source of energy:

Battery Killers . . . . . . . . . . . . . . . . . . . . . . . .1

• Engine cranking

OnStar Back-up Battery Activation . . . . . 3

• Voltage stabilizer

Duramax Diesel Exhaust System Fluid Injectors . . . . . . . . . . . . . . . . .4

• Alternate source of energy when electrical demand is high When replacing a battery, the new battery should match the specifications of the original battery in order to maintain proper vehicle performance.

New Advanced Powertrain Technology Seminar . . . . . . . . . . . . . . . . . .5

Battery Ratings

HFO-1234yf A/C Refrigerant . . . . . . . . . . . .6

A battery may have three ratings: amperage hours (AH), reserve capacity (RC), and cold cranking amperage (CCA).

New Fuel Module Design . . . . .. . . . . . . . . .6 Tech Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

The amperage hour rating is the maximum amperage discharge rate that allows the battery to maintain a terminal voltage of 10.5V at 80° F (27° C) for 20 hours. For example, a 100 AH battery should provide 5 amperes for 20 hours at 80° F (27° C).

Training Update . . . . . . . . . . . . . . . . . . . . . .8

ON THE WEB

Reserve capacity is the amount of time in minutes it takes a fully charged battery, being discharged at a constant rate of 25 amperes and a constant temperature of 80° F (27° C), to reach a terminal voltage of 10.5 volts The cold cranking amperage is an indication of the ability of the battery to crank the engine at cold temperatures. The cold cranking amperage rating is the minimum continued on page 2

– www.acdelcotechconnect.com, click the TechConnect Magazine link, or – Log in to the ACDelco LMS, click the Resources link

Battery Killers –

continued from page 1

amperage the battery must maintain for 30 seconds at 0° F (−18° C) while maintaining at least 7.2 V.

Volume 19, Number 1 (TS-PU-0005-12)

Electrolyte Freezing A typical automotive battery is a flooded cell lead-acid battery. It is formed when two chemically dissimilar plates, divided by a separator, are placed in a solution called electrolyte. In typical automotive batteries, one plate is made of lead and the other of lead dioxide. The electrolyte is a solution of 64% water and 36% sulThe chemical composition of the electrolyte furic acid. A chemical reaction occurs changes as the battery is discharged. between the two plates and electrolyte solution that create approximately 2.1 volts of electrical energy. As a battery loses its charge, the chemical composition of the electrolyte changes and it becomes more like water. The freezing point of electrolyte depends on its specific gravity. A fully charged battery will not freeze until the ambient temperature gets below −65° F (−54° C). However, a battery with a low state of charge may freeze at temperatures as high as 20° F (−7° C). Since freezing may ruin a battery, the battery should be protected against freezing by keeping it properly charged above 80 percent state of charge, where the freezing point of the battery will be somewhere below −25° F (−32° C).

Common Causes of Malfunction Regardless of the environment, a battery is not designed to last forever. With proper care, however, the battery will provide years of good service. If the battery tests “good” but still fails to perform well, check for these common causes: • Vehicle accessories left on after the ignition is turned off • Regular short trips in stop-and-go traffic, and with many electrical accessories in use, such as the air conditioning, headlights, wipers, rear window defroster, etc., that do not allow enough time to properly charge the battery • The electrical load has exceeded the generator output, particularly with the addition of aftermarket equipment • Existing charging system conditions, such as a slipping belt or a generator that is not in proper working order • The battery has not been properly maintained, including a loose battery hold down or missing battery insulator • Electrical system conditions that draw down battery power

Parasitic Draw Components most likely to cause a parasitic draw on a vehicle’s battery are switches, relays and control modules. After the ignition is turned off, the control modules will begin to go to sleep (shut off). All control modules do not go to sleep at the same time; some may take up to 30 minutes or longer after turning off the ignition before going to sleep, like the Body Control Module (BCM). Others modules are designed to periodically wake up, perform a task, and go back to sleep at regular intervals, such as the OnStar and keyless entry control modules. These are all normal conditions. For example, an engine off natural vacuum evaporative test can occur if the Engine Control Module (ECM) determines the drive cycle has met the appropriate criteria immediately after key off. The ECM will stay awake and the vent solenoid will stay energized for as long as 45 minutes. The typical current draw for this is about 1 A. The remote keyless entry receiver also consumes an extremely low mA current for monitoring purposes. Actual system wake up only occurs when the key fobs for the vehicle are used. When other devices on the same remote keyless entry operating frequency are activated, the receiver will have a continued on page 3

2 Tech Connect

ACDelco TechConnect is published bi-monthly and online for technicians to provide timely service information, increase knowledge and improve the performance of the service center. ACDelco 360 represents our mission to look at our businesses at every possible angle to provide value and assistance to our distributors and their customers as well as offer a full circle of support with programs, tools, training and marketing focused on enhancing and growing our partnership successfully.

