Chevrolet | 2013 Full-Size Truck | All-New 2014 Chevrolet Silverado 1500 and GMC Sierra 1500 Have

September & October 2013
All-New 2014 Chevrolet Silverado 1500
and GMC Sierra 1500 Have Arrived
The all-new 2014 Chevrolet Silverado 1500 and GMC Sierra 1500 arrive first as
a crew cab, f­ollowed soon by a regular cab and a double cab, which replaces the
extended cab of previous years. Early buyers can choose from either a 4.3L V6
engine or a 5.3L V8 engine. A new 6.2L V8 engine will follow later in the year.
For the first time, 1500 crew cabs will be available with a longer 6’6” cargo box,
in addition to the previous 5’8” cargo box, enabling customers to carry more cargo
while still being able to park in many garages.
Three all-new EcoTec3 engines will be offered. The EcoTec3 engines feature three
state-of-the-art technologies — direct injection, V4 Active Fuel Management (cylinder
deactivation) and continuously variable valve timing — to make the most of power,
torque and e
­ fficiency across a broad range of operating conditions.
continued on page 2
Full-Size Truck Brake Pipe Kit
All kits are pre-formed and pre-flared
to aid installation. The brake pipe kits
have a nylon coating that provides better
All-New 2014 Chevrolet Silverado 1500
and GMC Sierra 1500 Have Arrived. . . . . . 1
Full-Size Truck Brake Pipe Kit . . . . . . . . . . 1
New EcoTec3 Engines
ACDelco recently released new
hydraulic brake pipe kits for 1999-2007
Chevrolet Silverados and GMC Sierras
and 1999-2006 Cadillac Escalade,
Chevrolet Tahoe, Chevrolet Suburban,
Chevrolet Avalanche and GMC Yukon
models. These kits can be used any time
the replacement of the entire brake pipe
assembly is required.
corrosion protection; and they are a lower-cost alternative to pipe replacement.
The kits are not intended for the repair
of a single damaged brake pipe. They
are intended for the replacement of
the entire brake pipe assembly due to
­corrosion or wear.
Service bulletin 13D-079 GMT800
details the procedures for installing
these kits. It includes a part number
­listing for each application.
continued on page 3
Grade Braking Operation on
GM Full-Size Trucks. . . . . . . . . . . . . . . . . . . 4
Solving Programming System Errors . . . . 5
ACDelco NATEF Training Program. . . . . . 6
New Videos on the ACDelco
YouTube Channel . . . . . . . . . . . . . . . . . . . . . 6
ASE Fall Test Dates . . . . . . . . . . . . . . . . . . . .6
Tech Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Training Update. . . . . . . . . . . . . . . . . . . . . . . 8,
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Chevrolet Silverado 1500 and
GMC Sierra 1500 – continued from page 1
passes through the flexible fuel sensor
before continuing on to the fuel rail.
The flexible fuel sensor measures
two different fuel related parameters,
and sends an electrical signal to the
Engine Control Module (ECM) to
­indicate ethanol percentage and fuel
temperature. Since the flexible fuel
sensor measures the actual percentage of ethanol in the fuel, it is no
longer necessary to wait for an empty
fuel tank in order to refill with E85.
Active Fuel Management
EcoTec3 4.3L V6
The new 4.3L V6 will offer customers a state-of-the art truck engine,
SAE-certified at 285 horsepower and
305 lb.-ft. of torque, the most torque
of any standard V6. The engine is E85
Cylinder deactivation, also known
as Active Fuel Management, is now
­standard on all three engines. The
system uses oil pressure, controlled
by the Powertrain Control Module,
to deactivate the lifters on selected
cylinders, closing the valves for those
cylinders. It deactivates four of the
cylinders on the V8 engines and two
cylinders on the V6 under light load
conditions — operating the engines
as a V4 — and seamlessly reactivates the cylinders when the driver
demands greater power. The transition
takes less than 20 milliseconds and is
Advanced Oiling System
EcoTec3 5.3L V8
The new 5.3L V8 is SAE-certified
at 355 horsepower and 383 lb.-ft.
of torque. With EPA-estimated fuel
economy of 23 mpg highway (2WD),
it is the best fuel economy of any V8
pickup. It is also E85 capable.
The new 6.2L V8, available later
this year, is expected to be the most
capable engine offered in any lightduty pickup truck.
