New On-Vehicle Brake Lathe

March/April 2004
Volume 11, No.2
New On-Vehicle
Brake Lathe
rotor wear (thickness variation), which
causes the piston to pump in and out of
caliper when the brakes are applied.
The customer senses this as brake
pulsation through the brake pedal. For
this reason, many manufacturers have
established a total indicated run-out
specification. GM’s run-out spec, for
example, is 0.002-inch (0.050 mm) or
less for all vehicles. (See page 2 for more
information on LRO.)
Pro-Cut has recently introduced its
PFM 9.0 Auto-Compensating On-Vehicle
Brake Lathe. The Pro-Cut lathe performs
brake rotor refinishing on-vehicle. It can
be used with both hubless and captured
rotor configurations.
Several new GM models, such as the
Chevrolet Colorado and GMC Canyon
trucks now require on-vehicle brake rotor
refinishing due to their new captured
rotor configuration. This is similar to the
brake configuration on several import
models, such as Honda Accord.
Using the Pro-Cut PFM 9.0
Hubless vs. Captured Rotors
Until now, many typical cars and
trucks have used a “hubless” brake
rotor. That is, the rotor is slipped onto the
studs on the hub, followed by the wheel.
The wheel lug nuts clamp the rotor
between the hub and the wheel.
Other vehicles, such as the Colorado
and Canyon, feature a brake design called
“captured rotor.” Here, the wheel is mounted to the wheel studs on the front side
of the hub, the same as before. But the
brake rotor is bolted to the back side of the
hub and is retained by separate fasteners.
– Once the rotor is removed, it is
difficult to chuck onto a lathe due to
the large, irregularly shaped hole in the
center (there is no round center hole,
as in hubless rotors). Bench machining
may induce lateral run-out, which
requires replacement of the rotor.
– Brake Align Correction Plates
will not work with captured rotors.
The purchase of the Pro-Cut lathe
includes set-up and training, including
a training CD, on its proper use. Here’s
an overview.
When performing on-car rotor refinishing, it is essential that the cutting tools
be properly oriented to the wheel hub
centerline, to ensure that LRO of the
finished brake rotor is within specifications. The Pro-Cut PFM 9.0 is autocompensating, which means that the user
does not have to perform any critical set-up
to ensure a high quality job.
Cleaning – As with any brake job, on-car
refinishing requires that all mating surfaces
be clean and free of corrosion. Use special
tool J-42450A to clean the hub flange
around the wheel studs, and use special
tool J-41013 to clean the hub/rotor mating
surfaces.
Tool Installation – Select the proper
continued on page 2
IN THIS ISSUE
New On-Vehicle Brake Lathe . . . . . . . . . . .1
Are You Prepared for OSHA? . . . . . . . . . . .3
TSS Advisory Council Annual Conference 4
TSS Consumer Assurance Program . . . . .4
How Long Does Oil Last? . . . . . . . . . . . . . . .5
Typical captured rotor
Captured rotor components
ASE Testing Coming Up . . . . . . . . . . . . . . . .6
Motorsports Report . . . . . . . . . . . . . . . . . . . .6
This affects rotor service in several
ways.
– Rotor removal requires removal of not
only the wheel, tire, and brake caliper,
but also the hub/bearing assembly,
which contains the ABS sensor and
wiring. Then the rotor is removed from
the backside of the hub.
For these reasons, captured brake
rotors must be refinished on-vehicle.
Brake Rotor Lateral Runout (LRO)
Excessive lateral runout (LRO) results
in intermittent contact between the brake
pads and rotor during non-braking situations. Intermittent contact causes uneven
1
Tech Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Bulletins . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
April is National Car Care Month . . . . . . . .8
acdelcotechconnect.com
New On-Vehicle Brake Lathe
direct-fit adapter from the four that are
included with the Pro-Cut, attach to the
vehicle using the wheel lug nuts, and
The PFM 9.0 is auto-compensating
torque properly. Attach the Pro-Cut to the
adapter and tighten the retaining knob.
Keep in mind that when the Pro-Cut is
attached to the vehicle, it is supported by
the vehicle’s wheel hub. The Pro-Cut carriage is used only to hold the lathe when
not in use, and to assist in positioning the
lathe to the wheel hub.
Auto-Compensation – Run the built-in
auto-compensation routine. This aligns the
lathe to the hub centerline, to ensure an
accurate cut. An indicator lamp tells when
this has been accomplished.
Rotor Refinishing – Take three scratch
cuts to determine the required depth of
Measuring Brake Rotor
Lateral Runout
The lateral runout (LRO)
specification of 0.050 mm
(0.002 in.) established by
GM was put in place to
ensure that proper brake
service has been performed
and help to prevent a brake
pulsation condition from
occurring in the future.
Any time a brake rotor is
serviced, LRO should be
measured. Simply mount
the rotor to the hub with lug
nuts and washers, torque to
specification and measure
the runout. Eliminating runout prevents
pulsation, and customer come-backs.