Publisher: Rick Balabon ACDelco E-mail [email protected] Editor: Greg St. Aubin ACDelco E-mail [email protected] Technical Editor: Mark Spencer E-mail [email protected] Production Manager: Marie Meredith Desktop Publishing: 5by5 Design LLC E-mail [email protected] Write to: ACDelco TechConnect P.O. Box 500 Troy, MI 48007-0500 On the Web: To read and search recent issues of TechConnect online: – www.acdelcotechconnect.com, click the TechConnect Magazine link, or – Log in to the ACDelco LMS, click the Resources link 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.

©2012 ACDelco. All rights reserved.

Battery Killers –

continued from page 2

100 mA spike. These spikes are normal and should not cause excessive battery draw.

• Never clamp the tester's leads directly to the studs when testing a top stud battery with a conductance tester

Check any possible aftermarket equipment that may cause an unacceptable parasitic current drain. Aftermarket accessories installed into the courtesy lamp circuit can cause the inadvertent power timer in the BCM to keep resetting, which could cause the BCM to remain awake and cause a current drain on the battery.

• ACDelco ST-1201 side terminal/top stud adapters are for the charging and load testing of batteries only. They should not be used when testing a side terminal or top stud battery with a conductance tester. Inaccurate readings will result due to the coating on the ST-1201 adapters

Battery Testing using a Conductance Tester Conductance is a measurement of a battery’s current producing capability. This technology can help accurately identify batteries that have reduced performance after being in service. When using a conductance-type battery tester on side terminal and top stud batteries: • Make sure the battery in the tester is not weak or inaccurate readings may result • When testing side terminal or top stud batteries with a conductance tester, always use lead terminal adapters. Make sure the terminal adapter makes good contact with the lead pad of the battery or inaccurate readings will result • Never use steel bolts when testing a side terminal battery with a conductance tester

Conductance-type battery testers should never be used to determine state of health, state of charge, or CCA rating of a new, never installed battery. New batteries will develop their full performance capabilities only after a period of cycling in a vehicle. To check the condition of a battery prior to installation, measure open circuit voltage (OCV). An OCV of 12.24V is adequate to provide the power requirements for starting most vehicles under most conditions. All batteries will self-discharge and deteriorate in condition over time, which makes proper rotation and proper storage — a battery stored at 95° F (35° C) will self-discharge twice as fast than one stored at 75° F (24° C) — of inventory essential. – Thanks to Todd Merkle

OnStar Back-up Battery Activation During diagnosis of an electrical condition, such as a battery parasitic drain, it’s important to understand the power consumption and activation of the OnStar® system. The system also features a back-up battery that is designed to activate only when the main battery power is lost. The OnStar system will stay powered up after the ignition has been turned off for an extended time in order to allow for remote services such as door unlock, horn chirp, light flash, etc. Power cycle (also referred to as DRX) times vary depending on the generation of the OnStar system. The system generation can be identified by using a Tech 2 scan tool (Body> Vehicle Communication Interface Module>Module ID Information> Module Information 2) or GDS/GDS 2 (Telematics Communication Interface Control Module/Identification Information). All Gen 6, 7, 8, and 9 systems are powered up continuously for 48 hours from ignition off. After 48 hours, the Gen 6 and some Gen 7 systems power off; Gen 7.XXL and all Gen 8 systems will enter a 9 minute OFF/1 minute ON power cycle for an additional 72 hours.

Gen 9 and FCP1 (Chevy Volt) will remain in this mode for 120 hours (5 days). After 120 hours from ignition off, these systems completely power off. The expected current draw of the OnStar module is: • IGN ON – 240 to 400 mA • IGN OFF – 3 to 20 mA for 48 hours or 120 hours on Gen 9, FCP1 (Volt), and specified VCPs • IGN OFF – 0.2 to 0.8 mA after 48 hours or 120 hours on Gen 9, FCP1 (Volt), and specified VCPs Certain OnStar-equipped vehicles may also be equipped with a back-up battery. The back-up battery is a nonrechargeable, lithium battery intended to provide an auxiliary power source for the Telematics Communication Interface Control Module, or Vehicle Communication Interface Module (VCIM), so an emergency notification call can be made in the event of a vehicle collision where power from the main vehicle battery is disabled. If the back-up battery fails, a Diagnostic Trouble Code may set. Do not disconnect the main vehicle battery or remove the Telematics Communication Interface Control 3 Tech Connect

