charge! new regulated voltage control...
TRANSCRIPT
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May/June 2005Volume 12, No.3
Traditional charging systems use an internaltemperature sensor inside the generator toestablish generator voltage set points. Whenthe generator is cold, it raises the voltage out-put set point. When the generator is hot, itlowers the voltage output set point. This type ofsystem tends to overcharge the battery on longtrips at highway speeds and undercharge thebattery on short trips with low vehicle speeds.
Regulated Voltage Control (RVC) is a newdynamic control of the vehicle’s system volt-age. It regulates the generator’s output volt-age, based mainly on estimated battery tem-perature and battery state-of-charge. The mainbenefits of this system are:
• Improved fuel economy• Extended battery life• Extended lamp life• Extended switch lifeGM is using three different generations of
RVC systems on a number of new models,including Cadillac CTS, SRX and STS,Chevrolet and GMC full-size trucks and SUVs,Chevrolet Cobalt and Uplander, BuickLaCrosse and Terazza, and Pontiac Grand Prixand Montana SV6.
Since the RVC system allows changes tovehicle voltage, up or down, under variousscenarios — the battery state of charge andthe vehicle’s present electrical needs are twoconditions taken into account — the voltmetermay fluctuate. Conventional systems usuallymaintain a consistent reading of 14 volts. Thefluctuation of the RVC system may rangebetween 12 and 14 volts. This is normal sys-tem operation.
Two RVC SystemsThere are two types of RVC systems used
today — integrated RVC and stand-alone RVC(SARVC).
Integrated systemsuse a battery currentsensor to provide a bodycontrol module (BCM)the amount the battery ischarging or discharging.Accurate voltage mea-surements are takenthrough the battery posi-tive voltage and ignition1-voltage circuits. TheBCM then communi-cates information overserial data circuits for theECM/ PCM to directlycontrol the generator.
SARVC systems do not use the BCM foroperation. They have a generator battery con-trol module mounted to the negative batterycable, to interpret battery current, and voltageand battery temperature inputs. The batterycurrent sensor is internal to the module. Thismodule also directly controls the generator L-terminal duty cycle instead of the ECM/PCM.
Both types of system have two types ofcorrective actions to insure the battery staysat an 80% state of charge. These include upto three levels of load shed and up to threelevels of idle boost operation.
System OperationThe basic operation of the RVC system is
covered here, but not all systems will enter allmodes of operation; refer to the applicableservice manual information for more details.
The purpose of the RVC system is to main-tain the battery state-of-charge at 80% orabove and support vehicle loads.
The six modes of operation include:• Charge Mode• Fuel Economy Mode• Voltage Reduction Mode• Start Up Mode• Windshield De-ice Mode• Battery Sulfation ModeThe PCM/ECM (generator battery control
module on full-size trucks) controls the genera-tor through the generator L-terminal controlcircuit. It monitors the generator performancethough the generator field duty cycle signal cir-cuit. The signal is a 5 volt PWM (pulse widthmodulated) signal of 128 Hz with a duty cycleof 0-100%. Normal duty cycle is between 5-95%. The ranges between 0-5% and 95-100%are for diagnostic purposes. The accompany-
ing table shows the commanded duty cycleand output voltage of the generator.
The generator pro-vides a feedback signalof the generator loadthrough the generatorfield duty cycle signal circuit to the controlmodule. The signal is a 5 volt PWM signal of128 Hz, with a dutycycle of 0-100%. Normal duty cycle isbetween 5-99%. Theranges between 0-5%and 100% are for diagnostic purposes.
Charge Mode – The control module entersCharge Mode whenever one of the followingconditions is met:
• Under WOT conditions and when the fuelrate (sent by the ECM/PCM) is greaterthan 21 g/s and the throttle position is greater than 90%.
• The headlamps are on, low or high beam.• The wipers are on for more than
8 seconds.• The electric cooling fans are on
high speed.• The rear defogger is on.• The Battery SOC (state of charge)
is less than 80%.
Charge! New Regulated Voltage Control System
IN THIS ISSUE
acdelcotechconnect.com
continued on page 3
New Regulated Voltage Control System . .1Fuel Tank Module/
Fuel Pump Module Connector . . . . . . . .2Incorrect Placement of Inboard and
Outboard Brake Pads . . . . . . . . . . . . . . .2DEX-COOL and Conventional
Engine Coolant . . . . . . . . . . . . . . . . . . . . .4Measuring Coolant . . . . . . . . . . . . . . . . . . . .4Vehicle Service Contract Program . . . . . . .5Keeping Current in Air Conditioning . . . . .5Service Advisor Seminar . . . . . . . . . . . . . . .6Sports Report . . . . . . . . . . . . . . . . . . . . . . . . .6Tech Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Tell Us about Your TechConnect . . . . . . . . .8
DutyCycle
GeneratorVoltage
Set Point10% 11.0V
20% 11.56V
30% 12.12V
40% 12.68V
50% 13.25V
60% 13.81V
70% 14.37V
80% 14.94V
90% 15.5V
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ACDelco TechConnect is publishedbi-monthly for retail technicians toprovide timely service information,increase knowledge and improvethe performance of the service center.