What is LRO?
Lateral runout is a measurement of the
wobble or waviness of the rotor face. It’s
measured with a dial indicator placed at
right angles with the rotor face.
Excessive LRO occurs to a rotor when
the brakes are not applied. When the vehicle is being driven, any high spot on the
rotor rubs the brake pad once per revolution. Eventually, the high spot is worn
down, resulting in a thin spot on the rotor
(rotor thickness variation) and pulsation
that is transmitted through the brake
pedal when the brakes are applied.
— from page 1
cut. The Pro-Cut is equipped with micrometer controls. Once the cutters have been
set, run the Pro-Cut to automatically refinish
the rotor.
Note: Before refinishing rotors on vehicles with rear disc brakes and limited slip
differential, consult the appropriate service
manual for special instructions.
Non-directional sanding also is not
required due to lathe performance.
Inspection – Follow standard practices
for measuring LRO, using a dial indicator, to
ensure it meets the manufacturer’s specifications. As mentioned earlier, GM’s spec is
0.002-inch (0.050 mm) or less for all vehicles.
Wheel Torque – Improper, uneven
wheel lug nut torque can cause rotor distortion, which undoes the careful work you’ve
done in finishing the brake rotor. (This is
not a significant factor of the captured
rotor.) Follow standard manufacturer practices for installing wheel lug nuts. This
requires a torque wrench or an impact
wrench equipped with special tool J-39544
Torque Sockets.
Be sure to index-mark the rotor and a
wheel stud so the rotor can be put back in
the same orientation, if it is removed for
any reason.
- Thanks to Dennis Kissack
Preventing Pulsation
The occurrence of brake pulsation can
be greatly reduced by using
a quality flex-arm dial indicator to inspect lateral runout
after every repair.
In addition, index-mark
the rotor and a wheel stud
so that it is in the same
position as it was prior to
service. Carefully examine
the hub-to-rotor interface
too -it must be clean and free of
debris when measuring
LRO.
ACDelco Brake Line
ACDelco offers a complete line of
original equipment brakes for GM vehicles as well as Durastop premium aftermarket brakes for all makes and models,
including:
•
•
•
•
•
•
brake pads
brake shoes
drums
rotors
cables
hardware kits
•
•
•
•
•
•
2
hoses
master cylinders
brake calipers
ABS components
ceramic brake pads
ceramic rotors
ACDelco TechConnect is published
bi-monthly for retail technicians to
provide timely service information,
increase knowledge and improve
the performance of the service
center.
Publisher & Editor:
Greg Baker
ACDelco
E-mail /
greg.baker@gm.com
Technical Editors:
Mark Spencer
E-mail /
mark.spencer@sandycorp.com
Jim Horner
E-mail /
jim.horner@sandycorp.com
Desktop Publishing:
Greg Szpaichler, MediaWurks
E-mail /
greg@mediawurks.com
Write to: *
ACDelco TechConnect
P.O. Box 500
Troy, MI 48007-0500
:
On the Web:
acdelcotechconnect.com
ACDelco service tips are intended for
use by professional technicians, not a
“do-it-yourselfer.” They are written to
inform those technicians of conditions that may occur on some vehicles, or to provide information that
could assist in the proper service of a
vehicle. Properly trained technicians
have the equipment, tools, safety
instructions and know-how to do a
job properly and safely. If a condition
is described, it cannot be assumed
that the information applies to all
vehicles or that all vehicles will have
that condition.
All materials and programs described
in this magazine are subject to
change. Submission of materials
implies the right to edit and publish.
Inclusion in the publication is not
necessarily an endorsement of the
individual or the company.
TechConnect is published for
ACDelco by Sandy Corporation,
Troy, MI.
©2004 ACDelco. All rights reserved.
Are You Prepared?
OSHA to Inspect Automotive
Repair Shops
OSHA has recently designated automotive
repair businesses as high hazard. So now may
be a good time for businesses to review their
safety programs and make sure they are in
compliance before an OSHA inspector makes a
visit. It could save lots of time, effort and
money.
OSHA performed more than 37,000 inspections in 2002. Of those, over half were high
hazard targeted businesses. But because there
are so many businesses in this country, OSHA
focuses its inspection
resources on the most hazardous workplaces first. The
need for inspections is prioritized by the following categories:
– Imminent danger –
Situations where hazards
could cause death or serious physical harm
– Fatalities and catastrophes
– Complaints
– Referrals from other agencies, individuals and the
media
– Follow-ups from previous
inspections
– Planned or programmed
investigations – These are
aimed at specific high hazard industries that have
experienced high rates of injuries and illnesses. Auto repair shops are on this list.
What to Do When an Inspector
Comes To Call
Let them in! Normally OSHA conducts
inspections without advance notice. Employers
have the right to require compliance
officers/inspectors to obtain an inspection warrant before entering the place of business, but
this may make the inspector suspicious right
from the start. Not surprisingly, they do not
tend to make appointments, which would give
employers time to “fix” things temporarily.