Module fuse with the ignition key in any position other than OFF. Disconnecting power to the Telematics Communication Interface Control Module in any way while the ignition is ON or with Retained Accessory Power (RAP) activated may cause activation of the OnStar back-up battery. Opening the driver’s door should disable RAP. Once the back-up battery is activated, it will stay on until it has completely discharged. The backup battery is not rechargeable and once activated it must be replaced. The back-up battery is intended to have a limited life span of approximately four years and is designed to maintain an open circuit voltage between 16V and 9V throughout this period. The back-up battery is connected to the control module through the back-up battery positive voltage circuit and back-up battery ground circuit and is protected from a short circuit by means of an internal fuse. The status of the back-up battery and its associated wiring is monitored by the Telematics Communication Interface Control Module. – Thanks to Rick Balabon

Duramax Diesel Exhaust System Fluid Injectors The new 6.6L Duramax diesel engine that debuted in the 2010 Chevrolet Express and GMC Savana and 2011 Chevrolet Silverado and GMC Sierra is equipped with an advanced exhaust aftertreatment system to reduce emissions. The aftertreatment system features two diesel exhaust system injectors. The Diesel Exhaust Aftertreatment Fuel Injector, also called the Q57 Indirect Fuel Injector or the Hydrocarbon Injector, supports Diesel Particulate Filter (DPF) regeneration — reducing particulate matter, or soot, in the exhaust — by adding fuel to the engine exhaust system. On the previous Duramax diesel engine, this was accomplished using the cylinder injectors via post injection. Now, the Exhaust Aftertreatment Fuel Injector sprays fuel into the turbo downpipe. The other new injector is the Diesel Emission Reduction Fluid Injector, also called the Diesel Exhaust Fluid (DEF) injector. It injects DEF into the exhaust gases to suppress oxides of nitrogen (NOx) emissions. The DEF injector is located downstream of the Diesel Oxidation Catalyst (DOC) and upstream of the Selective Catalyst Reduction (SCR) system/DPF.

Diesel Exhaust Aftertreatment Fuel Injector The Diesel Exhaust Aftertreatment Fuel Injector, or Hydrocarbon Injector (HCI), is a new type of dedicated diesel fuel injector used during DPF regenerations only. The fuel injector threads into the turbo downpipe tube. The HCI is commanded on by the Engine Control Module (ECM) and injects fuel directly into the engine’s exhaust gases downstream of the engine’s turbo. Fuel to the injector is supplied from the low-pressure side of the high-pressure fuel pump. The injector’s control valve is located over the right rear cylinder head. The HCI supplies a measured quantity of fuel into the exhaust gas only during enabled regeneration events. The DOC converts this added fuel into the heat that’s needed to regenerate the DPF by incinerating accumulated soot. DOC temperatures are monitored during regeneration by two Exhaust Gas Temperature sensors (EGT 1 and EGT 2). If temperatures are too low, DTC P0420 (Catalyst System Low Efficiency) will set.

The HCI system operates only when enabled (regen enable). On 2010-2011 model year vehicles, the system isn’t used during service regenerations. The service regeneration cycle is driven by post-injection from the engine’s eight diesel fuel injectors (just as on the 2007-2010 Duramax engine). For 2012, the HCI system is used for both enabled and service regenerations.

Diagnosis Successful on-road DPF regeneration relies on proper HCI function. For Duramax diesel DTCs such as P0420, P24A0 (Closed Loop DPF Regeneration Control at Limit - Temperature Too Low), or P2463 (Diesel Particulate Filter Soot Level Accumulation), the indirect fuel injector should be diagnosed for proper function as described in the appropriate Service Information. Test the HCI for proper flow quantity prior to replacing the DOC to avoid misdiagnosis.

When servicing the DEF tank and DEF injector, do not overstress the DEF injector’s plastic inlet nipple. Make sure the emission reduction fluid exhaust supply pipe retains slack. The nipple can fracture if overstressed. When removing the DEF supply pipe from the DEF injector, it may be necessary to flush the connector with water to ease release of the supply pipe from the injector nipple.

Diesel Exhaust Fluid DEF (urea) is a clear solution of approximately 32% ammonia and 68% water. When the water evaporates from the fluid, white crystalline deposits (some deposits may appear darker depending on soot incorporation) of urea remain. Since this fluid travels through the DEF injector, it is common for these deposits to form at the exit nozzle of the injector and, in some cases, inside the injector.

