Global Diagnostic System Lease Renewal. Techline News. Contents

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1 August 2009 Volume 11, No.8 Fretting corrosion is a buildup of insulating oxidized debris (nonconductive material) caused by micro motion between two contact surfaces. It s commonly found on tin plated terminals, such as Micro pack 100 and Micro pack 64 connections. Past Serviceability Issues Replacement of sensors, modules and other components will result in only a temporary relief of a fretting issue. Actually, just the cycling of a connector will clear the fretting corrosion from the terminal, correcting the condition for a short time until fretting corrosion builds back up again. Typical issues caused by fretting corrosion include: Intermittent electrical component operations DTCs being set, or No Trouble Found (NTF) Low current signal circuits fretting corrosion (high resistance) can cause intermittent connections High current power circuits permanent increases in the connection resistance can lead to overheating Evidence of Fretting Fretting usually appears as: small, dark smudges on electrical terminals smudges at the locations of electrical contact In less severe cases, it may require a magnifying glass to identify a fretting condition. continued on page 2 Techline News Global Diagnostic System Lease Renewal Many users may begin to see an error screen while trying to launch the new Global Diagnostic System (GDS) software. GDS uses security as an embedded part of the application. In order to access and open GDS, there is a seven day lease renewal that is issued that allows users to run the program. If you have NOT opened up GDS within the last seven days from TIS2WEB, an error message will appear when attempting to launch the program from the desktop icon. continued on page 2 The GDS lease error screen will appear if GDS has not been opened within the last seven days from TIS2WEB. Contents Fretting Corrosion Global Diagnostic System Lease Renewal..1 The Reason Behind Component Codes...3 Radio Repair Order Documentation Full-Size Truck Passenger Presence System Service Tips New TPM Sensors on 2010 Corvette....4 Coolant Leak Gurgle or Knock in Heater Core Transmission Control Module Concern...5 Auto Stop Function Two-Mode Hybrid...6 Water in Spark Plug Wells Camshaft Reluctor Position A/C Does Not Blow Cold Fix It Right the First Time Know How Broadcasts for September...8 Service and Parts Operations August

2 Fretting Corrosion continued from page 1 Causes of Fretting Fretting is caused by the motion between the connector and the terminal, which can be due to: Vibration micro motion between two contact surfaces causing build Fretting (smudges) on a terminal up of insulating oxidized debris (nonconductive material) Thermal cycling Packaging of the connector, wiring harness and/or device Poor connection/terminal retention Progression of fretting corrosion Service Solution Disconnecting and reconnecting a connector will temporarily fix a fretting condition, but it will eventually come back if the conditions for fretting still exist. The best preventative measure is to perform the following: 1. Disconnect the appropriate module(s)/ connector(s) 2. Lube both sides of the connector (module side and harness side) with NyoGel 760G lubricant, GM part number (in Canada, P/N ) A. Tin clean (free of any corrosion) B. A connection is made through the cracks in the tin-oxide layer, making a stable connection. A B Connector end view with NyoGel 760G lubricant applied C. When the terminal vibrates or moves a section of the clean tin is exposed to the air and it quickly forms an insulating tin-oxide film. Every time there is motion at the contact spot the cycle repeats and more tin oxide is worn away and debris builds up. With continued microscopic fretting, enough insulating tin-oxide wear debris can build up high resistance creating intermittent connections. C 3. Reconnect the connector 4. Wipe away any excess lubricant 5. Duplicate the condition per the SI Diagnostic Procedure Instruction section Circuit/System Description Conditions for Running/Setting the DTC Circuit/System Verification IMPORTANT: If the condition CANNOT be duplicated, the repair is complete. DO NOT replace the odule/component/part. IMPORTANT: If the condition can be duplicated, the repair is incomplete. Follow the appropriate SI Circuit/System Testing procedure. For all intermittent service lamps or electrical module/ component/system operation, in addition to those exhibiting a fretting