A pleasant and responsive behavior is most
beneficial. Any other behaviors could be interpreted as if the facility is hiding something.
The Inspection Process
Before conducting an inspection, the OSHA
inspector tends to research the history of the
business using various data sources and
reviews the operations and standards that may
apply. The inspector usually explains why
OSHA selected the business for inspection and
describes what will be inspected, the walkaround procedures, employee representation
and employee interviews.
The employer can select a representative to
accompany the inspector during the inspection.
An authorized representative of the employees, if there is one, also has the right to go
along. The inspector will probably consult privately with a reasonable number of employees
as part of the inspection. The inspector and
representatives will walk through the portions
of the workplace covered by the inspection.
The inspector will be looking for hazards that
could cause employee injury or illness.
During the walk-around, the inspector may
point out some violations that can be corrected
immediately. The law requires these hazards
still be cited, but prompt correction is a really
good idea. Next, expect a closing meeting with
the employer and the employee representative
to discuss the findings and a discussion of possible courses of action the employer can take.
Citations and Violations
OSHA must issue a citation and proposed
penalty within six months of the violation’s
occurrence. Citations
describe OSHA requirements allegedly violated, list
any proposed penalties and
give a deadline for correcting the alleged hazards.
OSHA violations, ranked
from least- to most-severe,
are:
- Other-than-serious
- Serious
- Willful
- Repeated
- Failure to abate
Penalties may range up
to $7,000 for each serious
violation and up to $70,000
for each willful or repeated
violation. In 2002, OSHA
handed out more than $72 million in penalties.
Penalties may be reduced based on the
employer’s good faith, inspection history and
size of business. For serious violations, OSHA
may reduce the proposed penalty based on the
gravity of the alleged violation. No good faith
adjustment will be made for alleged willful
violations.
Things Looked For During an
Inspection
Here are some examples of what is looked
for during an inspection.
– Programs for required training – Hazard communication is the most fined standard for
automotive small businesses. OSHA
requires a facility to have a program that
includes training and a written plan
– A safety and health program – OSHA likes to
see businesses with safety programs that include a safety committee, regular employee
meetings, methods to manage hazards and
a procedure for handling in-house complaints
– Injury and illness records
– Personal Protective Equipment (PPE) –
Hazards within the workplace that require
PPE need to be identified. PPE that is needed should be provided and maintained
– Flammable and combustible materials –
These need to be identified and properly
stored and contained
– Fire extinguishers – The correct number and
type of extinguishers need to be provided
and properly maintained
3
– Tools and equipment – All hand tools, power
tools and equipment need to be maintained
properly and in good condition
– Lock Out Tag Out procedures (LOTO) – All
machinery/equipment capable of movement
must be de-energized or disengaged and
locked out during cleaning, servicing, adjustment and set up. There must be designated
procedures and training. One of the most
fined situations for this standard in auto
shops are vehicles being repaired and not
properly locked and tagged out.
– Electrical – Includes properly grounding
extension cords, no multiple plug adaptors,
proper grounding and double insulation for
portable tools and equipment, no exposed
wiring or frayed cords and labels for disconnecting switches and circuit breakers
– Signs – Safety signs such as “no smoking”
and “exit”
– Housekeeping – The shop needs to be neat
enough so that there are no hazards for slipping or tripping. Spills, including blood,
should be cleaned up immediately
– Walkways and stairways – Aisles and passageways must be kept clear, be marked
appropriately and kept from being slippery.
Stairs must be the right size and properly
guarded
– Floor and wall openings – These need to be
guarded or covered
– Elevated surfaces – These need to be safe
to use and guarded
– Machinery – Guarded where appropriate and
operate with safe power cords. For example, grinding wheels need to be in good
shape with proper air gaps and guards
– Confined spaces – Most shops do not have
these. Shops with pits need to pay attention
here to ensure they are clean and safe
It is in a business’ best interest to review
the shop’s safety programs to make sure they
are in compliance with OSHA regulations.
Having a safe workplace tends to lower workers compensation, insurance rates and sick
days. Simply put, being in compliance is smart
business that can save time and money.
For more details on OSHA compliance, visit
www.funandeasylearning.com for health and
safety information and the OSHA web site at
www.osha.gov.