Publisher & Editor:
Greg BakerACDelcoE-mail /
Technical Editors:
Mark SpencerE-mail /
Jim HornerE-mail /
Desktop Publishing:
Greg Szpaichler, MediaWurksE-mail /
Write to:*ACDelco TechConnectP.O. Box 500Troy, MI 48007-0500
On the Web::acdelcotechconnect.com
ACDelco service tips are intended foruse by professional technicians, not a“do-it-yourselfer.” They are written toinform those technicians of condi-tions that may occur on some vehi-cles, or to provide information thatcould assist in the proper service of avehicle. Properly trained technicianshave the equipment, tools, safetyinstructions and know-how to do ajob properly and safely. If a conditionis described, it cannot be assumedthat the information applies to allvehicles or that all vehicles will havethat condition.All materials and programs describedin this magazine are subject tochange. Submission of materialsimplies the right to edit and publish.Inclusion in the publication is notnecessarily an endorsement of theindividual or the company.TechConnect is published forACDelco by Sandy Corporation, Troy, MI. ©2005 ACDelco. All rights reserved.
Anytime the fuel tank module/fuel pump module is replaced on 1999-2003 CadillacEscalade; 1996-2001 Chevrolet Suburban, GMC Suburban and GMC Yukon XL; 1996-2003 Chevrolet Silverado, Chevrolet Tahoe, GMC Sierra and GMC Yukon models(excludes 2003 E85 flexible fuel vehicles and diesel vehicles), the Metri-Pack 150 con-nector (ACDelco part number PT2054) also should be replaced.
It’s important to note that not all vehicles use theMetri-Pack 150 connector. This information does notapply to vehicles equipped with the GT 280 connector.
The Metri-Pack 150 connector should be replacedbecause any residual damage to the connector mayresult in a voltage drop across the module, which canlead to repeat failures.
When replacing the connector, be sure to use thesplice sleeves provideddue to the exposure to moisture.
Refer to ACDelcobulletin 05D-J-069,which revises ACDelcobulletin 05D-J-052, formore information.– Thanks to
Dennis Kissack
Replace the Connector When ReplacingFuel Tank Module/Fuel Pump Module
The inboard brake pad on 17D-727brake pad sets can be installed in the out-board position on 1997-2005 ChevroletMalibu; 1997-1999 Oldsmobile Cutlass;and 1999-2004 Oldsmobile Alero andPontiac Grand Am models.
The incorrect placement of the inboardpad in the outboard position on thisdesign of caliper may result in caliperslide movement, rapid pad wear, possiblebinding and overheating of the brakes. Ifthe pads are incorrectly placed, thecaliper sliding action will be restricted andpad to rotor contact will always be pre-sent, contributing to pad wear and noise.The outboard pad will not easily install inthe outward mounting bracket ears, but itcan be forced into position.
Unlike many pads that have the wearindicator mounted on the outboard pad,
the wear indicator clip on the 17D-727pad sets is installed on the pad that ismounted inboard.
There are several differences that canbe noted to identify the inboard pad fromthe outboard pad. The inboard pad withthe wear indicator on these pad sets hasa taller center-positioning tab than theoutboard tab. The inboard pad also has athicker metal backing and a thinner fric-tion block than the outboard pad.
When installing the pads, do not grindthe length of the center-mounting tabenable the wrong pad to the mountedoutboard. If the center-positioning tabappears to be too long, the pads aremounted incorrectly.
Refer to ACDelco bulletin 05D-J-076 formore information.
– Thanks to Dennis Kissack
Possible Incorrect Placement of Inboard and Outboard Brake Pads
The inboard pad, right, on the 17D-727 brake pad set can be identified by a taller center-positioning tab and the wear indicator.
GT 280 ConnectorMetri-Pack 150 Connector
3
Charge! New Regulated Voltage Control System — from page 1
When one of these conditions is met, thecontrol module ramps up the voltage slowly toa level between 13.4 to 15.5 volts (dependingupon the mode of operation the system is pre-sently in) at a rate of 8 mV to 50 mV per second.
Fuel Economy Mode – The control moduleenters Fuel Economy Mode when the follow-ing conditions are met:
• The calculated ambient air temperature is above 0°C (32°F).
• The calculated battery current is less than15 amperes and greater than -8 amperes.