condition, it s recommended to disconnect the appropriate module(s)/connector(s) and lube both sides of the connector (module side and harness side) with NyoGel 760G lubricant. For more information on the terminal repair procedure, refer to service bulletin # Thanks to Rob Prough, Keith Borowy and Pamma Chana Techline News continued from page 1 Fortunately, the solution is simple: logon to GM Global Connect, launch TIS2WEB and open GDS from the TIS homepage. This will renew the lease and you will then be able to launch GDS from the desktop icon. IMPORTANT: You must launch GDS once every seven days from within TIS2WEB. In addition, if you have not taken the online GDS training course ( W), it can be found at Thanks to Mike Lontine and Milad Mansour 2 August 2009

3 The Reason Behind Component Codes Technicians may have noticed that some schematics and diagnostic procedures in the Service Information show a component code along with the part name (for example, K36 SDM). So, what exactly is K36? Today, with General Motors vehicles sold globally, the Service Information is written once and then translated into many different languages. The schematics and diagnostic procedures are translated into other languages at different times by different individuals. This can cause a part name to appear differently between the two documents, such as purge solenoid vs. purging solenoid. To assist the technician in identifying a common part when the part names appear differently, a component code is created. These codes are not translated, so they are always the same even though the part name may have a slight variance after translation. The component codes will always be the same once assigned to a unique part name and will only be found on the schematics, their support information, and in the diagnostic procedures Circuit/System Verification, Circuit/System Testing, and Component Testing categories. Schematics and Support Information The component codes used on the schematics will have the base code with an extension to identify location or quantity. Here s an example: the ABS wheel speed sensors are identified on the schematic with a base code (B5) and a location extension (LF, RF, LR, and RR) as listed below: B5LF Wheel Speed Sensor (WSS) Left Front B5RF Wheel Speed Sensor (WSS) Right Front B5LR Wheel Speed Sensor (WSS) Left Rear B5RR Wheel Speed Sensor (WSS) Right Rear B5 is the base code for the wheel speed sensor and the LF, RF, LR, and RR indicate the location on the vehicle. In addition to the schematics, these codes will also appear in the master electrical component list, connector end views, and component/harness routing view legends. In order to maintain the sequence of lists in all languages, the master list and the connector end views will be sorted by component code rather than by component name. Because not all fuse blocks have labels showing abbreviated fuse names, a fuse code will be assigned for each fuse as well. Fuse names will be identified by four characters and will be specific to the vehicle publication. 1st Character F = Fuse, Circuit Breaker 2nd Character Position number within the block 3rd Character Alpha character defining the block position within the vehicle U = Engine Compartment (underhood) D = I/P (within instrument panel) P = Passenger Compartment (not in I/P, can be in center console) R = Body Rear (rear of the passenger compartment or rear compartment) 4th Character Alpha character (starting with A, B, C ) identifying whether there is more than one block residing in the same area on the vehicle within the same vehicle publication. Examples: Fuse 11 on a vehicle with one block within the engine compartment would be F11UA Fuse 13 of a vehicle with two blocks within the engine compartment would be F13UA and F13UB Only the assigned fuse codes will appear on the schematic graphic. Both the assigned fuse code and the name on the label (if one exists) will appear in the fuse block usage table within the Electrical Center Identification Views document located in the Wiring Systems and Power Management category. Diagnostic Procedures The diagnostic procedures will use the base code (B5) for a wheel speed sensor, but may or may not use the extension identifying location (LF, RF, LR, and RR). For example: Ignition OFF, disconnect the harness connector at the appropriate B5 wheel speed sensor. This is done so the diagnostic procedure can be common for all four wheel speed sensors and not have to take into account part location or quantity. When the diagnostic procedure