Flexible Fuel Sensor
The flexible fuel sensor measures
the ethanol-gasoline ratio of the fuel
being used in a flexible fuel (E85 capable) engine. Flexible fuel vehicles can
be operated with a blend of ethanol
and gasoline, up to 85 percent ethanol.
The flexible fuel sensor uses quickconnect style fuel connections, an
incoming fuel connection, and an
­outgoing fuel connection. All fuel
The oiling system on the engines
incorporates a new variable displacement two-stage vane-type oil pump
that enables more efficient oil delivery,
based on operating conditions. Its
dual-pressure control enables operation at a very efficient oil pressure at
lower RPM, and then delivers higher
pressure at higher engine speeds.
An oil control solenoid valve, controlled by the ECM, mounted to the oil
pump p
­ rovides two-stage functionality.
The oil pump is mounted on the front
of the engine block and driven directly
by the crankshaft sprocket.
An oil passage at camshaft bearing location permits oil flow into the
center of the camshaft. Oil enters the
camshaft, exiting at the front and into
the camshaft position (CMP) actuator
solenoid valve. The CMP valve spool
position is controlled by the ECM and
CMP magnet. When commanded by
the ECM, the CMP magnet repositions
the CMP actuator solenoid valve spool
directing pressurized oil into the CMP
actuator to control valve timing.
continued on page 3
Volume 20, Number 5 (TS-PU-0005-13)
ACDelco TechConnect is published bi-monthly
and online for technicians of Professional
Service Center and Key Fleet accounts 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.
Rick Balabon
E-mail /
Greg St. Aubin
E-mail /
Technical Editor:
Mark Spencer
E-mail /
Production Manager:
Marie Meredith
Desktop Publishing:
5by5 Design LLC
E-mail /
Write to: *
ACDelco TechConnect
P.O. Box 500
Troy, MI 48007-0500
On the Web::
To read or print recent issues of
–, click
the Newsletters link.
ACDelco service tips are intended for use by p­ rofessional
technicians, not a “do-it-yourselfer.” They are written to
inform those technicians of c­ onditions 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
All materials and programs described in this m
­ agazine
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.
©2013 ACDelco. All rights reserved.
Chevrolet Silverado 1500 and GMC Sierra 1500 –
continued from page 2
Oil pressure gauge needle oscillation will occur due to the two-stage oil
pump self-test. The ECM will perform
a functionality test of the two-stage
oil pump after a cold soak, when the
engine is first started and the vehicle
is driven.
This functionality test will occur
three times in a short time span and
can be observed on the oil pressure
gauge as a brief increase (spike) in
the oil pressure gauge needle.
Additionally, at 3,500 RPM or greater,
the two-stage oil pump switches over
to high stage and the oil pressure
gauge ­needle will move to the high
New Fluids
Engine oils meeting the requirements
of the vehicle will have the dexos 1
­certification mark on the container.
SAE 5W-30 is the required viscosity grade for the 4.3L engine and SAE
0W-20 is the required viscosity grade
for the 5.3L and 6.2L engines.
New synthetic axle gear oil is used
on the 2014 Silverado and Sierra. The
new synthetic axle gear oil is a 75W85
viscosity. In the United States, use GM
P/N 19300457. In Canada, use GM P/N
A new brake fluid also is used for
2014 that has enhanced corrosion
inhibitors and significant improvements
in lubricity that are engineered to
­eliminate master cylinder squeak/noise.
In the U.S., use brake fluid with
GM P/N 19299818. In Canada, use
GM P/N 19299819.
Enhanced Ride and Handling
The 2014 trucks feature a revised
front and rear suspension and wider
wheels that provide a more comfortable ride and more confident handling.
Electric power steering improves steering feel and reduces fuel consumption. New four-wheel-disc brakes with
Duralife™ rotors improve brake feel and
potentially double rotor life.
The Silverado 1500 and Sierra 1500
will be available with segment-exclusive safety features such as Forward
Collision Alert, Lane Departure Warning
with an Active Safety Seat, and Front
and Rear Park Assist. StabiliTrak with
Trailer Sway Control and Hill Start
Assist are standard on all models.
message inputs from the steering
wheel angle sensor.
The steering wheel angle sensor
does not require centering often.