• The battery state of charge is greaterthan 80%.
• The generator field duty cycle is less than99%.
Its targeted generator output voltage is 13.0volts. The control module will exit this modeonce the criteria are met for Charge Mode.
Voltage Reduction Mode – The controlmodule will enter Voltage Reduction Modewhen the following conditions are met:
• The calculated ambient air temperature is above 0°C (32°F).
• The calculated battery current is less than 2 amperes and greater than -7 amperes.
• The generator field duty cycle is less than 99%.
Its targeted generator output voltage is 12.9volts. The control module will exit this modeonce the criteria are met for Charge Mode.
Start Up Mode – After the engine has start-ed, the control module sets a targeted genera-tor output voltage of 14.5 volts for 30 seconds.
Battery Sulfation Mode – The control mod-ule enters this mode when the battery voltageis less than 13.2 volts for 45 minutes. Once inthis mode, the generator battery control mod-ule will set a targeted output voltage between13.9 to 15.5 volts for 5 minutes. The controlmodule will then determine which mode toenter depending on voltage requirements.
RVC Mode – The control module bases thecharging voltage on battery state of charge(SOC). Battery SOC is estimated during a keyoff event every 8 hours, after 3 voltage mea-surements every 24 hours thereafter, and thenmonitored constantly while the ignition is on.These measurements of voltage are then com-pared to estimated battery temperature, asbattery temperature vs. battery voltage directlycorresponds to battery SOC. While the engineis running, the system uses both the batteryvoltage and estimated battery temperature todetermine the battery current in and out of thebattery. The control module then regulates thecharging voltage to keep the battery above an80% SOC.
System ComponentsBattery Current Sensor – The battery cur-
rent sensor is a serviceable component that isconnected to the negative battery cable at thebattery. The battery current sensor is a 3-wireHall-effect current sensor that monitors thebattery current. It directly inputs to the BCM. Itcreates a 5 volt PWM signal of 128 Hz with aduty cycle of 0-100%. Normal duty cycle isbetween 5-95%. The ranges between 0-5% and
95-100% are for diagnostic purposes.Body Control Module (BCM), Instrument
Panel Module (IPM) and Dash IntegrationModule (DIM) – The BCM determines the out-put of the generator and sends the informationto the ECM/ PCM for control of the generatorL-terminal control circuit. It monitors the gen-erator field duty cycle signal circuit informationsent from the ECM/PCM that determines thegenerator electrical load. It monitors the bat-tery current sensor, the battery positive volt-age circuit, and estimated battery temperatureto determine battery state of charge (SOC).The BCM performs, or sends, commands toECM or other controllers to perform idle boostand load management operations.
ECM/PCM – The ECM/PCM directly con-trols the generator field control circuit input tothe generator. The ECM/PCM receives controldecisions based on messages from the BCM/IPM. It monitors the generator field duty cyclesignal circuit and sends the information to theBCM/IPM. On some vehicles, the ECM/PCMoverrides the control decision of the BCM/PCMwhen the following conditions are met:
• The engine cooling fans are ON high speed.
• There is a high fuel demand.• The calculated ambient air temperature
is less that 0°C (32°F).Instrument Panel Cluster (IPC) – The IPC
provides a means of driver notification in caseof a charging system failure.
Generator Battery Control Module – Itcommunicates with the PCM, IPC and BCMfor RVC operation. It is a serviceable compo-nent that is connected to the negative batterycable at the battery. It directly controls thegenerator field control circuit input to the gen-erator. It monitors the generator field dutycycle signal circuit, its internal battery currentsensor, the battery positive voltage circuit, andestimated battery temperature to determinebattery state of charge (SOC).
General System DiagnosticsDiagnostics are specific for each vehicle that
uses this system. Refer to the applicable ser-vice manual for DTC information.
For L-terminal diagnostics, set your DVOM
to monitor frequency. When the system isoperating normally, you should read a dutycycle of 5-95% depending on which mode thesystem is in and also the battery SOC. The 5-volt reference signal for the PWM signal isprovided by the generator and cycled toground by the ECM/PCM or generator batterycontrol module, depending on the system.
For F-terminal diagnostics, set your DVOMto monitor frequency. When the system isoperating normally, you should read a dutycycle of 5-99% depending on which mode thesystem is in and also the battery SOC. TheECM/PCM or generator battery control mod-ule, depending on the system, provides the 5-volt reference signal for the PWM signal and is cycled to ground by the generator.
A scan tool may include some of the follow-ing parameters:
ECM/PCM• Generator L-Terminal• Generator F-Terminal• Battery VoltageBCM/DIM/IPM• Battery Current Sensor• Battery Voltage• Ignition Voltage• Load Shed Level• Idle Boost LevelThe generator battery control module incor-
porates most of the scan tool parameters,except load shed and idle boost, as this systemdoes not take corrective actions.