states the appropriate part, it is up to the technician to identify which component is being diagnosed by the symptom stated on the repair order (e.g., driver s door lock is inoperative) or by the DTC descriptor (e.g., DTC C Left Rear Actuator Circuit Open). Now, the next time you read about a K36, you ll know that it is a Sensing and Diagnostic Module in any language. Thanks to David Nowak and Lou Winters Schematic with a base code (B5) and a location extension Radio Repair Order Documentation The Electronic Service Centers continue to receive radios (with concerns relating to navigation and non-navigation systems, DVD players, infotainment systems, CD drives and changers, and XM connectivity issues) returned under warranty that are fully functional. The associated repair orders often do not properly define the condition, cause, and correction. All too often the repair order simply states radio inop, replace radio. Whenever a radio-related customer complaint is received, it s critical to accurately document the following on the repair order: Description of the customer complaint Complete list of all diagnostic steps, including test equipment readings and all DTCs Detailed explanation of what corrected the condition August Refer to warranty administration bulletin # A for more details on repair order requirements. In addition, a copy of the repair order must be included with a radio returned to the Electronic Service Centers as outlined in bulletin # A. A returned radio with no trouble found and without a complete repair order may be subject to a warranty claim debit. Thanks to Terry Nicholas

4 Full-Size Truck Passenger Presence System Service Tips The Passenger Presence System (PPS) on full-size trucks Escalade, Suburban, Tahoe, Yukon, Yukon Hybrid Denali (excluding Tahoe Hybrid and Yukon Hybrid), Sierra, Silverado and Avalanche is comprised of three components: a control module and sensing mat that are part of the passenger seat assembly and a Belt Tension Sensor mounted in the belt buckle assembly. The PPS is calibrated as a system and parts cannot be replaced individually. A service kit is available that includes the seat cushion foam, a PPS sensing mat and a control module. Even though the production and service parts look alike, they are not interchangeable. But before replacing any components, here are some service tips to keep in mind when diagnosing the PPS. DTC B0081 There are several conditions for setting DTC B0081 (Passenger Presence System). Here are the primary causes. Symptom byte 0F 3A Module Setting DTC SDM SDM Primary cause System issue with PPS Incorrect SDM or PPS Typical action Pull PPS codes Replace PPS or SDM 39 SDM Critical PPS fault Replace PPS 4B 5A PPS PPS 71 SDM Calibration not learned Communication issue with SDM Communication issue with PPS Replace PPS Check for connection, clear DTCs Check for connection, clear DTCs Setting a DTC B0081:5A (in the PPS) will cause a DTC B0081:0F in the SDM. Communication errors will occasionally occur. Clearing codes and cycling the ignition should remove the DTC. If not, follow the SI instructions for active DTCs. Do not replace a part based on a history code only. Service Tips for PPS Verify the customer complaint before diagnosis. DTC B1325 (battery voltage out of range) can cause codes in the PPS module. If a vehicle has a DTC B1325, correct the battery voltage issue before diagnosing the PPS module. Once DTC B1325 has been repaired, check for active codes in the PPS module. If the PPS codes are in history only, do not replace the PPS module. If there are active codes in the PPS, follow the service procedures for each DTC. Specify whether the front passenger airbag ON/OFF lamp or the SIR lamp (on the instrument cluster) is the source of the customer complaint. Pull PPS codes in addition to SDM codes. The PPS codes are available via the Tech 2. If codes are cleared, include that on the repair order. Specify if the codes pulled are in history or are current (active). Flash codes are not available on the models. DTCs will need to be retrieved using the Tech 2. The PPS system for full-size trucks does not need to be rezeroed. There is no rezero command available on the Tech 2. The rezero function is only operational for the Tahoe Hybrid and Yukon Hybrid. If you are replacing multiple SIR parts for a single customer complaint, you are most likely replacing good parts. It is very rare that two different SIR components fail at the same time. If diagnosis indicates the need to replace the PPS and BTS or PPS