- Thanks to Jessica Levy
Violations
The most frequently cited/fined
standards for automotive small
businesses include:
– Hazard communication
– Respiratory protection
– Lock Out Tag Out
– Electrical general requirements
– Abrasive wheel machinery
– Welding and cutting
– Personal Protective Equipment (PPE)
– Walking working surfaces
– Flammable and combustible liquids
TSS Advisory Council Holds Annual Conference
Members of the 2004 TSS Advisory Council
(front row, L to R) Keith Smith, Pete Smith Garage, Inc., Louisburg, NC, asekeith@aol.com
Robert Wills, Wills Auto Service, Battle Creek, MI, awilar@aol.com
Costa Kouzounis, Demo’s Automotive Center, Houston, TX, demosautomotive@aol.com
Mike Turner, Portland Automotive, Portland, CT, turnermichael@sbcglobal.net
Dave Christopher, Christopher’s Car Care, Tallmadge, OH, dchristopher36@choiceonemail.com
(back row, L to R) Robert VanDergriff, RT Clapp Car Repair Center, Knoxville, TN, rtclapp@aol.com
James McWilliams, Mountain View Tire #1, Fort Collins, CO, goodyr@prodigy.net
Dan Luper, Luper Bros. Automotive, Lewiston, ID, danluper@cableone.net
Bill James, Bill’s Quality Automotive, Tulsa, OK, billqual@swbell.net
Emerson Miles, Miles Auto Service, Richmond, VA, milesauto@aol.com
(not pictured) David Caffey, Team 1 Automotive, Inc., Alpharetta, GA, team1dave@aol.com
Deano Pesaturo, Central Garage, Sarasota, FL, dpesaturo@superpartsauto.com
The 2004 Total Service Support (TSS)
Advisory Council recently held their annual
conference February 22-25 in Sedona,
Arizona, to review past accomplishments,
discuss current initiatives and plan for future
enhancements to the TSS program. As a
representative body of all TSS participants,
the advisory council provides feedback
directly to ACDelco on topics ranging from
elements of the TSS program to training and
marketing initiatives.
The TSS Advisory Council process continues to grow and mature as members take
on additional responsibilities. "By all
accounts, this was a great meeting," says
Terry Wisner, Manager, ACDelco Total
Service Support Program. "Council members
are fully engaged in this process and the
feedback that we receive goes a long way in
helping ACDelco to continue offering one of
the best aftermarket programs."
Council members participated in the discussion about the newest elements of TSS,
such as the Dale Carnegie Course and
Reynolds and Reynolds business forms.
ACDelco's current and future advertising
and marketing initiatives were presented
and discussed. Detailed feedback was
solicited and provided on a variety of product lines that ACDelco has in its portfolio.
ACDelco Stands Behind Every Product
Total Service Support (TSS) participants
can offer their customers something that
many of their competitors can’t – the
peace of mind that comes with ACDelco
parts.
ACDelco stands behind every product
it sells – all makes, all models. And when
you, as a TSS shop, use ACDelco parts,
the parts as well as labor are warranted
for 12 months or 12,000 miles, whichever comes first.
It’s all part of the ACDelco Consumer
Assurance Program. When you make
repairs using ACDelco products, be sure
to give the customer a Consumer
Assurance Brochure (TSS-BR-0400-02)
and explain how the program works. Use
the Point-of-Sale Order Form available in
the Marketing Support section of acdelcotechconnect.com to order additional
brochures.
Here are the highlights of the program.
• If the customer experiences a failure
within the 12-month/12,000-mile warran-
ty period, the repair will be made at no
additional cost for parts and labor
• If necessary, towing is covered
• Customers should call 1-800ACDelco, prompt #3, for directions to the
nearest TSS facility for the repair if they
are more than 25 miles from the original
repair facility
• If the failure occurs within 25 miles
4
The meeting concluded with an overview of
the DDG sub-committee process.
The 2004 TSS Advisory Council consists
of 12 TSS shop owners representing all five
regions of the country. In 2003, the council
members agreed that each member will
serve on the Advisory Council for three consecutive years. New members are nominated by local ACDelco representatives together with the sponsoring Warehouse
Distributor. This allows for greater participation and helps with the expanding role of the
council.
ACDelco would like to once again thank
outgoing members of the Council for their
service and dedication: Mark Hyde of Hyde
Automotive, Oklahoma City, OK; Charles
Longo of United Auto Sales & Service,
Waterbury, CT; and George Winkler of
Winkler Automotive Service Center,
Gaithersburg, MD.
The new members welcomed to the
Council are: Emerson Miles of Miles Auto
Service, Richmond, VA; Bill James of Bill's
Quality Automotive, Tulsa, OK; and Mike
Turner of Portland Automotive, Portland, CT.
"The TSS program is designed to help
Independent Service Centers that install
ACDelco parts to be highly competitive by
providing shop owners, service writers and
technicians with the tools they need to be
even more successful in the automotive
aftermarket business," says Wisner. "The
TSS Advisory Council serves an important
role in helping ACDelco continue on its path
of becoming the first and best choice for
automotive aftermarket parts."
- Thanks to Leo Koganov
of the original repair facility, customers
should be directed to return to that facility for ACDelco warranty coverage
• Customers will need to provide their
original sales receipt for authorization of
the repairs
Use the Consumer Assurance Program
to build your customer satisfaction – it’s a
guarantee of your confidence in ACDelco.
- Thanks to Dale Slick
How Long Does Oil Last?