If there is a charging system error, firstcheck for related charging system and low volt-age DTCs set in the control module.
In addition, diagnose P codes first, as theseDTCs will set if there is a generator or controlcircuit failure.
If no DTCs are present, refer to theCharging System test in the service manual. If this test does not present a failure, it may benecessary to test drive the vehicle and monitorthe idle boost and load shed parameters. Thismay lead you to some type of high load condi-tion that may be normal; compare to a known-good vehicle.
– Thanks to Jim Mauney and John Spidle
RVC SystemGeneration
Modes of Operation Key Components Vehicles
Generation II RVC Mode DIM, PCM 2004 Cadillac CTS
Generation II RVC Mode DIM, ECM 2004 Cadillac SRX
Generation III Charge Mode and Voltage Reduction Mode
Battery Current Sensor,IPM, ECM
2005 Cadillac STS
Generation IV Charge Mode, Fuel Economy Mode,Voltage Reduction Mode, Start UpMode, Battery Sulfation Mode
Generator Battery ControlModule, ECM/PCM
2005 Full Size Pickups andUtilities under 8600 GVW
Generation IV Charge Mode, Fuel Economy Mode,Voltage Reduction Mode, Start UpMode, Battery Sulfation Mode
Battery Current Sensor,BCM, ECM/PCM
2005 Chevrolet Cobalt, BuickLaCrosse
Generation IV Charge Mode, Fuel Economy Mode,Voltage Reduction Mode, Start UpMode, Battery Sulfation Mode
Battery Current Sensor,BCM, PCM
2005 Pontiac Grand Prix andGrand Prix GXP, ChevroletUplander, Pontiac Montana, Buick Terazza
RVC SystemsThe following chart shows the different generations of RVC systems currently in use.
4
DEX-COOL® and Conventional Engine CoolantGeneral Motors and Texaco
introduced DEX-COOL extend-ed-life coolant in 1995. Unlikepropylene glycol-based conven-tional coolant, this new coolantwas ethylene glycol-based anddid not contain phosphates or
silicates. It used a patented long-life organiccorrosion inhibitor system that offered protec-tion for the six basic metal alloys — aluminum,brass, cast iron, steel, solder and copper —found in most automotive cooling systems.
These enhanced properties of DEX-COOLprotect the cooling system components for alonger service life of 5 years/150,000 miles.Conventional coolant has a 2-year/30,000-mileservice interval.
To distinguish DEX-COOL from green con-ventional coolant, DEX-COOL is made orangein color. After a period of use, however, DEX-COOL may appear pink. This change in colordoes not affect the integrity of the coolant andit still maintains its long service life. In addi-tion, the repeated use of seal tabs in the cool-ing system may also discolor the coolant.
Corrosion protection limits the service life ofconventional coolant to its 2 year/30,000 mileservice interval. The corrosion inhibitors inDEX-COOL remain above 95% of their originalconcentration after 150,000 miles, allowing forthe much longer service interval.
The corrosion inhibitors of conventionalcoolant also are abrasive to water pump seals.With the elimination of typical inhibitors suchas silicates, phosphates, borates, nitrites andnitrates, water pump seal life is increased.
Checking the CoolantTo reduce the chance of overheating and
other problems caused by the poor condition ofthe coolant, check the coolant level and its con-dition regularly using a quality refractometer.
Before topping off a cooling system, firstdetermine if the system is filled with DEX-COOL or conventional coolant. The coolantsare compatible with one another, however,mixing the coolants diminishes the extendedlife properties of DEX-COOL. In addition toproper cooling system operation, it’s importantto maintain the proper fill level with DEX-COOL in order to avoid aluminum corrosion.
Check the radiator cap using a pressuretester to ensure it’s operating properly. If a capfails to hold pressure, it can lead to coolantloss, overheating and system contamination.
Approved DEX-COOL ProvidersACDelco is one of only six approved
providers of DEX-COOL.Simply put, other products that are advertised
as “compatible”or “recommended” for use withDEX-COOL have not been tested or approvedby GM. Non-approved coolants may degradethe integrity of the cooling system and are notconsidered 5-year/150,000-mile coolants.
ContaminationDEX-COOL was not developed to be used
with conventional coolant. Mixing DEX-COOLand conventional coolant will degrade theextended service interval of DEX-COOL. Thisincludes simple maintenance procedures suchas sharing a fill/drain container as well as top-ping-off a DEX-COOL-filled system with con-ventional coolant or adding conventionalcoolant to the radiator.