and SDM, please call TAC for assistance. If there are multiple DTCs and you are not sure which module to replace first, contact TAC for assistance. Thanks to Carmen Richmond PPS Online Video For additional information about the operation of the PPS on full-size trucks, a streaming video is available from the U.S. GM Training website. Click Web Video Library from the main menu, then Technical, and then keyword search Occupant. Occupant Safety System Update, D (in Canada, V), is at the top of the list. To order a copy of the video, call New TPM Sensors on 2010 Corvette For 2010, the Tire Pressure Monitor The new sensor is part (TPM) sensors on the Corvette are number (begins new and they will not read data from use in MY 10; common previous model years. with HHR SS, Cobalt SS, If a TPM sensor from a previous CTS-V series) model year is installed on a 2010 TIP: TPM service procedures, such as the relearn Corvette, the sensor will not learn (the new sensor ID information will procedure, torque procedure, and installation and not be sent to the receiver). The previous sensor is part number removal procedure, remain (used up until MY 09). the same and earlier TPM sensor New 2010 TPM sensor Thanks to Art Spong 4 August 2009

5 Coolant Leak This information applies to 2009 vehicles with the following 4-cylinder engines: 2.0L RPO LNF 2.2L RPO LAP 2.2L RPO LE8 2.4L RPO LAT 2.4L RPO LE5 2.4L RPO LE9 A coolant loss may be observed in the water pump area, usually at PDI. The leak may be more prevalent with cold ambient temperatures. 1. Confirm coolant leak at the water pump-to-block interface. 2. Run the vehicle to operating temperature and let it cool. Repeat two times. Inspect the area for leakage. If the suspected leak has stopped, no further action is needed. Return the vehicle to service. If the concern is still present, continue to step 3. CAUTION: Hot coolant could spray if the cap is fully removed. 3. Carefully loosen the coolant cap to relieve pressure. Tighten the cap after pressure relief. 4. Loosen the four bolts on the water pump (two on the front of engine, two on the rear of the pump) approximately one turn, but do not fully remove. 5. Torque the bolts to 25 Nm +/- 4 Nm (18.5 ft. lb. +/- 3 ft. lbs) in the following sequence: A. Top bolt on front of engine B. Lower bolt on rear of water pump C. Lower bolt on front of engine D. Upper bolt on rear of water pump TIP: A crow's foot wrench may be used where required to ensure the torque value is met. Gurgle or Knock in Heater Core On a Solstice GXP or SKY Redline, there may be a gurgle or knock noise from the heater core area, a low heat condition and the coolant temperature gauge may read high intermittently. These concerns may be caused by an air pocket in the cooling system. This vehicle configuration is susceptible to air pockets entering the cooling system if the reservoir cap is removed. DO NOT open the cooling system on a warm car. Doing so will induce air into the cooling system. TIP: Any time the cooling system is bled, lift the driver s side of the vehicle slightly to insure the reservoir is the highest point in the system. Air can enter into the system from the reservoir bleed port. With the vehicle parked on a level surface, be sure the coolant recovery container is level in the vehicle and the bleed port is above the engine outlet port. You should be able to place your finger between the inner fender and the lower front edge of the coolant container. If you have to move the front of the container up, be sure the coolant container or cap does not contact the underside of the hood when closing. To remedy this concern, use a Vac-N-Fill coolant filler while slightly raising the driver s side of the vehicle. Repeat this process three times to ensure all air is removed from the system. After filling, run the vehicle to achieve operating temperature (the cooling fans cycle) and test drive to verify the concern has been repaired. TIP: Vac-N-Fill instructions can be found in SI under Engine > Engine Cooling > Repair Instructions > Cooling System Draining and Filling (GE-47716). Thanks to Jeff Gorenflo Torque sequence 6. Top the coolant in the surge tank to the cold full mark. 7. Clean and ensure all residual evidence of leaks is removed from the top and lower section of the water pump. 8. Pressure check and run the vehicle to operating temperature to check for coolant leak at the water pump-to-block joint. Let the vehicle cool and heat cycle two additional times. If the suspected leak has stopped, no further action is