If the HCI isn’t injecting enough fuel, the regeneration-measured exhaust temperatures (as determined by EGT 1 and 2) may be too low and set DTC P0420. Prolonged HCI difficulty may also set DTC P2463 or P2459 (Diesel Particulate Filter Regeneration Too Often).

Diesel Emission Reduction Fluid Injector The Diesel Emission Reduction Fluid Injector, or Diesel Exhaust Fluid (DEF) injector, sprays DEF into the exhaust for distribution into the SCR catalyst. The DEF injector is mounted just downstream of the DOC canister on the DOC exhaust pipe. To help maintain DEF injector integrity, let the vehicle idle for 10 minutes immediately after a service regeneration before turning off the engine. This allows time for the DEF injector to cool.

Crystalline urea deposits over the DEF injector’s exit nozzle.

The presence of deposits over the DEF injector’s exit nozzle alone shouldn’t prompt an injector replacement. Rather, perform the DEF Quantity Test — refer to the Emission Reduction Fluid Injector Quantity Test in the Service Information — to diagnose the DEF injector for performance issues. The urea deposits are usually soluble in water. Once the DEF system begins spraying fluid again, these deposits dissolve and clear from the nozzle exit. This includes the crystals that may form on the inside of the DEF injector as well as at the exit nozzle.

The DEF injector is mounted downstream of the DOC canister on the DOC exhaust pipe.

If these deposits interfere with DEF injection, perform the quantity test a few times to allow for the DEF crystals to dissolve. continued on page 5

4 Tech Connect

New Advanced Powertrain Technology Seminar Driving one mile in a Chevrolet Volt running on electricity is estimated to cost about one-sixth of what it costs to drive a conventional gasoline vehicle, when charged at off-peak hours. That means for the same cost of driving 30 miles on electricity in a Volt, you’ll only get five miles using gasoline. Doing the math highlights one of the reasons behind the development of electrified powertrains such as the Volt and the new GM eAssist system, which offer an alternative to higher fuel prices as well as an opportunity to reduce the amount of carbon dioxide emitted into the environment. The new ACDelco Advanced Powertrain Technology seminar, S-EL06-06.01SEM, is a one-hour seminar providing an overview of GM electric and eAssist hybrid vehicles, including electrical power supply systems, high voltage systems, eAssist operation, Jump Assist and jump starting procedures.

The different types of hybrid vehicles are reviewed in the seminar. These include series hybrid electric vehicles, such as the Volt, where only the electric motors propel the vehicle; parallel hybrid electric vehicles, such as the Buick Regal with eAssist, where the power of the electric motor assists the internal combustion engine; and series/parallel hybrid electric vehicles, such as the Chevrolet Tahoe Two-Mode SUV, which allows direct connection of both the engine and the electric motors to the final drive.

Volt Electric Drive System The seminar covers the high-torque electric drive system of the Volt. Energy is stored in the 16-kilowatt (kW) hours lithium ion battery pack that has three battery cell sections connected in series to produce a nominal 360 volts. High voltage system components, including the drive motor battery charger and the drive motor/generator power inverter module, also are presented.

The seminar covers:

• Safety considerations • Hybrid vehicle types • Chevrolet Volt high voltage electrical energy source

• eAssist components • eAssist drive cycle • Jump starting procedures

is integrated in the powertrain to provide electric boost as well as restart the engine after automatically turning off when stopped. The seminar highlights the various eAssist components, such as the starter/generator, which provides up to 15 kW of electrical energy as a generator and 44 lb.-ft. of torque as a motor. In addition, the seminar covers how the Jump Assist feature of the eAssist system works. The Jump Assist feature supplies electrical energy from the high voltage battery to the 12V battery to jump start the vehicle.

Learn More

• The benefits of electrified powertrains

• Chevrolet Volt electric drive system operation

eAssist motor/generator

Volt lithium ion battery pack

eAssist System The eAssist system now offered in the new Buick LaCrosse and Buick Regal features a starter/generator that

In addition to the new Advanced Powertrain Technology seminar, ACDelco offers Web-based training courses, online Virtual Classroom Training and a variety of instructor-led, hands-on courses. To review the latest training courses available, log in to the ACDelco Learning Management System (LMS) at www.acdelcotraining.com. – Thanks to Greg St. Aubin

Duramax Diesel Exhaust System Fluid Injectors – continued from page 4 Temperature also helps dissolve the crystals deposits. Urea melts at about 275° F (135°C). Since the quantity test is performed when the vehicle is off, it may take longer for the crystals to dissolve than it would on a running vehicle.