However, if the steering wheel angle
sensor is not correctly centered it may
create a lead/pull condition. If this condition is encountered, always perform
the Steering Angle Sensor Centering
procedure before performing a wheel
Stronger, Quieter Cab
Electric Power Steering System
The belt-driven electric power
­ teering system features an integrated
electromechanical power steering unit,
containing the power steering control
module, its sensors, the power steering motor, a belt drive and a ball nut
The power steering control module
has a software feature referred to as
Smooth Road Shake Compensation
that reduces steering wheel vibration
caused by an imbalance from the front
tire/wheel assemblies. The vibration
transmitted to the steering wheel is
referred to as Smooth Road Shake and
is a phenomenon that occurs only at
highway speeds and on smooth roads.
In addition to smooth road shake,
road crown is compensated for by the
steering wheel angle sensor signal,
which calculates the intended driving
direction. The Electronic Brake Control
Module (EBCM) receives serial data
Full-Size Truck Brake Pipe Kit –
When removing the old brake pipes,
be sure to clean all dirt, rust or other
contaminants from the areas adjacent
to each brake pipe tube nut so that no
contaminants enter any hydraulic fittings
or openings of the brake pipes.
Before installation, be sure to identify
the correct port locations on the master cylinder, Brake Pressure Modulator
Valve, and brake pressure proportioning
valve, where equipped, to ensure proper
Also carefully remove the existing
brake pipes from the routing clips to
avoid damaging the clips. The new
brake pipes will be installed into the
existing clips.
Once the new brake pipes are
installed, inspect the routing of the new
pipes to ensure that the pipes do not
contact any part of the frame, body or
any chassis components.
– Thanks to Vincent House
The new truck cab is functional, yet refined.
The new truck cab is stronger, with
nearly two-thirds of the structure made
from high-strength steel.
New shear-style body mounts tune
out both up-and-down and side-to-side
movement for a quieter, more comfortable ride. Double cab and crew cab
models have a set of hydraulic rear
body mounts to further isolate the cabs.
Rear doors on crew cabs are larger,
for easier entry and exit, and rear doors
on double cab models are now hinged
at the front for easier access, especially
in tight spots.
–Thanks to Peter Joslyn
and Sherman Dixon
continued from page 1
The replacement pipes are designed to fit
each vehicle application.
Grade Braking Operation on GM Full-Size Trucks
Grade Braking on GM full-size trucks
has evolved over the past several
years to have broader application and
increased authority. Available on 20072014 Cadillac Escalade; Chevrolet
Avalanche, Silverado, Suburban, Tahoe,
Express; and GMC Sierra, Yukon and
Savana models, Grade Braking assists
in maintaining vehicle speed when driving on a downhill grade by automatically
implementing a shift schedule that uses
the engine and transmission to slow
the vehicle. This feature is internal to
the vehicle's software/calibration and
requires no driver action to activate.
Refer to Bulletin #08-07-30-030A and
#PIT5202 for additional information on
various operating features — including
Grade Braking — of automatic transmissions 6L80 (RPO MYC) and 6L90 (RPO
MYD) used on these full-size trucks,
SUVs and vans.
The operation of Grade Braking
v­ aries on many models. Here are the
Grade Braking differences, explained by
model year.
2007-2012 MODEL YEARS –
Powertrain Grade Braking
Powertrain Grade Braking has been
available since 2009 on GM light-duty
models and 2007 on GM heavy-duty
models. The Tow/Haul Mode has to be
2009-2012 MODEL YEARS –
Cruise Grade Braking
ignition key cycle. It is not available in
Range Selection Mode.
For the 2009-2011 model years,
Cruise Grade Braking on GM full-size
trucks is effective only in Tow/Haul
Mode when cruise control is engaged.
To disable or enable all grade braking within the current ignition key cycle,
press and hold the Tow/Haul button for
three seconds.
For the 2012-2013 model years,
Cruise Grade Braking is effective in
both Tow/Haul Mode and Normal Mode
when cruise control is engaged. Cruise
Grade Braking is not available in Range
Selection Mode.
This feature requires the driver to
apply steady brake pedal pressure to
maintain desired speed while driving on
a downhill grade. The vehicle's modules
calculate brake temperature and enable
Normal mode Powertrain Grade Braking
if necessary.