needed. Return the vehicle to service. If a leak is still present from the O-ring area after the re-torque of the water pump, replace the water pump O-ring. Be sure to follow the sequential torque procedure listed above when replacing the O-ring. Thanks to Jeff Gorenflo Transmission Control Module Concern Some 2009 Malibu, G6, and AURA models equipped with the 2.4L L4 engine and 6T40MH8 6-speed automatic transmission may have an SES light on with a DTC P0723. Technicians may not be able to duplicate this condition. A new calibration labeled "Change to address P0723 Toss intermittent diagnostics" is available in TIS2Web update (4.5), which was released in April. Installation of this calibration for the TCM should correct this condition. TIP: Toss stands for Transmission output speed sensor. Thanks to Ron Mitchell August

6 Auto Stop Function Two Mode Hybrid The owner of an Escalade, Silverado, Tahoe, Sierra, or Yukon equipped with the Two-Mode Hybrid option may comment that the Auto Stop function does not operate at all in hot or cold temperatures or takes a long time to activate in cold ambient temperatures. Customers may also comment that fuel economy is less than expected. This concern may be considered a normal condition with certain conditions and driving maneuvers. Inform the customer that ambient conditions and driving habits have a direct correlation with fuel economy. The Auto Stop mode may not be enabled if certain hybrid and vehicle components are too hot or too cold. In warm temperatures, the hybrid batteries, the hybrid cooling system and the engine must all be kept cool for Auto Stop mode. Running the interior air conditioning and keeping the hybrid battery vents unrestricted will help keep the hybrid batteries cool. In cold temperatures, the hybrid battery module temperature, engine coolant temperature, transmission fluid temperature, and cabin temperature must be warmed up before Auto Stop is allowed. The hybrid controllers also monitor ambient temperatures and interior temperature along with the above mentioned criteria to determine desired Auto Stop conditions. The Auto Stop criteria are highly dependent on the outside air ambient temperature. Depending upon the overnight soak time, specific drive cycles, and the factors listed above, it may take an hour before the first Auto Stop occurs. Observed fuel economy is affected by heavy acceleration, which requires more engine operation and, thus, more fuel consumption. Also, heavy braking does not allow regenerative braking to occur. Fuel economy will be the same as a base truck under heavy throttle and brake apply. Adjusting both braking and acceleration driving habits will result in the higher system efficiency. Refer the customer to monitor Active Fuel Management (AFM) information on the hybrid navigation/radio display screen or the efficiency gauge to learn driving habits and conditions that improve fuel economy. This includes trying to keep the efficiency gage in the green zone as much as possible and trying to drive in 4-cylinder mode as long as possible. The transmission gear shift selector should be placed in Drive and not in Manual for best fuel economy. Auto Stop is inhibited in the Manual transmission shift ranges. Additional tips to improve fuel economy include keeping tires properly inflated, accelerating to allow for as much Mode 1 electric propulsion as possible, limiting the use of remote start, reasonable highway speeds, minimizing unnecessary cargo or mass, and keeping the transfer case in 2WD instead of Auto. If there are no DTCs found in the vehicle control modules that would prohibit Auto Stop and the hood switch reads correctly, this condition should be considered an operating characteristic. Monitor the HPCM (Hybrid Powertrain Control Module) and Auto Stop Inhibit Reason data list to identify the normal inhibit reason. Thanks to Chuck Krepp Water in Spark Plug Wells The owner of a TrailBlazer, Colorado, Canyon, Envoy, H3, H3T, or Saab 9-7x with inline 4/5/6 cylinder engine (RPO codes LLV, LLR, LL8) may experience a SES light and an engine misfire with DTCs P0300-P0306 stored in the ECM. This condition may be the result of water in a spark plug well. If the top of the engine is exposed to a lot of water, it can drain down the vented threads of an ignition coil bolt, flow through the vent in the bottom of the related ignition coil bolt hole, and collect in the related spark plug well. If SI diagnosis does not isolate the cause of this condition, remove the related ignition coil(s) and