Cold Temperatures When the 6.6L Duramax diesel engine is operated in extremely cold ambient temperatures, a Service Exhaust Fluid System message may be displayed on the Driver Information Center. DTC P204F (Reductant System Performance) may set with possible

vehicle speed limiting. Temperatures would have to be under -4° F (-20° C) for long periods of time. If this message is displayed, complete the current Service Information diagnosis for any DTCs or symptoms found. The vehicle may actually have a low reductant fluid pressure, which would also set DTC P204F. For 2010-2011 models only, a new calibration was released to improve extreme cold temperature conditions related to DTC P204F. 2012 models have updated calibrations.

5 Tech Connect

Other factors that could contribute to the setting of DTC P204F include the use of an aftermarket winter cover or a combination of a winter cover and a snow plow (if the vehicle is equipped with a snow plow, a winter cover must not be used). This may allow the system to sense artificially high underhood temperatures, which could potentially prevent the DEF heaters from turning on and thawing the reductant fluid as required. – Thanks to Brian Fuller and B.J. Lackey

HFO-1234yf A/C Refrigerant Approved GM will introduce air conditioning refrigerant HFO-1234yf, a new greenhouse gas-friendly refrigerant, in 2013 models in the U.S. The new refrigerant recently received final approval from the U.S. Environmental Protection Agency (EPA). The EPA and U.S. Department of Transportation have adopted new standards for reducing greenhouse gas emissions from light-duty motor vehicles. The EPA awards regulatory credit for the improved environmental performance of the new refrigerant, which helps GM meet the overall requirements of the EPA’s new motor vehicle greenhouse gas regulations. In addition to the new U.S. standards, the European Union has adopted the Mobile Air Conditioning Directive, which requires new vehicle models starting in 2011 to use a refrigerant with a Global Warming Potential (GWP) below 150. HFO (hydrofluoroolefin)- 1234 (stands for a specific compound: 1 – double bond, 2 - hydrogens, 3 – carbons, 4 – fluorines) yf (position of the fluoro atoms) has been specifically developed for mobile air conditioning in vehicles worldwide.

of more than 13 years, giving it a GWP of over 1,400. By comparison, HFO1234yf lingers in the atmosphere for just 11 days and has a GWP of only 4, a 99.7% improvement. GWP is a value used to compare different greenhouse gases that trap heat in the atmosphere. The base measurement for GWP is relative to that of carbon dioxide (CO2).

The biggest benefit of the new refrigerant is that it breaks down faster in the atmosphere than R-134a. On average, R-134a has an atmospheric life

According to industry estimates, there are more than 400 million cars with air conditioning systems globally, with each system using between one

New Fuel Module Design ACDelco is making changes to several fuel modules to further enhance their performance. The timing of the changes for each part number will vary, but implementation of the changes begin this summer.

half and one kilogram of refrigerant. Air conditioning systems using HFO-1234yf are more energy efficient than carbon dioxide-based air conditioning systems, particularly at high ambient temperature conditions. HFO-1234yf is compatible with current low-pressure A/C systems and can be used as a replacement for R-134a with minimal reengineering of automotive A/C systems. – Thanks to Rick Balabon

• Jet pump is added to help maintain fuel in the reservoir. • The float material is more fuel resistant for longer life. • The external strainer is moved inside the fuel module to help reduce the chance of puncture. • Some float arms and pivot points will change; however, the fuel level sensor output will not change.

The new design changes include: • The pump is changing from a Gerotor pump to a Generation 4 Turbine pump, which will be quieter and more durable.

While the appearance of the fuel modules will change, the fit, form and function will not. In addition, the part numbers will not change.

• The module plastic material is changing to a more fuel resistant Acetyl plastic that provides an improved high alcohol fuel tolerance.

To address any customer concerns regarding the product changes, a special notice will be placed inside each box alerting the customer that the module has undergone changes.

• Guide rods will be reduced from 3 to 2, which retains proper alignment while reducing pinching.

– Thanks to Dan Carter 6 Tech Connect

TechTips 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 Diagnostic Hotline can help. Call 1-800-825-5886, prompt #2, from 8 a.m. to 8 p.m. ET MondayFriday, to speak with a technical expert with the latest OEM information.

Underbody Engine Compartment Shields 2013 and prior GM passenger cars and trucks

To install a spacer, cut a piece of 1/4inch self-adhesive foam and place it on the inside of the rubber boot over the end of the wireless card.

