Archive for July 2014

Proper Key Cutting Software and Instructions

There have been several design changes made recently with the ignition keys on several GM models. When cutting new keys, the correct key codes must be used, so it’s critical that the key cutting machine is updated with the latest software. Plus, using the proper key cutting techniques will help in producing a correct key while minimizing waste.




When cutting a milled side-cut key for 2010-2014 Camaros, the BD Laser Max key cutting machine may be used. It’s important to check that the machine is updated with the required software. The correct software version, which includes the 2010-2014 Camaro, is:

• SW4

• Build 360

• DB 11.32


Verify the existing software version in the BD Laser Max machine:

1. Turn on the BD Laser and enter the machine password.

2. From the main menu, select:



i. Software version can be found under the word “console”

c. MAIN to return to main screen


For side-cut key cutting equipment other than BD Laser, contact the equipment representative for further information.


Updating Software


If the BD Laser software needs to be updated, it can be downloaded via the Internet in approximately 10–15 minutes.


To update the BD Laser software:

1. Turn on the BD Laser and enter the machine password.

2. From main menu, select:

a. SETUP/TEST (top center)

b. SOFTWARE UPDATE (bottom left)

c. UPDATE SOFTWARE (top left)

d. INTERNET (top right)

3. Connect the BD Laser console to a working Ethernet cable. (Fig. 1)


NOTE: Phone option will take approximately 1 hour and is not recommended.

 F01 key cut modem connection

Fig 1


4. Select OK.

5. Then wait … Once complete, the screen will display “UPDATE COMPLETE.”

6. If you receive a “START AXIS-FIRMWARE UPDATE?” message:

a. If the original software was lower than 3.1, press YES.

b. If the original software is higher than 3.1, press NO.


NOTE: By selecting yes, additional time will be added to the process. It may seem as if the process is delayed. Please wait until you receive the message “UPDATE COMPLETE.”


7. Select OK.

8. Disconnect Ethernet cable or phone line from the BD Laser console.

9. Return to the main screen.


NOTE: It is not necessary to recalibrate the jaw or the cutter.


Key Cutting Procedure


With the updated software, the Camaro keys can be cut. Follow these steps:

1. Select the following:

A. Key Search

B. Car Model Selection

C. Chevrolet

D. Camaro

2. The machine will instruct to use the sliding “tip stop.”

A. Please be sure the tip stop is pushed to the right, and the tip of the key is positioned as shown. (Fig. 2)


NOTE: It is not necessary to remove the guard as referenced in Bulletin #14294A.


F02 key cut jaw

Fig 2




The PC+ Flash® key cutting machine can be used for cutting new edge-cut keys on 2003-2007 ION; 2005-2010 Cobalt; 2005-2006 Pontiac Pursuit (Canada); 2006-2010 Solstice; 2006-2011 HHR; and 2007-2010 G5 and SKY models.


The old style key used on these models was slotted. The new style has a round hole on the side of the key. (Fig. 3)


F03 key cut two keys

Fig 3


Key Cutting Procedure


To properly cut a key using the “Thumbs Up” cutting method:

1. Press the lever marked “1st.”

2. Insert the tip of the key into the front of cassette slot marked “1st.”

3. Using ONLY your thumb, push the key into the slot until the key stops (let the guides do their work).

4. Hold the key in position with your thumb and then release the clamp lever. (Fig. 4)

5. Release thumb pressure on the key.

6. Repeat the process for the key inserted into the slot marked “2nd” (upper position).


F04 key cut thumbs up right

Fig 4

TIP: Using the thumb and forefinger allows for the key to be inserted at an angle, which may result in a mis-cut key. (Fig. 5)


F05 key cut thumbs up wrong

Fig 5




Once new keys are cut, it may be necessary to learn the new keys to the vehicle. Refer to the appropriate Service Information to determine if the new keys require programming.


Also verify that the new keys will lock and unlock the doors, trunk or any other applicable lock cylinders.