How long will oil remain effective in
an engine is a question that seems to
have been answered with the Oil Life
Systems equipped in most late-model
cars and trucks on the road today.
But you may still be asking, “How
does it know when the oil should be
changed?”
Lubrication engineers at manufacturers perform a number of tests to
answer that question. Vehicles are
operated under prescribed conditions,
and periodically a sample of the oil is
taken into the laboratory for analysis.
When the condition of the oil is no
longer satisfactory, the mileage is
noted.
From controlled testing like this, engineers in the past have determined two
sets of mileage numbers—one number
for “normal” driving and the other for
“severe” conditions. Severe conditions
can mean that the vehicle is driven hot
(for example, pulling a trailer up a
mountain) or is driven such that the oil
never warms completely (for example,
trips less than a few miles in a cold climate). In the past, it was then up to the
owner to decide whether their own driving is normal or severe and to change
the oil accordingly. Today, the Oil Life
Monitor makes that decision and notifies the driver using a simple indicator
lamp or readout on the instrument cluster.
What Goes Into Oil?
Straight oil is not an ideal lubricant in
an engine. A package of additives is
needed to give the oil properties it does
not naturally have or to enhance its natural properties. Some of the tasks
accomplished by additives:
– Viscosity modifiers, to keep the oil
the proper thickness over a wide
range of operating temperatures
– Anti-oxidant, to keep the oil from
thickening
– Corrosion inhibitors, to protect
engine components
– Anti-wear
– Anti-foam
– Detergents, to suspend solid
particles
What Makes Oil Wear Out?
If you were to start out with a
crankcase full of fresh, clean oil, and
drove the vehicle for a period of time,
eventually the oil would have to be
changed. During this time, what can
change fresh oil into “worn out” oil?
First, dilution. When gasoline is
burned in the combustion chamber, the
by-products include a lot of water.
Some of this water can find its way
into the crankcase through piston ring
blow-by. If the engine is cold, and if
combustion is not perfectly complete, a
small amount of acid is formed. It, too,
can blow-by into the oil. You don’t need
to be a top-notch scientist to realize
that water and acid aren’t good things
to pump through the lubrication system
of the engine.
If an engine is run long enough for
the engine oil to warm, the water and
acids will evaporate and not accumulate. But, during very short trips in cold
weather, water and acids can enter the
engine oil and cause the oil to wear
out.
Second, degradation. As mentioned
earlier, a number of additives are put
into oil to improve its performance. If
these additives are degraded or decomposed, the oil is no longer capable of
doing all of its jobs properly. Oil with
degraded additives can become thick
and dark. Additives become degraded
by exposure to extreme heat.
There are two places a lot of heat
can reach the oil. One is near the combustion chamber. Oil at the top of the
piston ring is exposed to very high temperature. And some bearing surfaces
can also put a lot of heat into the oil at
high operating temperatures. So, degradation of additives from high temperature can cause the oil to wear out.
How Can Oil Life Be Predicted?
Using carefully controlled laboratory
tests, it’s possible for lubrication engineers to measure how long it takes to
dilute engine oil during cold operation.
In addition, it’s possible to measure
how long it takes for high temperature
to degrade the additives.
We usually think
of measuring time
in hours and minutes, but for an
engine, the amount
of revolutions it has
run is also a good
measure. For the
purposes of oil life,
time is measured in
engine revolutions.
Engineers like to
talk in terms of
models. A model is
a way to describe
something mathematically. It’s possible to create an oil
life model that very
carefully matches
5
the results of analyzing the oil in a laboratory.
The Oil Life System, then, is based
on a model. A computer chip in the
Powertrain Control Module (PCM) is
loaded with a certain number of engine
revolution counts. The count for each
engine/vehicle combination is determined by testing. As the engine runs,
each revolution is subtracted from the
remaining count in the Oil Life System.
When the count reaches zero, the
instrument cluster indicator notifies the
driver. But, here’s the clever part. When
the various input sensors detect that
the engine is running under either cold
or hot conditions, it subtracts extra
counts (penalties) for each revolution.
So, the conditions that cause the oil to
wear out make the counter run faster.
Note: Synthetic oil resists wearing
out better than mineral oil, so the Oil
Life System is set to account for this,
but only on vehicles that are specified
for synthetic oil from the factory, such
as the Corvette. Using synthetic oil in
other vehicles is certainly not harmful,
but the Oil Life System will continue to
count down as though the engine contained mineral oil.
Changing Maintenance
Schedules
The ability of the Oil Life System to
indicate the need for oil changes has
brought about a change in the recommended maintenance schedules of
some manufacturers. Some maintenance schedules are now being based
on oil change intervals as called for by
the Oil Life System, not mileage.
Look for more information coming
soon on these recommended maintenance schedule changes.
A S E Te s t i n g C o m i n g U p
Sharpen your pencils, the Automotive
Service Excellence (ASE) paper tests will
be held in early May at over 700 test
centers around the country. In addition,
the next computer-based testing session
will be conducted this summer.