inspect the spark plug well for standing water. If there is no sign of Thread sealant water, this information does not apply. If water is present, extract the water and replace the related spark plug and ignition coil with new components. IMPORTANT: Before installing the new ignition coil, fill the bottom of the ignition coil bolt hole with Loctite 565 PST Thread Sealant and apply it to the ignition coil bolt threads as well. For Hummer H3 models, also perform the following steps after the repairs above are complete: 1. Remove the hood air grille by following Hood Air Grille Replacement in SI. 2. Follow Steps 2a-2e to install foam gasket tape and reduce the chance of water dripping directly on the No. 1 ignition coil when the hood is power washed. 2a. Remove the flat retaining blade from the retaining clip. 2b. Cut a piece of two-sided foam gasket tape the same size as the flat retaining blade. 2c. Cut a lengthwise slit in the center of the foam gasket tape. 2d. Install the foam gasket tape over and around the retaining clip, leaving the tip of the clip exposed through the slit. 2e. Install the flat retaining blade on the retaining clip. The foam tape will be between the flat retaining blade and hood air grille. 3. Install the hood air grille following Hood Air Grille Replacement in SI. 4. Inspect all the hood air grille retaining clips under the hood to ensure that they are all engaged, and make sure the hood air grille fits tight against the hood. 5. Advise customers to use care when washing the hood of their vehicle. They should not apply extreme water pressure directly on the edge of the hood air grille when washing their vehicle. Thanks to Jamie Parkhurst Air grille retaining clip engagement Use care when washing the hood air grille 6 August 2009

7 GM TechLink is a monthly magazine for all GM retail technicians and service consultants providing timely information to help increase know - ledge about GM products and improve the performance of the service department. Publisher: R. M. (Bob) Savo GM Service and Parts Operations / Bob.Savo@GM.com Editor: Lisa G. Scott GM Service and Parts Operations / Lisa.G.Scott@GM.com Technical Editor: Mark Spencer / mspencer@gpworldwide.com Desktop Publishing: 5by5 Design LLC / dkelly@5by5dzign.com FAX number: Write to: * TechLink PO Box 500 Troy, MI GM TechLink on the Web: : GM GlobalConnect General Motors service tips are intended for use by professional technicians, not a do-it-yourselfer. T hey 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, do not assume that the bulletin applies to your vehicle or that your vehicle will have that condition. See a General Motors dealer servicing your brand of General Motors vehicle for information on whether your vehicle may benefit from the information. Inclusion in this publication is not necessarily an endorsement of the individual or the company. Copyright 2009 General Motors Company All rights reserved. Camshaft Reluctor Position This information applies to Cobalt, Cobalt SS, HHR, HHR SS, Malibu, G5, G6, Pursuit (Canada), AURA, ION, and VUE equipped with the following engines: 2.4L (RPO LE5/LE9/LAT) 2.2L (RPO L61) 2.0L (RPO LNF) DTCs P0016 and P0017 may be caused by a camshaft reluctor that has moved on the camshaft. The condition is more prevalent if the engine has been overheated. Before performing this procedure, confirm that the engine timing is correct. The crankshaft, camshaft and all timing indicators must line up correctly. The procedure below was developed for the L LE5 engine. To determine the alignment on other Ecotec engines (L61, LAP, etc.), you must compare similar engines because the reluctor position may vary. TIP: These procedures may not detect a small movement in the reluctor. It may be necessary to compare to another like vehicle. Also note that the cam cover gasket surface does not line up with the same face or slot on the intake and exhaust reluctor. To Check the Exhaust Cam Reluctor Position LE5 ONLY With the exhaust camshaft positioned so the valves for number 4 cylinder are at maximum lift (fully opened valves), the reluctor should be flush/parallel to the rocker cover gasket surface. Compare the camshaft reluctor position to the photo. If the reluctor does not line up correctly, the camshaft must be replaced. TIP: The reluctor is press fit (interference fit) and is not indexed/keyed to the camshaft. An overheat condition may contribute to the concern, causing the reluctor to spin on the camshaft when hot. Exhaust cam alignment To Check the Intake Cam Reluctor