If contamination between the two coolantsdoes occur, the cooling system must beflushed twice immediatelyand refilled with a 50/50mixture of DEX-COOL andclean water in order to pre-serve the enhanced proper-ties and extended serviceinterval of DEX-COOL.
ServiceThe corrosion inhibitors
in coolant are used up overtime, requiring the coolantto be changed in order tomaintain cooling systemprotection.
With a cooling systemfilled with DEX-COOL, thecoolant should be changedafter 5 years/150,000 miles using a coolantexchanger. With conventional coolant, the sys-tem should be changed every 2 years/30,000miles. Following these service intervals arecritical to proper engine operation. Accordingto the U.S. Department of Transportation, cool-ing system failure is the leading cause of
mechanical breakdowns on the highway.A coolant exchanger can replace virtually all of
the old coolant automatically with new coolant.Simply draining the radiator leaves up to half ofthe old coolant inside the engine block. Usinga coolant exchanger with a vacuum featurealso enables trapped air to be removed fromthe cooling system and allows venting of a hotsystem to relieve system pressure.
Approved coolant exchangers are availablefrom SPX through the Dealer Equipment pro-gram. Call 1-800-336-6687 to order or for moreinformation.
If the vehicle was originally equipped withDEX-COOL and has not had any contaminationproblems from non-DEX-COOL coolants, thecooling system should be refilled with DEX-COOL. The service interval remains 5 years/150,000 miles.
RecyclingUsed DEX-COOL can be combined with
used conventional coolant to be recycled. It isthen designated as a 2-year/30,000-mile con-ventional coolant.
DEX-COOL can not be recycled in the ser-vice center and maintain its extend-ed-life properties. For recycledDEX-COOL that meets GM specifi-cations for extended-life coolant,the only licensed provider isRecycled Fluid Technologies.
Conventional coolant may berecycled by utilizing a coolant recy-cling service either at the servicecenter or at an offsite facility.Conventional coolant recycling alsocan be accomplished by techni-cians using the proper recyclingequipment and the inhibitor chemi-cals supplied by the recyclingequipment manufacturer.
For additional information aboutDEX-COOL engine coolant, refer to GM bul-letin 00-06-02-006A.
DEX-COOL is available from ACDelco in onegallon containers (part number 10-101) or 55gallon drums (part number 10-125).
– Thanks to Mark Spencer
The protection offered by engine coolant notonly includes protection from freezing or over-heating, but corrosion protection as well. Aproperly maintained coolant mixture protectscooling system components and ensures effi-cient engine cooling.
Corrosion problems originate in the differentmetals in an engine that can react with corro-sive coolant byproducts. To combat this,coolant contains additional chemicals, knownas inhibitors, to minimize corrosion.
The inhibitors are designed to act as abuffer to protect the cooling system. However,over time, they become depleted and thecoolant “wears out.”
The measure of a coolant’s freeze protec-tion is its specific gravity, which measures therelative weight of coolant concentrate to theweight of an equal volume of water. By check-ing specific gravity, a reading of freeze protec-tion also provides a measure of the strength ofinhibitors in the coolant, and as a result,corrosion protection.
When checking thespecific gravity, youmust compensate forcoolant temperature,because specific gravity readings decrease asthe temperature increases. Specific gravityreadings are quoted for a corrected 60°Ftemperature.
Coolant refractometer 75232 is an accuratemeasurement tool for determining the freezepoint of coolant. It compensates for coolanttemperature and types, unlike a gravity floattester or hydrometer.
With only a few drops of coolant, theeasy-to-read scale indicates the
freeze point, showing below-zero freeze protection at the
top of the scale. Coolant thatdoes not offer the proper amount of
freeze protection should be replaced.The refractometer is available from Robinair
through the Dealer Equipment program. Call 1-800-336-6687 to order or for more information.
– Thanks to Mark Spencer
Measuring Coolant
5
With millions of used cars and trucksbeing sold every year, new owners trulyenjoy the peace of mind that comes witha vehicle service contract to help coverthe cost of a variety of repairs. Independ-ent automotive dealers sell vehicle ser-vice contracts to a number of customers,but in many cases, they don’t have theservice bays to perform repairs or thevehicle service contract program they areselling lacks strong financial backing.These are the reasons ACDelco, alongwith GMAC Insurance and UniversalWarranty Corporation, has put togetherthe Vehicle Service Contract program.
The new Vehicle Service Contract pro-gram gives TSS service centers:
• Increased and sustainable income• New customers for current business• Opportunities for additional service
revenueThe program brings new customers to
your TSS service center for coveredrepair work as well as the opportunity foradditional non-covered repairs and futurebusiness, all of which can lead to anexpansion of your customer base forlong-term growth and profitability.