Many new GM vehicles are being produced with full shields under the engine compartment. These shields, commonly referred to as “belly pans” or “splash shields,” are being introduced to help meet vehicle noise regulations as well as to enhance aerodynamics. Care should be used to ensure that spilled fluids, solvents, rags and paper records are not left in the engine compartment after maintenance. On a vehicle with a full shield under the engine compartment, there is an increased chance that any spilled or dropped materials will remain in the engine compartment and create a risk for potential vehicle damage.

Insert the foam spacer inside the rubber boot over the end of the wireless card.

An intermittent connection also may result from stress on the USB cable. It’s important to install the stress relief adapter on the end of the MDI to prevent any movement of the USB cable from pulling on the connection.

• Using only soap and water to clean any incidental spills.

• The power steering pump reservoir is full • The accessory drive belt is in good condition and the pulleys are not bent or damaged • The operation of the belt tensioner and that there is proper belt tension • Power steering hose ground out • Engine idle and correct engine rpm

• Removing the engine compartment underbody shield entirely before performing service work (including oil and filter changes).

• Avoid the use of flammable solvents, such as brake or carburetor cleaner, to clean any spills.

On 1999 Buick Riviera, 1999-2001 Buick Park Avenue and Ultra, 2000-2001 Buick LeSabre, and 2000-2001 Pontiac Bonneville models, it may be necessary to install a new power steering pressure (inlet) and return (outlet) hose assembly. During diagnosis, check the following:

Technicians should consider:

• Avoid placing pads or rags on the engine compartment underbody shield to catch spills if the shield is not removed during service.

models, it may be necessary to install a new power steering pressure (inlet) hose assembly.

Install the stress relief adapter and then slide the USB cable through the adapter.

If the adapter is missing, a new one can be ordered from GM Dealer Equipment at www.gmdesolutions.com or 1-800-GMTOOLS. The adapter part number is 3000215.

On the 1995 Buick Riviera, a defective harmonic balancer also can influence steering vibrations after power steering hose installation. When installing the pressure hose on the Riviera, pull down on the pressure hose at the rear of the engine or bend the hose to allow clearance between the hose and the front of the dash.

Product Information For free technical assistance and product information regarding specific ACDelco products, contact these toll-free information hotlines staffed by ASE-certified technicians:

Connecting the GM Multiple Diagnostic Interface (MDI) Tool

Install the stress relief adapter with the supplied hardware. Once installed, slide the USB cable through the adapter.

When using the MDI tool for programming with a wireless network connection, some users may have experienced an intermittent network connection. One possible cause for the intermittent connection may be that the wireless card has become unseated from its port.

Steering Vibration during Parking Maneuvers

Brakes – 1-888-701-6169 (prompt #1)

1995-1999 Buick Riviera; 1997-2001 Buick Park Avenue, Ultra; 2000-2001 Buick LeSabre, Pontiac Bonneville

Clutches – 1-888-725-8625

A steering vibration, shudder or moan noise may be noticed when steering during parking maneuvers on dry pavement. A power steering hose assembly may be needed to correct this condition.

Shocks – 1-877-466-7752

On 1995-1998 Buick Riviera and 1997-1998 Buick Park Avenue and Ultra

Wiper Blades – 1-800-810-7096

To help improve the connection, remove the rubber end cover from the MDI and push the wireless card to reseat it. It may be helpful to install a foam spacer to keep pressure on the card.

7 Tech Connect

Chassis – 1-888-701-6169 (prompt #2) Lift Supports – 1-800-790-5438 Starters and Alternators – 1-800-228-9672 Steering (Pumps, Rack and Pinion, Gears) – 1-866-833-5567

TrainingUpdate Learning Management System Updates The ACDelco Learning Management System (LMS) that provides access and information about all ACDelco training courses has recently been redesigned to make it easier and more convenient to search for courses as well as track and plan training. From the new Home page, users can: • Use the top navigation bar to navigate the LMS • Edit your profile by clicking your name • Display your ACDelco Representative by selecting “My ACDelco Representative is” • View information about training activities, including reminders about upcoming enrollments, and links to take evaluations • Click Manage My Training to view the most visited pages • Click Manage My Shop to view employee training records (This feature is available for manager roles.) • Click the Prime Media links to view Recorded Virtual Training or Training Videos • View What’s New, which contains information about new LMS features, new available training, and quick links to browse available training. • Search the schedule for Instructor Led Training, Virtual Classroom Training and Seminars in your area • View VCT and ILT Countdowns that display when the next session is available and if there are any open seats • Check the Medallion Program for a display of the completed curriculum for an individual or organization

Current Instructor-Led Training Courses The following ILT courses are currently being scheduled: Course Number S-AC07-02.01ILT