For more information about available key cutting machines, visit GM Dealer Equipment (U.S.) or DES Canada (Canada).



– Thanks to Kent Woiak


Key Cutting Machine Maintenance and Resources

Taking care of your key cutting machine will help in getting the right key cut correctly every time. There are several steps that can be taken to ensure the proper maintenance and set up of key cutting equipment.


Several manufacturers offer online video tutorials explaining the features and operation of their key cutting machines. These videos include a variety of information, such as how to set up a machine when switching from cutting an edge-cut key to a milled side-cut key (or High Security key).


To view videos on several Ilco key machines, click below. (Fig. 6)


F6 key cut video

Fig 6

If a key cutting machine manual has been misplaced, many manufacturers offer their manuals online.


For example, to view PDFs of Ilco manuals, click here.


For more information about available key cutting machines, visit GM Dealer Equipment (U.S.) or DES Canada (Canada). (Fig. 7)


F07 key cut page

Fig 7


– Thanks to Kent Woiak

Avoiding Improper Connection of Cables with the AFIT SIDI Diagnostic Kit

Recently, the Active Fuel Injector Tester (AFIT) Spark Ignited Direct Injection (SIDI) Diagnostic Kit, essential special tool CH-47976-500A, was released to test fuel injectors on SIDI engines. A recent Global Connect message was sent to remind technicians to follow the instruction manual when connecting the Drive & Measurement Unit (DMU) cables.


If the instruction manual is not followed correctly, the engine may unintentionally crank and damage may occur to the Transmission Control Module.


Two cables are provided with the kit for the DMU:

• G1 cable for I4 engines

• G2a cable for V6/V8 engines




It is physically possible to plug either the G1 or G2a cable into the AFIT Main Control Unit (MCU). THIS IS INCORRECT. (Fig. 8) If this is done, the engine may unintentionally crank and damage may occur to the Transmission Control Module.

F08 afit cables

Fig 8



The G1 or G2a cable must be plugged into the SIDI DMU only. (Fig. 9)


F09 AFIT_2

Fig 9


When testing an SIDI engine using the SIDI diagnostic kit, do not connect the adapter cables to the vehicle until instructed to by the AFIT MCU. The MCU should be placed in the vehicle cab and plugged into the power adapter.


The DMU should be placed in the engine compartment and connected to the vehicle’s 12-volt battery and to the MCU.


Select a vehicle on the AFIT MCU and then select an injector test. Follow the on-screen instructions/prompts on the MCU to connect to the vehicle. When prompted, with the ignition off, connect the DMU cable to the vehicle ECM harness connectors. (Fig. 10)


F10 sidi engine hookup

Fig 10


Avoid Incorrect Operation


To help avoid incorrect cable hookup, two permanent special connector adapters will be shipped to dealerships at no charge within the next few weeks. When they arrive, it will be necessary to install the adapters onto the connector ends of the G1 and G2a cables. Detailed instructions will be included.


Until the special connector adapters are received, the AFIT SIDI Kit may still be used for vehicle service procedures. However, it is critical that the cable connections be followed exactly as outlined in the AFIT instruction manual.


– Thanks to Chuck Berecz

SPS Programming Tips

Before programming a vehicle control module using the GM Service Programming System (SPS), there are several steps technicians can take to assist in completing a successful programming event. While the service shop and network environments are different at each dealership, here are a few recommended best practices.




Recommended setup and configuration:

• Place the Techline PC next to or inside the vehicle (if it’s a Techline laptop computer).

• A laptop computer should be plugged in to ensure the laptop battery will be maintained during the programming event.

• Connect the PC to the Internet/TIS2Web via a quality LAN cable or reliable Business Grade Wi-Fi access point.

• Connect the PC to the Multiple Diagnostic Interface (MDI) using the USB cable method.

• Connect a Midtronics® GR8 (Essential Tool EL-50313), set up in Power Supply Mode, or an approved Midtronics® PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent to maintain proper battery voltage during programming when required.