Position LE5 ONLY With the Intake camshaft positioned so the valves for number 1 cylinder are at maximum lift (fully opened valves), the reluctor should be flush/parallel to the rocker cover gasket surface. Compare the camshaft reluctor position to the photo. If the reluctor does not line up correctly, the camshaft must be replaced. TIP: The reluctor is press fit (interference fit) and is not indexed/keyed to the camshaft. An overheat condition may contribute to the concern, causing the reluctor to spin on the camshaft when hot. Thanks to Jeff Gorenflo A/C Does Not Blow Cold 2.2L (RPO LAP) 2.2L (RPO LE8) Intake cam alignment Some 2010 Camaro owners may comment that their A/C does not blow cold enough. This could be due to selecting the incorrect setting from the HVAC controls. For Max A/C operation, follow these instructions. 1. Temperature must be set on the maximum position rather than being placed on the blue dot. There is an additional detent to the left of the blue dot. The temperature knob should be set on the maximum setting for coldest A/C performance. 2. HVAC air outlets should be set to the vent position (on the left knob, the top button with the arrow-pointing-to-the-head icon). 3. Fan knob should be set to medium or higher (twelve o'clock position or greater). 4. Be sure the A/C is turned on (on the right knob, snow flake LED is illuminated). Thanks to Dino Poulos August

8 Car Issues Fix It Right the First Time Model Year(s) Vehicle Line(s) / Condition Do This Don t Do This Reference Information / Bulletin All Vehicles Customer concern not duplicated; verified labor operations Document customer concern Don t neglect to provide appropriate comments All Vehicles Procedure for TPM message, light Confirm that the light is not caused by a low tire Don t repair the vehicle if the tire pressure is low All Vehicles Diagnosing and repairing fretting corrosion Disconnect affected connector and apply lube Don t replace modules without duplicating condition Cobalt; HHR; Sky; Solstice Turbocharger housing inlet flange cracks in partition wall Do not repair Don t replace turbo Vibe DTC P0133 Reprogram PCM Don t replace PCM STS Sun visor vanity mirror door broken Replace vanity mirror door Don t replace whole assembly CTS; CTS-V Creaking noise from front seats in reclined position Revise recliner stop brackets Don t replace seat assembly or frame XLR Front floor console compartment door interference All Vehicles Seat belt latch stop button available Replace ashtray Don t replace console Replace button Don t replace seat belt assembly A Acadia; Cobalt; CTS; Equinox; HHR; Impala; OUTLOOK; Traverse; VUE Passenger airbag indicator and seat belt reminder on when electronic devices are placed on front seat Reset code and duplicate problem before replacing components Don t replace PPS B Vibe Engine cranks but no start when engine is at operating temperature Reprogram PCM Don t replace PCM B Acadia; Enclave; Equinox; Escalade; Escalade ESV; Escalade EXT; Lucerne; OUTLOOK; Torrent; VUE Navigation radio conditions Update navigation radio software Don t replace navigation radio D Truck Issues Fix It Right the First Time Model Year(s) Vehicle Line(s) / Condition Do This Don t Do This Reference Information / Bulletin Acadia; Enclave; OUTLOOK; Traverse Squeak/rattle noise from steering column Align arrow on rubber grommet with line on dash mat Don t replace steering column, I-shaft or rack VUE with LE5 Loss of coolant, poor heat/heater core, heater outlet hose or surge tank replacement Express; Savana Coolant leak from lower (outlet) radiator hose OUTLOOK Low beam headlamp bulb inoperative Install new surge tank, outlet heater hose and rubber cap using required new service procedure Replace lower radiator hose and reposition brake line Replace harness and fill connector cavity with NyoGel grease Don t just replace heater core Don t repair hose only Don t replace headlamp assembly Acadia; Enclave; OUTLOOK; Traverse Sunroof rear sunshade binds Replace right or left sunroof sunshade drive cable assembly Don t replace sunroof module A VUE Implementation of logistics fuse - additional PDI steps Follow revised PDI seat logistics fuse Don t service RKE or radio before seating fuse Know-How Broadcasts for September D Emerging Issues New Model Features September 10, :30 AM and 12:30 PM Eastern Time For Web NMF courses, log on to the GM Training Website ( Select Service Know-How/TechAssists from the menu, then choose New Model Features for a selection of courses. Thanks to John Miller 8 August 2009