Course Name

Course Number

Course Name

Automotive Air Conditioning Advanced Refrigerant System Diagnostics

S-EP08-02.02ILT

Electronic Ignition System Operation and Diagnosis

S-AC07-03.01ILT

HVAC Control System Operation and Diagnostics

S-EP08-03.01ILT

S-BK05-01.01ILT

Braking Systems

Engine Performance Air Induction and Fuel System Diagnostics

S-BK05-02.01ILT

ABS Operation and Diagnosis

S-EP08-03.02ILT

S-EL06-04.02ILT

Network Communication Diagnosis

Air Induction and Fuel Injection Operation and Diagnosis

S-EL06-10.02ILT

Electrical Power Management

S-EP08-04.01ILT

Engine Performance Fault Monitoring and Emission System Diagnostics

S-EP08-04.02ILT

Emission System Operation, Fault Monitoring and Diagnosis

S-EP08-05.01ILT

Engine Performance Advanced Drivability Diagnostics

S-EP08-81.01ILT

Duramax 6600 Diesel Engine Performance

-EP08-81.02ILT

Duramax Diesel Operation and Diagnosis

S-SS04-01.01ILT

Vibration Correction Diagnostics

S-ST10-01.01ILT

Supplemental Restraint Systems

S-EL06-11.01ILT

Automotive Electrical Circuit Diagnosis and Repair

S-EL06-11.02ILT

Enhanced Automotive Circuit Diagnosis

S-EL06-12.01ILT

Hybrid Technology and Service

S-EL06-13.01ILT

Body Electrical Global Diagnostics

S-EL06-14.01ILT

Advanced Body Control System Electrical Diagnostics

S-EP08-02.01ILT

Engine Performance Computer Controls and Ignition System Diagnostics

8 Tech Connect

Performance & Racing

GM continues leadership on and off the track.

The Corvette 427 Convertible 60th Anniversary model blends elements of the Z06 and ZR1 models to create the fastest and most-capable convertible in Corvette’s history. Its heart is the 427-cubic-inch (7.0L) LS7 engine from the Corvette Z06 rated at 505 horsepower.

The Chevrolet Performance LSX Challenge Series is back for 2012. The LSX challenge is the premier racing series for street-based vehicles powered by Chevrolet’s LS and LSX engines. Upcoming events are: • June 1-3 in Atlanta • Sept. 7-9 (LS Fest) at Beech Bend Raceway in Bowling Green, Kentucky • Oct. 11-14 at Indianapolis Raceway Park

Three Chevrolet Performance engines are available for the COPO Camaro. They were developed to align with the top classes in NHRA’s various Stock Eliminator and Super Stock ranks. Available engines include: •A n LS7-based naturally aspirated 427 (7.0L) V-8 •A supercharged, LSX-based 327 (5.3L) V-8 featuring a 2.9L supercharger •A supercharged, LSX-based 327 (5.3L) V-8 featuring a 4.0L supercharger National records for quarter-mile times in these contests are in the nine-second range.

Racing’s potent Cadillac CTS-V Coupe race cars return to the track in 2012. Veteran racecar drivers Johnny O’Connell and Andy Pilgrim bring a fierce sense of competition to the Cadillac Racing team. O’Connell is behind the wheel of the No. 3 car, and Pilgrim drives the No. 8 car, and both cars are based on the critically acclaimed Cadillac CTS-V Coupe production car.


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The Technical Side

GM gears up production of reman versions of workhorse Hydra-Matic Transmissions. Reman versions of Hydra-Matic 6T70 and 6T75 transmissions used in GM crossover vehicles and select sedans incorporate up to a dozen updates since they were first introduced beginning in 2007, making them a superior option for transmission replacement jobs.

2007 6T70 (MH2) FWD 2007 6T75 (MY9) FWD / (MH6) AWD Six-speed Automatic Transaxle.

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GM Customer Care and Aftersales (GM CCA) is ramping up availability of remanufactured — and fully updated — transmissions for a variety of GM vehicles powered by 3.0L and 3.6L engines. “There are significant upgrades to all previous model years,” says Chris Thomas, product development manager for transmissions with GM CCA. “We’ve updated every transmission made since 2009 with an improved thirdand fifth-gear waveplate, making this a much better product than transmissions that may merely have been rebuilt.”

“Both transmissions are workhorses in the GM fleet,” noted Thomas. “They’re among the highest volume transmissions GM produces and the 6T75 is the third-largest selling OE Service transmission. Demand will continue to grow as many older applications age and exit the warranty phase. We’ll start to see these transmissions in the aftermarket, and we’re anticipating big-time interest from Independent Service Centers (ISCs),” he says. Priced to be competitive with non-OE aftermarket products as well as transmission rebuilds, both transmissions come with GM’s 3 years/100,000 miles limited warranty.