The Claims ProcessHere’s how the program works. An independent automotive dealer sells
a customer an ACDelco Vehicle ServiceContract. If the vehicle experiences a cov-ered breakdown, the customer callsUniversal Warranty Corporation and isdirected to the nearest participatingACDelco TSS service center.
When the customer comes to yourservice center for the repair work,you simply call Universal Warranty toverify the contract and attain autho-rization for repairs. After performingthe covered repairs, you collect thedeductible amount from the cus-tomer and send in the repair order toUniversal Warranty, which will sendyou a check for the completed work.
With every customer who comesinto your service center with a ser-vice contract claim, there is an opportuni-ty to provide normal vehicle maintenance,sell non-covered parts and service, anddevelop future business by providing ser-vice and maintenance on other vehiclesowned by the customer.
Program SpecificationsThe Vehicle Service Contract program
can be compared to a health PPO for acustomer’s vehicle.
• The participating TSS service centeris the “In-Network” provider
• The deductible at a TSS “In-Network” provider is $100
• The deductible at all other “Out-of-Network” repair facilities is $500.
In the program, customers have a $400incentive to take their service business toyour participating TSS service center.
There are no fees or sign-up costs toparticipate in the program, however,because of the competitive vehicle ser-vice contract environment, all of theACDelco Vehicle Service Contract busi-ness entities have made concessions
to drive down costs. Universal WarrantyCorporation and their independent repre-sentatives, for example, have reducedtheir fees for administering the programby 40-to-50 percent.
TSS service center participants arerequired to limit costs by reducing theirlabor rate and parts charges. The consid-erable volume of projected new businessis expected to compensate for these costreductions.
The ACDelco Vehicle Service Contractprogram is the only national program ofits kind. No other parts suppliers havedeveloped a national program like thisone. And it benefits from national supportand advertising from ACDelco.
To enroll, visit acdelcovsc.com, down-load the short sign-up agreement and faxthe form to 402-691-5455.
The web site also provides additionaldetails about the ACDelco Vehicle ServiceContract program, including pricing infor-mation and helpful “Frequently AskedQuestions.”– Thanks to Sheri Sierakowski
ACDelco Vehicle Service Contract Program Brings in New Business
In the lives of automotive technicians andcounter support personnel, the ability toremain current on industry developments is difficult. Changes on many fronts fromOEMs, tool and equipment suppliers, partssuppliers and governmental regulatory groupsall affect the automotive industry and itsoperation. There are numerous changes butwith limited time you only want to know …which ones affect me?!
ACDelco has substantially revised its A/Cseminar for 2005. And it’s your opportunity tolearn more about recent changes and theireffect on automotive service. The EmergingHVAC Technology & Service Issues seminaris conducted through a participating ACDelcoDedicated Distributor Group (WarehouseDistributor) in your area.
The seminar covers:• Information to reduce costly comebacks• Cooling system updates• New tool and equipment releases• Industry and governmental trends• The latest technical bulletinsSeminar handouts provide a ready resource
to correct this year’s vehicle problems. Inaddition, the condensed overview of benefitsand options available through new equip-ment, tools and parts encourages informedcustomer service.
To sign up for the 2005 Air Conditioningseminar, contact your ACDelco DDG repre-sentative.
– Thanks to Jim Resutek
Keeping Current in Air Conditioning — Emerging HVAC Technology & Service Issues
Think for a second about all of thesteps you take in handling one customerwho is in your service center for a repair.How many did you count? A successfulservice experience goes beyond simplygreeting the customer, making a diagno-sis, performing the repair work and deliv-ering the vehicle. But do you know whatyou’re missing? And are the things thatyou’re missing the critical steps neededto ensure customer satisfaction anddevelop a loyal customer?
It is the complete customer serviceprocess that is the focus of the ACDelcoBusiness Management Training ServiceAdvisor Seminar. The one-day seminar,BT-4.01, is for TSS service center serviceadvisors as well as employees who maybecome service advisors.
Throughout the course, the varioussteps and processes that make up thecustomer service event are reviewedalong with the skills required to managethose processes with high customer satisfaction.
Eight Areas of a Service EventThe seminar covers how to manage
eight areas of a service event with a cus-tomer in order to ensure a high level ofsatisfaction.
Participants will cover:• Identifying and fulfilling customer
needs during the service process• Effective communication and listen-
ing skills• The customer experience and the
importance of how a customer per-ceives their service experience
• The importance of connecting withcustomers through behavioral style,behavior patterns and body language
• Effective sales techniques using cus-tomer-oriented benefit statements
and maintenance inspections, andhow to handle customer emotions
• Writing a clear and concise repairorder
• Creating exceptional customer ser-vice through delivery and follow-up
• Developing a personal action plan touse upon returning to the servicecenter
Developing an Action PlanAt the end of the seminar, participants
will put together their own personalaction plan that will help them to usewhat they have learned in the course toimprove the customer service process intheir service center.