Since 1972, automotive technicians
have been earning ASE certification that
recognizes their skills and experience.
The National Institute for Automotive
Service Excellence currently certifies
technicians in a number of automotive
categories.
The ASE automobile/light truck tests
are offered in eight specialty areas:
A1 Engine Repair
A2 Automatic Transmission/Transaxle
A3 Manual Drive Train and Axles
A4 Suspension and Steering
A5 Brakes
A6 Electrical/Electronic Systems
A7 Heating and Air Conditioning
A8 Engine Performance
The upcoming dates for the ASE test
series are:
Automobile/Light Truck May 4, 6
Medium/Heavy Truck May 6, 11
Truck Equipment
May 6
Collision Repair/Refinish May 11
Engine Machinist
May 11
Specialty
May 11
Advanced Level
May 4, 11
Alternate Fuels
May 4
School Bus
May 4, 6
Parts Specialist
May 4
Service Consultant
May 4
Recertification Tests
May 4, 6, 11
ASE certification is earned by those
who pass one or more of the tests and
have at least two years of automotive
repair experience. Those who pass all
eight automobile tests and meet the
experience requirement earn Master
Automobile Technician certification. For
technicians just starting out, appropriate
vocational training may be substituted
for up to one year of work experience.
To keep up with automotive technolo-
gy, technicians must
complete the tests every
five years to remain ASE
certified.
Technicians who have
earned ASE certification
may take the recertification test if their ASE certification is about
to expire (after five years) or if it already
has expired. The recertification tests are
about one-half the length of the regular
tests.
Writing Test Questions
With so many tests, have you ever wondered how the questions are developed?
Service industry experts familiar with
all aspects of automotive repair review
and provide their input on the ASE test
questions written each year. The questions are designed to test the skills technicians need to know in servicing and
repairing vehicles. They test basic technical knowledge, correction or repair
knowledge and skill, and testing and
diagnostic knowledge and skill.
Each ASE test question is based on an
idea and topic discussed during “item
writing” workshops where ASE brings
together service experts from domestic
and import automotive manufacturers,
aftermarket parts and equipment manufacturers, working technicians and vocational educators.
Each question is reviewed by this
group to ensure that it deals with practical problems of diagnosis and repair that
are commonly seen by technicians. In
addition, all questions are pre-tested and
checked by a national sample of technicians.
When all questions are approved,
they’re put into a pool, ready to be
assembled for a test. Every test is newly
assembled each time it is given; no two
ASE tests are ever alike.
Preparing For the Tests
To prepare for the tests, ASE provides
catalogs of tests on their web site at
www.ase.com. The catalogs feature test
specifications and task lists, sample
questions and a listing of available study
materials.
The specifications list covers the categories that will be covered on a particular
test along with the number of questions
and the percentage of the test devoted
to each category. By reviewing the specifications, technicians can determine if
they’ll be able to answer questions about
different areas on the test.
The task list describes the actual work
technicians should be able to perform in
each specialty area. This provides technicians with a checklist of the technical
aspects of each specialty area as well as
what to study for the test in each specialty area.
Many professions look to certification
as a way to recognize qualified and
knowledgeable individuals. ASE certification is one more way you can be recognized in the automotive repair industry as
one of the very best.
ACDelco ASE Test Prep
Course
ACDelco’s ASE Test Preparation
Course, ASE-01, is designed to help
prepare technicians who will be taking one or more of the ASE automobile certification tests.
This one-day course focuses on jobrelated tasks to prepare for the tests,
test-taking techniques and various
types of ASE test questions. It does
not concentrate on a specific ASE
test.
Participants receive the ACDelco
Guide to the Automobile Certification
Examination, which includes over
2,000 sample study questions and
answers.
Visit the TSS section at acdelcotechconnect.com for more training information on the ASE Test Prep Course
and many other available ACDelco
courses.
ACDelco Motorsports Report
NASCAR Stock Car
Racing Busch Series
IHRA Drag Racing
Pro Modified Series
Driver:Ron Hornaday
Car: #2 Chevy
Monte Carlo
Richard Childress
Racing
Ron Hornaday drives the #2 ACDelco
car in the NASCAR Busch Series. He started his NASCAR career in the Craftsman
Truck Series, where he won the inaugural
season championship in 1996.
2004 Driver Standings Points
1 Kevin Harvick
520
11 Ron Hornaday
370
Driver: Harold Martin
Car: Pontiac Grand Am
Harold Martin is a former
GM development engineer
who has been involved in racing for over
20 years. He founded Martin Motorsports,
Inc., in 1996.
The IHRA Drag Racing season kicks off
March 26-28 with the Amalie Oil Texas
Nationals.
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NHRA POWERade
Drag Racing
Pro Stock Series
Driver: Kurt Johnson
Car: Chevy Cavalier
Kurt Johnson has been running in the
NHRA Pro Stock series since 1993, when
he won Rookie of the Year. He is the son
of drag racing legend Warren Johnson.