Cruise Grade Braking provides automatic transmission downshifting to
assist in speed control when vehicle
speed has increased from the set point
by a certain amount. Multiple downshifts may be commanded depending
on the amount of deviation of vehicle
speed to the set speed. As the vehicle
speed slows and approaches the original set speed, transmission upshifts will
be commanded to return to a normal
operating condition.
At some speeds and on some
­ ownhill grades, the transmission may
not be able to command a gear low
enough to slow the vehicle to the set
point without overspeeding the engine.
In this case, the transmission will command all available downshifts, but if
further engine braking is desired, the
driver must press the brake pedal to
slow the vehicle enough so additional
downshift(s) can be commanded.
Pressing the brake pedal has the
­ ormal effect of cancelling cruise
­control operation and, in this case,
a transition to Normal – Powertrain
Braking is completed.
Powertrain Grade Braking
Tow/Haul Mode button on the shift lever.
Automatic downshifting (known as
Normal – Powertrain Braking) to assist
speed control will activate when Tow/
Haul mode is active and the brake pedal
is depressed (even lightly). Downshifts
are commanded at higher speeds than
normal resulting in engine braking
that assists with speed control. After
a ­powertrain braking situation ends,
upshifts will typically be commanded
when the accelerator pedal is pushed
down (a quick increase in accelerator
pedal position may be required).
For the 2013 model year, GM fullsize trucks continue to have Powertrain
Grade Braking when in Tow/Haul Mode
as in earlier model years, but now, cruise
­control does not have to be activated.
The significant change is that these
vehicles also now have Powertrain Grade
Braking while in Normal mode (Normal
mode = Tow/Haul mode OFF).
Normal mode Powertrain Grade
Braking assists when driving on a downhill grade to help maintain desired vehicle
speed by using the engine and transmission to slow the vehicle.
Normal mode Powertrain Grade
Braking defaults to ON after each
The transmission downshifts and
engine RPM increases. At this point, if
the brake pedal is released, the transmission will hold the current gear. If
additional engine/transmission braking is
needed to help maintain desired speed,
reapply steady brake pedal pressure and
additional downshifts may occur.
Normal mode Powertrain Grade
Braking will have a less aggressive transmission downshift schedule than Tow/
Haul mode Powertrain Grade Braking.
Grade Braking can be exited by
­pressing the accelerator pedal.
Normal mode Powertrain Grade Braking
in action.
Powertrain Grade Braking
Powertrain Grade Braking for the
2014 model year vehicles operates
much the same as in 2013 vehicles.
The 2014 vehicles continue to have
Powertrain Grade Braking while in
Normal mode.
To disable or enable all grade braking
within the current ignition key cycle,
press and hold the Tow/Haul button for
five seconds. This is a longer button
press than previous model years.
the Driver Information Center when the
grade braking has been activated while
driving on downhill grades. This message will not display if Cruise Control
Grade Braking goes active.
– Thanks to Mike Johnston
Solving Programming System Errors
If an error is received during a programming event to
update a control module’s flash calibration files with newer
calibration information, there are several items to check first
before resorting to replacing the control module. There may
be different occurrences that caused the programming error,
and most errors can be resolved by following some basic
troubleshooting steps.
Connections. Be sure to use a known good Techline PC
­serial port connector and RS232 cable.
Following are several specific GM Service Programming
System (SPS) programming errors and how to resolve
the issue.
An asterisk ( * ) indicates that the SPS application is
not ­recognizing the calibrations being read from the control module, which can be caused by a non-GM calibration
­programmed into the control module or an incomplete SPS
data record.
Confirm and maintain proper battery voltage before
­attempting programming.
Error E4413/E4414 – Calibrations marked
with an ( * )
Error E4399/E4403 – Severe Error
These general programming errors are typically the result
of a loss of communication between the programming device
and the control module. The loss of communication can be
caused by a drop in battery voltage, delay in communication
with the module, or a vehicle issue such as interruption on the
BUS (wiring, connector issue, aftermarket components, etc.).
Make sure a minimum of 12.5 volts is maintained during programming. Attempt to re-establish communication
with the control module using GDS 2 or a Tech 2 scan tool.
If ­communication can be established, reattempt programming using “Replace and Program ECU” as the programming method. If communication cannot be re-established,
deplete retained power by disconnecting the negative battery
terminal for a minimum of five minutes. Re-establish and
maintain ­battery power, attempt to communicate with the
control module using the Multiple Diagnostic Interface (MDI)
tool or Tech 2. Reattempt programming using “Replace and
Program ECU.”