They are asked to rate their skill level inthe following areas:
• The service process• Effective communication skills• The customer experience• Connecting with customers• Effective sales techniques• The repair order• Closing the loop to create
exceptional customer serviceOnce participants have identified their
strengths, they can then begin to deter-
mine in what areas they need to improveand how to implement their action plan.
AMI CertifiedThe Service Advisor Seminar is AMI
certified. Participants who complete theseminar will receive four credits towardtheir AAM designation.
The Automotive Management Institute’s(AMI) Accredited Automotive Manager(AAM) designation is the first businessmanagement accreditation exclusively forthe automotive service professional.
How to EnrollVisit acdelcotechconnect.com to enroll
online; and click on the Training link to go to the Training Delivery System.Registration is required to enroll online.
From the Training Delivery System website main menu, select “ProfessionalDevelopment” and then “StudentEnrollment.”
To enroll by phone, call the ACDelcoEnrollment Center at 1-800-825-5886.
When calling to enroll in a course, youwill need your ACDelco account number,the last four digits of the social securitynumber of the enrolling student and thecourse number, date and location.
– Thanks to Tracy Betakas
6
ACDelco Sports Report
How to Manage the Customer Service ProcessService Advisor Seminar Focuses on Customer Satisfaction
NASCAR BuschSeries StockCar RacingDriver:Clint BowyerCar: #2 Chevy
Monte CarloRichard Childress Racing
Clint Bowyer is gunning for thelead in the Busch Series, takingthe #2 ACDelco car to two top 5finishes and five top 10 finishes.2005 Driver Standings Points(after 9 of 35 races)1. Carl Edwards 14183. Clint Bowyer 1229
IHRA TorcoRacing FuelsPro ModifiedSeries DragRacing Driver: Harold Martin Car: Pontiac Grand Am
After a disappointing first raceof the season, Harold Martin cameback strong at the IHRA SpringNationals.2005 Driver Standings Points(after 2 of 12 races)1. Quain Scott 1817. Harold Martin 93
NHRAPOWERade Pro StockSeries DragRacingDriver:Kurt JohnsonCar: Chevy Cavalier
Kurt Johnson continues to challenge the leaders in the competitive 2005 NHRAPOWERade Pro Stock Series.2005 Driver Standings Points(after 5 of 23 races)1. Dave Connolly 42810. Kurt Johnson 230
CITGO BASSMASTERTournamentTrailAngler:Jimmy Houston
Professional Angler JimmyHouston has another strong yearon the 2005 CITGO BassmasterTournament Trail.2005 Angler of the YearStandings Points(after 6 of 6 tour stops)1. Aaron Martens 1392117. Jimmy Houston 608
ACDelco’s highly anticipated 2005 “Pride of the Real CarGuys” contest is almost underway. Want to be featured?Enter a photo of your vehicle, along with the on-line entryform on acdelcotechconnect.com explaining why ACDelcoshould highlight your ride in its 2006 “Pride of the RealCar Guys” calendar. Entries will be accepted beginningJune 1 through July 31, 2005. For more contest details,contact your local ACDelco representative.
Calling All Real Car Guys
7
Using a Battery ChargerDuring Programming
The programming of modules requires theignition key to be turned on, without theengine running. This, of course, means thatduring the programming event, the vehicle’ssystems are operating from the vehicle bat-tery. This, in turn, means that the vehicle’sbattery must be adequately charged. Ideally,fully charged.
It’s recommended not to connect any ex-ternal power supply to the vehicle battery asa part of the programming procedure. Hereare some reasons why a battery chargershould not be connected during programming.
First, the voltage output of the chargermay be higher than normal system voltage,either constantly or in spikes.
The programming scan tool commands allmodules of the vehicle to “be quiet” exceptthe one being programmed. This is to avoidthe confusion of messages on the data linethat would result if multiple modules wereawake and conversing. However, if the modulebeing programmed sees a voltage above a cer-tain threshold, it may also shut itself down inan act of self-preservation. This will interruptprogramming.
Another possibility is that some of theother modules may be awakened temporari-ly as charger voltage varies. This could thenresult in confusing, unwanted conversationson the data line, interrupting programming.
Second, the battery charger output maycontain unwanted AC. Although a charger isdesigned to convert AC (alternating current)to DC (direct current), it’s possible that someof the AC is not rectified, and passes out ofthe charger as “noise.” This may also becalled AC ripple, or artifacts. Regardless, thepresence of anything but pure DC can causeinterference with the programming process.
Before programming, be sure all acces-sories are turned off.