The transmissions were introduced as cutting-edge, and remain so and then some in their fully updated, reman versions. Their attributes include calibration for smooth shift feel; reduced powertrain complexity due to internal control module; heat-treated gears that reduce noise, vibration and harshness; and an adjustable capacity vane-type fluid pump that enhances fuel economy.

The primary application for the 6T75 is a range of crossovers with 3.6L V-6 VVT engines. Included in the list are 2007-2012 GMC Acadias; 2007-2010 Saturn Outlooks; 2008-2012 Buick Enclaves; 2009-2102 Chevrolet Traverses; and the 2010-2102 Cadillac SRX. Sedan applications for the 6T70 reman transmission include similar model-year spans for the Pontiac G6, Saturn Aura and more.

2008 Saturn Outlook


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Business of Repairs

“Connect & Cruise”

is music to the ears of vintage restorer. Maybe it was the simplicity of the words: “Connect & Cruise.” Perhaps it was the basic proposition of easily breathing new life into a classic vehicle. Or, it could have had echoes of what he does in a side business. Whatever it was that initially drew Dan Fairbanks to Chevrolet Performance’s newest product offering, he’s relieved at the shortcut it’s provided and excited at the prospect of what he’ll have at the end of the day. Fairbanks, of Germantown, Wisconsin, is among the early crop of customers for Chevrolet Performance’s Connect & Cruise Crate Powertrain Systems offering, which furnishes factory-engineered engine and transmission combinations, matched with electronic control modules, wiring harnesses and other key components. Three months after first learning about the new program at the Chevrolet Performance booth at the 2011 SEMA show last fall, Fairbanks is on the homestretch of adding the

430-hp LS3/4L65E four-speed transmission package to a classic restoration project he’s tinkered with for 20 years. The Connect & Cruise package, purchased through a Chevrolet Performance dealer, replaces a 400 Chevy small block and a transmission that’s been in a 1949 Plymouth Coupe that has kept Fairbanks constantly busy modifying, rebuilding and refining. The vehicle, mounted on a 1981 Chevrolet Malibu chassis, has been a source of fun and pride for Fairbanks, but also a lot of tedious work, especially in the powertrain department. “The car sat for a few years after I bought it, but I’ve also done three rebuilds of the original engine over the course of three years,” Fairbanks says. “But almost every year it seems

like you have to do something with it. Even with an older engine like this that has fuel injection, it’s not trouble-free.” Still, Fairbanks never seriously entertained the thought of repowering the vehicle. With “one of the best small blocks ever made,” he says, the car was fine as it was. Despite the routine care it demanded, it was a workhorse and an original.

Connect & Cruise Offered a Packaged Solution

Connect & Cruise Crate Engine and Transmission Package

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But the more he heard about Connect & Cruise, the more he liked it. He was especially drawn to the idea of having a packaged solution, one that didn’t involve a lot of research into engine and transmission pairings and compatibility on his part. Plus, the prospect of a “plug-and-play” solution

held some appeal because it promised a reprieve of sorts from years of time-consuming and often painstaking restoration and maintenance work. “If this hadn’t been complete plug-and-play I probably wouldn’t have tried this. This newer powertrain stuff is not as familiar to me, so by having all of this in a kit and basically put together made a lot of sense.” “Aside from some minor reconfigurations involving motor mounts, transmission cross members, and a new oil pan to accommodate the new engine, the installation project has gone smoothly. The whole project seems to be one that you can get through without necessarily being familiar with all of the fine details.” Dan Fairbanks, vintage car restorer, Connect & Cruise customer

Fairbanks is convinced Connect & Cruise would have ultimately proven to be a faster, cleaner, more pleasing and, over time, a less expensive option to another round of rehabbing the old engine. Plus, in taking advantage of a $500 rebate on the Connect & Cruise package, Fairbanks was able to plow the savings back into other parts for the project, such as a new starter and power steering components. “This just made a lot of sense rather than rebuilding the old 400 engine again,” Fairbanks says. “You spend $3,000 or $4,000 on a engine and transmission rebuild, and while that’s less than the cost of the new technology what you’re getting is so much better. But the big advantage comes in having everything matched up. You can try to do that yourself, but you never know if the information you’re getting is good. The fact that you’re getting this from Chevrolet Performance and they stand behind it makes all the difference.” Contact your dealer for available Connect & Cruise powertrain packages and rebate offers.


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