Some pre-2007 GM vehicles may require using the Tech 2
and the “Legacy Tech 2” programming option in SPS in order
to use a slower programming communication speed.
Error E4404/E4494 – No Communication with
Diagnostic Tool
It may be necessary to restart the SPS application and
select “Replace and Reprogram” as the programming
­method. This procedure will overwrite the unidentified
­software and calibrations.
Error E4398 – No Calibration Data
error is the
result of
a missing
or incomplete data
It is not
related to
the control
being programmed
No calibration error
or a vehicle issue.
Contact the ACDelco Helpdesk.
Error E4491/E4423 – Programming Failed
These programming errors can occur from different areas.
If encountered on a service module, confirm the correct part
number is being used and confirm programming is possible by
attempting to program the original module.
This is
a loss of
the programming
(MDI or
Tech 2)
and the
Check for a loss of communication with the
center PC.
programming device.
It is not a
module or
vehicle problem.
Any time a programming event is interrupted or unsuccessful, do not turn off the ignition. Check the programming tool
connections and that the TIS software is up to date, and then
attempt to reprogram the control module.
If a programming error cannot be resolved, do not replace
the control module before contacting the ACDelco Helpdesk.
For assistance, be sure to have the original and service
­module part numbers and error detail available.
Confirm the connection from the PC. If the programming
device is connected by USB, select a different USB port on
the PC. If using a wireless network for the MDI connection,
confirm the wireless connection or switch to a USB connection. Disable the MDI wireless connection in the MDI wireless
manager when using a USB connection.
If programming with a Tech 2, perform a Tech 2 selftest, found in SPS under Settings > Diagnostics > Test
Access to the GM Service Programming System, GM
v­ ehicle calibrations, Tech 2 scan tool diagnostic software
updates and GDS 2 software updates are available online
through a TIS2Web (Techline Information System) subscription. Go to and click the GM
Service Information link on the left side of the home page for
more information.
For assistance with software and programming, contact the
ACDelco Helpdesk at 1-888-212-8959.
– Thanks to Bob Stewart
Professional Service Center
ACDelco NATEF Training Program
The National
Automotive Technicians
Education Foundation
(NATEF) was founded in
1983 as an independent,
non-profit organization
with the mission of
improving the quality
of automotive technician training programs nationwide at
secondary and post-secondary public and proprietary schools.
To accomplish this mission, NATEF examines the structure,
resources and quality of training programs and evaluates
them against standards established by the industry. These
standards reflect the skills that students must master to be
successful in the industry. NATEF also works with students
to increase career awareness opportunities in the automotive
repair industry.
with the NATEF
organization to
provide a limited
number of webbased training
courses to capture the attention of younger high school technician prospects.
General Motors and ACDelco are strong supporters of
future automotive technicians via NATEF certified secondary and post-secondary schools. ACDelco has been working
For more information about NATEF, visit
–Thanks to Jill Brown
ACDelco is now expanding their role with the NATEF.
ACDelco has developed the ACDelco NATEF Training Program
that will be piloted in September and evolve to become a
national training program in early 2014.
There are two training paths available to NATEF instructors
and their students. Instructors will be given access to over
100 ACDelco web-based training courses and students will be
given access to 23 technical and business web-based training
New Videos on the ACDelco YouTube Channel
ACDelco’s YouTube channel includes
­ umber or helpful product information
and service videos. These videos can
be viewed at
• Professional ReadyStruts
• Advantage Auto Batteries
The ACDelco product video pages
include links to product pages and the nearest ACDelco
Professional Service Centers.
Some of the latest videos cover a
variety of product installation and diagnostic ­information, including:
• Power Steering Pump Replacement
• Power Steering System Quality
• Serpentine Belt Replacement and
• Power Steering System Overview
• How to Determine Belt Tensioner
• ABS Replacement
• Intake Manifold Cleaning and
• Installation of Remanufactured
Truck Parts
• ACDelco Professional Conventional
Spark Plugs
• Rapidfire Performance Spark Plugs
• ACDelco Fuel Pumps
• Inspection Camera and Spark Plug
Cylinder Inspection
• Timing Belt Replacement
• Shocks and Struts Replacement
• ACDelco History and Overview
• Worn Tensioner Pulley
• GM OE Control Modules
• ACDelco PF46E Oil Filter
• ACDelco Ignition Modules
• GM OE Car Ignition Parts
• ACDelco Spark Plug Wire Sets
• GM OE Professional Ignition Coils
• Ignition Coil-on-Plugs
Many of the videos also are available
on Click the
Product Information tab and then click
Technical Product Service Aids.