2004 Driver Standings Points
1 Greg Anderson
196
2 Kurt Johnson
191
The following technical tips provide repair
information about specific conditions on a
variety of vehicles. If you have a tough or
unusual service repair, the TSS Technical
Assistance Hot Line can help. Call 1-800825-5886, prompt #2, to speak with a
technical specialist with the latest OEM
information.
Rear Brake Rotor
Removal
1999-2001 Chevrolet S-10 Truck,
Chevrolet Blazer, GMC Sonoma, GMC
Jimmy and GMC Envoy
It may be difficult to remove the rear
brake rotors on some models. There
may be two causes.
First, an unsupported rear axle can
cause this condition by stretching the
cable and slightly applying the parking
brake. In this case, support the rear
axle.
Second, a rust ridge on the back of
the rotor parking brake drum surface,
or grooves in the shoes/drum surface,
may cause interference. If this is the
case, remove the tire. Drive one of the
five wheel retention studs out the back
of the rotor. Rotate the rotor to align
the stud hole with the parking brake
adjuster. Use a screwdriver to back off
the parking brake shoes.
“Exhaust” Rattle Noise
1998-2001 Chevrolet Blazer,
GMC Jimmy and GMC Envoy
Before replacing exhaust system
components for a rattling noise on
these models, check the roof rack
cross bar knobs for tightness. A loose
roof rack knob can vibrate and produce
a rattle that seems to come from the
exhaust system.
RKE Unable to Program
or Learn
1999-2001 Chevrolet Trucks and
GMC Trucks
On some models, the Remote
Keyless Entry (RKE) system will not
program. The learn mode can be
accessed, but the Remote Function
Actuator (RFA) will not learn the key
fob.
The key fobs may not be compatible
with the RFA module. In model year
2001, two different generations of RFA
modules were used.
Verify the part used on the vehicle.
The key fob must match the RFA.
There is no visual difference in the key
fobs. The RFAs have a different color
lid.
The two part numbers used in the
2001 model year are:
Brake Pad Orientation
1997-1999 Oldsmobile Cutlass; 1997-2001
Chevrolet Malibu; 1999-2001 Oldsmobile
Alero and Pontiac Grand Am
1999-2001
15732806
RFA module
(first design with black lid)
15732803
Key fob
2001-2002
15042969
RFA module
(second design with gray lid)
15042968
Key fob
No 2nd or 4th Gear
Wear indicator points upward
When installing front brake pads on
these models, the pad with the wear
indicator must be installed in the
inboard position (against the piston) in
the brake caliper.
When properly installed, the wear
indicator will point upward with the
caliper installed on the car. If the pad
with the wear indicator is installed in
the outboard position in the caliper,
interference between the spare wheel
and the brake caliper may occur when
the spare tire is installed, and premature front brake lining wear may result.
2001 GM vehicles with the 4L60E
transmission
Some 4L60E transmissions in 2001
vehicles may experience a damaged
2/4 band with no obvious root cause.
One possible cause of this condition
may be a servo apply pin that does not
move freely in its bore, causing the 2/4
band to drag when released.
During transmission assembly, a
gauge was used to determine proper
servo apply pin length. If the gauge
struck the case near the apply pin
bore, it may have dented the case. This
dent may raise metal in the bore and
cause the pin to drag.
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Inspect the case inside the servo
bore for signs of a dent or damage
near the apply pin bore. Also, inspect
the apply pin for scratches or wear
marks running length-wise along the
pin. If damage it noted, it may be possible to carefully remove the raised
metal with a small file. If the raised
metal cannot be removed, it may be
necessary to replace the case or the
transmission assembly.
Avoiding Door Trim
Cracks
2000-2001 Chevrolet Impala
On some models, the front door trim
panels may be cracked or broken on
the forward or rear edge of the panel.
These cracks are typically in line with
the door trim mounting bracket
screws.
To avoid this damage, before
attempting to remove the trim panel,
remove the two attaching screws
located behind the armrest pull cup.
Then disengage the trim panel retainers from the door inner panel using
special tool J-38778.
Discard the trim panel retainers and
replace with new ones when installing
the door trim.
Front Carpet Passenger
Side Water Leak
1999-2001 Oldsmobile Alero and Pontiac
Grand AM
Some models may experience a
windshield fogging condition or wet
carpet on the passenger side. In addition, the blower may not operate due
to ice in ambient temperatures below
32° F.
These conditions may be due to a
mis-positioned or improperly adhered
foam water dam under the black
beauty panel. Remove and discard the
original foam part. Clean the metal surface with an alcohol-based cleaner.
Install the new foam part, properly centering the part over the HVAC air intake
opening.