In addition, it’s recommended that youunplug any devices from the vehicle’s acces-sory power outlets (cigarette lighters) for tworeasons. First, the devices are consumingpower, which reduces system voltage. Andsecond, some plugged-in devices can causeinterference on their own. One such exam-ple would be a generic cell phone charger.
Debris in Transmission Space Plate2001-05 GM passenger cars and light-dutytrucks equipped with the 4L60-E or 4L65-Eautomatic transmission.
There are several reasons for a 4L60E(RPO M30) or 4L65E (RPO M32) transmis-sion to set a DTC P0756 (2-3 Shift SolenoidPerformance). Two possible causes are acracked, broken or leaking 2-3 shift solenoidand a stuck or hung-up 2-3 shift valve.
Another possible cause is chips or debrisplugging the filtered AFL oil at orifice 29 onthe top of the spacer plate. Because this ori-fice is so small, it can be plugged by a verysmall amount of foreign material.
Remove thespacer plate andinspect orifice 29 and the imme-diate area for thepresence of chipsor debris. Also,inspect the trans-mission case passage directlyabove this orifice and the valve body pas-sage directly below. Clean the area of anychips or debris found.
Refer to GM bulletin 01-07-30-036D formore information.
Duramax Diesel 6.6LDiagnostic Tips
Here are some diagnostic tips you mayfind useful when diagnosing driveability con-cerns on the Duramax 6.6L diesel engine.
MisfireIf there is a misfire code, or a misfire can
be detected during operation, connect a scantool and look on the Engine Data 2 list to findthe Balancing Rates for the cylinders. Do notuse Balancing Rates to diagnose symptomsthat do not occur at idle. Use the fuel InjectorBalance Test with a scan tool to diagnose symp-toms at higher engine and vehicle speeds.
Balancing RatesNormal fuel delivery to each cylinder is
around 1 cubic millimeter (mm3) for the pilotinjection and 7 mm3 for the main injection.The balancing rates are the measurements ofthe amount of fuel removed from or added tothese normal fuel quantities during eachcombustion event.
Balancing rates are available and accurateonly during stable idle. These numbers tell youwhether or not you have a possible com-pression, injector control, or injector issue.
Once the misfire is detected, the balancing
rate of the cylinder that has the misfire willbe as high as 15 mm3. The misfire codes(P0300, P0301-P0308) will set only after thefirst 90 seconds of engine operation onFederal RPO LB7 engines (30 seconds onCalifornia RPO LB7 engines) and will set onlywhen the balancing rate goes above 15 mm3.
The normal values that should be seen onthe balancing rate parameters will range be-tween -4.0 and +4.0 in Neutral or Park (-6.0 to+6.0 in Drive when the brake is fully applied).Suspect a possible problem when the balanc-ing rate of a particular cylinder starts toincrease out of the normal operating range. Anexample of a possible problem cylinder wouldbe a balancing rate of 7 mm3 or so. Oncethe numbers start to increase out of the nor-mal range, the cylinder is progressively con-tributing less power than the other cylinders.
Diagnosing "Fuel Knock"Perform the diagnostics listed in the Fuel
Knock symptom table of the service infor-mation.
Vacuum/Pressure GaugeThe vacuum/pressure gauge is also useful
when diagnosing the Duramax 6.6L diesel.In the case of a condition of “starts, runs,then dies,” or if the vehicle will not startafter sitting for a period of 30 minutes orlonger, hook up the vacuum/pressure gaugeto the Schraeder valve on the right frontvalve cover to determine if air intrusion intothe fuel system is the root cause of the con-dition. With the vacuum/pressure gaugehooked up, prime the fuel manager until 10psi is reached. If pressure does not reach 10psi after twenty or so pumps, air intrusion isthe cause. Refer to the fuel system diagnos-tic in the service information.
In the case of a“cranks, no start”condition, use ascan tool to checkfor codes. If nocodes are present,use the vacuum/pressure gauge to check the fuelsupply systemvacuum to thepump while cranking. If the vacuum increas-es to more than 5 in. Hg, there is a restric-tion in the fuel system between the fueltank and the high pressure pump. If the vac-uum is OK, ensure that pressure is beingmade under Engine Data 1, looking at ActualFuel pressure.
Observe the Engine Cranks but Does NotRun Diagnostic in the service informationand follow the guidelines provided in orderto determine if the pump or the fuel injec-tors are the problem.
The following technical tips provide repair information about specific conditions on a variety of vehicles. If you have a tough orunusual service repair, the TSS Technical Assistance Hot Line can help. Call 1-800-825-5886, prompt #2, to speak with a technicalexpert with the latest OEM information.
Typical debris
Location of debris in spacer plate orifice 29
Vacuum/Pressure Gauge hookup
TSS-PU-0112-05
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