– Thanks to Rick Balabon
ASE Fall
Test Dates
The last 2013 testing session
for the ASE tests will be held
October 1 – November 30, 2013.
Registration takes place
September 1 – November 21, 2013.
Register online at
or by calling
ASE testing partner, Prometric,
at 1-877-346-9327.
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 Diagnostic Hotline can help. Call 1-800-825-5886, prompt #2, from 8 a.m. to 8 p.m. ET Monday–Friday, to
speak with a technical expert with the latest OEM information.
Conversion to Non-Active
Fuel Management Engine
2007-2008 Chevrolet Impala
The Active Fuel Management (AFM)
lifter for the 3.9L engine (RPO LZ8 or
LZG) is no longer being manufactured.
If the camshaft and/or lifters need to
be replaced, a conversion kit is available that deactivates the AFM feature.
This is an option for customers instead
of incurring the cost of a replacement
Deactivation of AFM will reduce
the vehicle’s fuel economy (the actual
impact depends on vehicle speed, load,
road conditions, driver behavior and
other factors). The engine may also run
quieter after conversion.
AFM to non-AFM operation. With the
new calibration, the AFM data will
read “0,” any circuit tests will read
“FAULT,” and the cylinder mode
­monitoring will stay in “6 cylinder
mode” at all times.
Corrosion Due to
Coolant Intrusion
While performing repairs or diagnosis
as outlined in the appropriate Service
Information, care should be taken to
avoid engine coolant entering any
disconnected wiring harness connections. Coolant can be very corrosive and
cause future connection issues.
If a wiring harness may be potentially
exposed to coolant, it may be helpful to
place a plastic bag or other enclosure
over the harness connectors and secure
it with a cable tie strap (zip tie) until the
harness is ready to be reconnected.
This will help reduce the p
­ ossibility
of coolant entering the harness or
If coolant does enter the electrical connectors, clean the connectors
­completely with electrical contact cleaner and low pressure compressed air.
Apply a light coating of dielectric grease
before reconnecting the wiring harness.
A. LOMA unit
B. LOMA oil block-off plate
C. LOMA gasket assembly
The conversion kit contains camshaft
lifters, a block-off plate for the oil flow
to the Lifter Oil Manifold Assembly
(LOMA), and necessary seals and
The non-AFM lifters and lifter guide
are installed into the same lifter bores.
The LOMA oil block-off plate is installed
between the LOMA gasket assembly
and the LOMA unit.
An altered/modified vehicle label also
is included with the conversion kit.
Install the label on the right passengerside top of the strut tower.
After installing the engine, d
­ isable
and tape the 12V supply wire to the
LOMA unit. Also reprogram the ECM
with the calibration for converting from
Low Oil Pressure Light On
at Idle
2013-2014 Buick Encore; 2009-2011
Chevrolet Aveo; 2011-2014 Chevrolet
Cruze; 2012-2014 Chevrolet Sonic;
2009-2010 Pontiac G3; 2008-2009
Saturn Astra
Make sure oil filter tab does not break
during installation.
If the oil filter is installed improperly,
the filter may be smashed and not be
able to close the oil filter drain check
Smashed oil filter
Use a manual pressure gauge to
check oil pressure. If pressure is low,
remove the oil filter and confirm proper
operation of the oil filter drain check
valve. If the valve does not seal or is
held open, repair as necessary and
recheck oil pressure.
Product Information
The low oil pressure light may illuminate or flash on and off at idle on some
models equipped with engine RPOs
LUJ, LUV, LUW, LWE, LXV and 2H0.
This may be caused by oil pressure
being bled off due to debris in the oil
drain check valve or a smashed oil filter.