Foam water dam
ACDelco Bulletins
04D-J-030
03D-J-171
2004 Air Conditioning Service Guidelines
03D-164
2002-2004 Battery Application Information
ACDelco air conditioning service guidelines; revises
Bulletin 02D-J-104
ACDelco battery application information for 2002-2003
All Makes/All Models and 2004 GM models
These guidelines promote the proper servicing to ensure
the best possible air conditioning service experience for
owners. The guidelines can be reproduced locally for
counter handouts and air conditioning seminars.
A quick part number/application reference for new part
numbers released since the 2001 catalog was printed is
included. A new 7A-100 catalog will be available in the
first quarter of 2004. For details on the 75V6YR battery,
refer to Bulletin 02D-136. A separate bulletin for the
group 86 batteries will be released shortly.
Information on New Spark Plugs and Gapping
2004 Buick Rainer
2002-2004 Cadillac Escalade, Escalade EXT
2003-2004 Cadillac Escalade ESV
2004 Cadillac CTS-V
1997-2004 Chevrolet Corvette
1998-2002 Chevrolet Camaro
1999-2004 Chevrolet Silverado
2000-2004 Chevrolet Suburban, Tahoe
2002-2004 Chevrolet Avalanche
2003-2004 Chevrolet Express, TrailBlazer
1999-2004 GMC Sierra
2000-2004 GMC Yukon, Yukon XL
2001-2004 GMC Yukon Denali, Yukon XL Denali
2002-2004 GMC Sierra Denali
2003-2004 GMC Envoy XL
1998-2002 Pontiac Firebird
2004 Pontiac GTO
2003-2004 Hummer H2
with 4.8L, 5.3L, 5.7L or 6.0L V8
Engine (VINs V, P, T, Z, G, S, N, U – RPOs
LR4, LM4, LM7, L59, LS1, LS6, LQ9, LQ4)
A new Iridium spark plug has been released for these
vehicles, replacing the current Platinum-tipped plug.
The new spark plug, ACDelco Part Number 41-985
(12571164), is gapped to 1.01mm (0.040 inches) during
manufacturing. It should not be changed to the gap
required with the Platinum plug or damage to the spark
plug may result.
03D-J-159
Engine Crankcase Flush
2003 and prior GM Cars and Trucks
2003 Hummer H2
2003 and prior Isuzu Light and Medium Duty
Trucks with Gasoline Engines
2003-2004 Hummer H2
with 4.8L, 5.3L, 5.7L or 6.0L V8
Engine (VINs V, P, T, Z, G, S, N, U – RPOs
LR4, LM4, LM7, L59, LS1, LS6, LQ9, LQ4)
General Motors is aware that some companies are
marketing tools and equipment to support engine
crankcase flushing procedures. GM does NOT endorse
or recommend crankcase flushing for any of its gasoline
engines. Some of the materials used in these procedures
are incompatible with GM engine components and may
damage some engine seals and bearings. Damage to
engine components resulting from crankcase flushing
procedures is not covered under the terms of the New
Vehicle Warranty.
03D-167
DuraStop Abutment Clips
DuraStop Abutment Clips (anti-rattle clips) are now
available for 2001-2003 Pontiac Aztek and Buick
Rendezvous.
DuraStop abutment clips can be used with disc front
or 4-wheel disc brake applications. Do not use the
abutment clips on shoe applications.
The DuraStop Hardware Kit part numbers for the
Pontiac Aztek and Buick Rendezvous are:
Rear Clip: 18K873
Front Clip: 18K1072
the automotive aftermarket industry estimates that there is
approximately $60 billion in unperformed vehicle maintenance every year. These events are ideal for identifying and
correcting these unmet needs to consumers.
ACDelco has developed a promotional kit for area TSS
accounts that participate in the ACDelco National Car
Care Month events. The kits include items such as
banners, posters, coupon suggestions, and promotional suggestions. The kits will be distributed
automatically to participating TSS’s.
TSS accounts that are not in market areas having a coordinated event can build on the National
Car Care Month momentum with their own promotional campaigns to raise consumers’ awareness, along with
providing a better understanding of the importance of proper
vehicle maintenance.
For additional information about hosting a car care event
during National Car Care Month, visit www.carcare.org. You
may also want to talk with your local ACDelco representative
about possible promotional materials available.
April is National Car Care Month
To help promote National Car Care Month in April,
ACDelco is teaming up with Warehouse Distributors (WDs)
in select market areas for the industry-wide “Be Car Care
Aware” campaign.
Participating WDs will facilitate the events at
the local level, and will promote the “Be Car Care
Aware” message with vehicle check lane events
where consumers can bring their vehicles for
free maintenance inspections. The events will
also help consumers learn more about proper
maintenance through informational handouts, displays and demonstrations. Many events will also include a
variety of fun activities for the kids.
Total Service Support (TSS) accounts have the opportunity
to generate goodwill and additional business in April, by
hosting or participating in an event for National Car Care
Month. These local events will help TSS accounts develop
greater community awareness of their business while highlighting the importance of regular vehicle maintenance to
consumers. To underscore the potential for this campaign,
- Thanks to Garet Douglass
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