• To ensure the computer remains active, adjust the Microsoft Windows® “Power Options.” Select the “High performance” power plan and set it to “Never” sleep in either ‘On Battery’ or ‘Plugged In’ modes.

Recommended Process Rationale


During SPS programming, the required data/calibration files are retrieved from the TIS2Web server. They are downloaded completely, verified and cached onto the Techline PC before module programming can begin. When ready, programming continues using these cached files and the required data is then transmitted from the PC to the vehicle module by way of the MDI and DLC. (Fig. 11)

 F11 SPS_best_practice_en_sized

Fig 11


If an error or connection problem occurs during file retrieval, it may be necessary to restart or recover and carry on retrieving the required files. If a communication error develops while transmitting to the vehicle, there is a risk of damage to the vehicle module that may be unrecoverable. Because of this, a USB connection from the Techline PC to MDI is a best practice.


Trouble-Free Programming


Several factors to consider to help ensure trouble-free programming include:


Dedicate the Techline PC (laptops preferred) — Placing a laptop PC inside the vehicle during programming ensures the PC remains dedicated to that function. This helps to minimize risk of someone accidentally interrupting the programming process by multitasking the PC. Laptops are preferred because their portability permits placement in the vehicle and the internal battery provides additional insurance in the event of a temporary AC power interruption during programming. A power supply should be used at all times.


Prevent PC going into Sleep mode — Laptops are typically configured to conserve power using Power Management techniques. Disable or adjust the Windows® Power Options to prevent the computer from going to sleep during the programming event.


Choosing an MDI connection method for SPS — MDI connections are critical to the success of module programming. Reliability takes precedence over convenience, so keep it simple. Connecting the MDI directly to the Techline PC via the USB cable is recommended in order to maintain an error-free connection between the PC and vehicle module (via the MDI and DLC). This method is simple, easy and eliminates any potential for a network problem to interfere while transmitting data to the module during programming.


Quality/Reliability of shop network (LAN) — Wi-Fi hardware used by dealerships varies greatly and is difficult to qualify. Techline recommends Business Grade hardware for the Wi-Fi Access Points (AP). Hard-wired cable connections to the LAN are considered more reliable than Wi-Fi and may be more suitable if not near a reliable Wi-Fi connection. Beware that cables are still prone to physical damage, such as deterioration of the cable or connector, which is not always visually evident. If a cable is suspect, substitute another cable.


– Thanks to Ron Myers




Use Rear Axle Ratios for AWD Driveline Vibration Diagnosis

During diagnosis of a driveline vibration on the following AWD vehicles: 2010-2015 Equinox, Terrain, Captiva; 2008-2009 Saturn VUE; 2009-2014 Traverse; 2008-2014 Enclave; 2007-2014 Acadia; 2007-2010 Saturn OUTLOOK; 2010-2015 LaCrosse, Regal, XTS; 2010-2015 SRX; and 2014-2015 Encore and Trax; it’s important to note that the rear axle ratio is not the same as the RPO final drive ratio.


The RPO final drive ratio is the final drive ratio in the transmission. The rear drive axle on these AWD vehicles is driven by a transfer case (referred to as a PTU or Power Take-Off Unit) through a longitudinal propeller shaft. The PTU steps down the speed of the propeller shaft. The smaller propeller shaft fits in a tighter space as well as transmits less energy to the vehicle while in operation, reducing noise and vibration. The speed of the driveline is stepped back up by the rear axle to the output shafts and then to the rear wheels so that they match the speed of the front wheels.