For free technical assistance and
product information regarding specific
ACDelco products, contact these tollfree information hotlines staffed by
ASE-certified technicians:
During an oil change, it’s possible for
the tabs on the oil filter to break off and
fall into the filter housing. The debris
may become lodged under the oil filter
housing drain check valve, causing it
to remain open when the new filter is
installed. In which case, oil will drain
back into the oil pan and reduce the
pressure allowed to the engine.
Chassis – 1-888-701-6169 (prompt #2)
Brakes – 1-888-701-6169 (prompt #1)
Clutches – 1-888-725-8625
Lift Supports – 1-800-790-5438
Shocks – 1-877-466-7752
Starters and Alternators –
Wiper Blades – 1-800-810-7096
Go to www.acdelcotechcon­
and click the Training tab to log in to the
ACDelco Learning Management System
New Courses
S-BK05-03.01ILT – Electronic Brake
and Chassis Controls: Is the vehicle
really smarter than the driver?
This course focuses on the different strategies and components used
to control chassis and brake systems.
After exploring the operation of various
systems and their components, Original
Equipment Manufacturer (OEM) supported diagnostic techniques will be
examined covering systems such as
antilock brakes, tire pressure monitoring, and electronic power steering.
S-DS11-13.01ILT – Vehicle Network
Communications: When modules
talk, who is really listening?
In this course, the operation of various serial data protocols, and the physical data bus layout used by a number
of manufacturers, is reviewed. It covers
the operation of various data buses and
the associated components. Diagnostic
techniques highlight typical serial data
bus concerns such as no communication with one, several, or all modules on
a vehicle.
S-EL06-16.01ILT– Hybrid Vehicle
Service and Safety: Batteries Included
A review of safety equipment and
procedures will prepare technicians
for on-vehicle exercises in this course.
Technicians will identify and locate all
GM full-size truck Two-mode Hybrid
components on a vehicle and perform
high voltage system disabling and
enabling procedures.
S-EP08-07.01ILT – Air Induction
and Fuel Injection Operation and
The different operational and diagnostic procedures on various vehicle manufacturers' air induction and fuel systems
are reviewed in this course. Emphasis
is placed on hands-on e
­ xercises and
case studies to develop various service
strategies, reducing time spent under
the hood.
Training Schedule
To search for currently scheduled courses in your area, view the Training in Your
Area section on the Home page. Select search terms from the dropdown menus
and click the Submit button.
Current Instructor-Led Training Courses
The following ILT courses are currently being scheduled:
Course Number
Course Name
Automotive Air Conditioning Advanced Refrigerant System Diagnostics
HVAC Control System Operation and Diagnostics
Chrysler HVAC
Braking Systems
ABS Operation and Diagnosis
Electronic Brake and Chassis Controls: Is the vehicle really smarter
than the driver?
Vehicle Network Communications: When modules talk, who is
really listening?
Network Communication Diagnosis
Electrical Power Management
Automotive Electrical Circuit Diagnosis and Repair
Enhanced Automotive Circuit Diagnosis
Hybrid Technology and Service
Body Electrical Global Diagnostics
Advanced Body Control System Electrical Diagnostics
Hybrid Vehicle Service and Safety: Batteries Included
Engine Performance Computer Controls and Ignition System Diagnostics
Engine Performance Air Induction and Fuel System Diagnostics
Engine Performance Fault Monitoring and Emission System Diagnostics
Engine Performance Advanced Drivability Diagnostics
After Combustion Sensors: Is what is in the exhaust making your
engine run rough?
Air Induction and Fuel Injection Systems
Evaporative Emissions Controls: Why is there always a code
but never a leak we can find?
Spark Generation: Is a lack of spark sending you up in flames?
Chrysler Engine Performance
Duramax Diesel Operation and Diagnosis
Vibration Correction Diagnostics
Supplemental Restraint Systems
Current Virtual Classroom Training Courses
The following VCT courses are currently available:
Course Number
Course Name
HVAC System Components and Lubricants
HVAC System Operation and Service Hints
HVAC System Flushing, Recovery and Diagnostics
HVAC System Engine Cooling, Controls and Communication
Electrical Circuit Function and Diagnosis
Testing Electrical Signal and Control Circuits
Serial Data Communication Networks
Communication Network Diagnosis
Camshaft Position Actuator Systems
Active Fuel Management Operation
Active Fuel Management Diagnosis
6.6L Duramax LGH and LML Diesel Engines
– Thanks to Greg St. Aubin
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