When using a diagnostic tool for a driveline vibration, such as the CH-51450 Oscilloscope Diagnostic Kit with NVH or the MTS 4100 NVH Analyzer, these changes to the rear propeller shaft speed mean that any vibration generated by the components turning at rear axle pinion/propshaft speed will be filtered out as “other” vibrations without a defined source in the tool. (Fig. 12)


F12 prop1 270 r

Fig 12


For diagnosis, the ratio in the rear axle must be input into the tool rather than the RPO final drive ratio. With the correct rear axle ratio entered in the tool, the vibration source is listed. (Fig. 13)


F13 prop1 277 r

Fig 13

The rear axle ratios are as follows:

Screen Shot 2014-07-24 at 2.37.10 PM


When the diagnostic tool requires the rear axle ratio or final drive ratio on one of these vehicles during diagnosis of a potential driveline vibration, input the rear axle ratio.


– Thanks to David MacGillis

Operation of New Lane Keep Assist Feature

A new feature called Lane Keep Assist (RPO UHX) is available on the 2015 Cadillac ATS, CTS Sedan, and front-wheel-drive XTS models. Lane Keep Assist is designed to assist the driver in keeping the vehicle from drifting out of an identified lane. (Fig. 14) The electric power steering provides a gentle steering push-back to the vehicle when an unintended lane departure is detected without the turn signal on.


F14 LKA lane

Fig 14


Owners unfamiliar with this feature may be alarmed when the steering wheel appears to move without warning. Service personnel should become familiar with its operation and characteristics to be able to address customer concerns.


Lane Keep Assist Warning Lamp


The Lane Keep Assist symbol on the instrument cluster illuminates green when the feature is ready to provide assist. The symbol is solid amber when intervention is occurring. It flashes amber to indicate a Lane Departure Warning. The flashing amber is accompanied by a chime or, if equipped, a vibration in the driver’s seat.

The Lane Keep Assist symbol (Fig. 15, A)  is different from the Lane Departure Warning symbol. (Fig. 15, B)


LKA icons

Fig 15


The frontview camera, located behind the windshield in front of the mirror, is used to detect lane markings within a distance of approximately 197 ft. (60 meters).


The Lane Keep Assist button on the instrument panel is used by the driver to enable and disable the system. (Fig. 16) Button location varies depending on the model. An LED in the button is off if the system is disabled and illuminated when the system is enabled.


2015 Cadillac ATS Coupe

Fig 16


What the System Does


The Lane Keep Assist system uses the frontview camera to detect lane markings when the vehicle is travelling between 37mph (60 km/h) and 112mph (180 km/h).


It gently turns the steering wheel if the vehicle approaches a detected lane marking without using a turn signal in that direction. It may also provide a Lane Departure Warning system alert as the lane marking is crossed. The Lane Keep Assist system will not assist or provide a lane departure alert if it detects that the driver is actively steering.


TIP: The Lane Keep Assist system does not continuously steer the vehicle, but rather provides steering pushback, keeping the vehicle in the intended lane, using the electric power steering.


The driver can override the event by applying 1.1 Nm to 1.5 Nm of torque to the steering wheel.


The Lane Keep Assist event is complete after the vehicle returns fully to the lane.


How the System Works


The system is enabled and disabled by the driver with the Lane Keep Assist/Lane Departure Warning button, which illuminates when the system is enabled.


Lane Keep Assist operates using parameters gathered by the vehicle’s Active Safety Control Module. These parameters include the frontview camera, lateral offset of the vehicle, relative yaw angle, time to line crossing, velocity, steering angle and yaw rate.


When an unintended lane departure is calculated, based on these parameters, the system operates the vehicle’s electric power steering gear to steer the vehicle back into the intended lane.


The Active Safety Control Module communicates on a dedicated object bus to all four radar sensor modules and the frontview camera module. A fault on the object bus may result in multiple DTCs since the Active Safety Control Module may not be able to communicate with some or all modules on the bus. If there is a DTC set in any of the modules that the Active Safety Control Module uses as inputs, it will send a Service Driver Assist message to the Driver Information Center on the instrument cluster.


TIP: When servicing a vehicle with Lane Keep Assist, be aware that the front wheels could move without warning if the vehicle is running and in gear while elevated on a hoist.


When the System Does Not Seem to Work Properly


The Lane Keep Assist system may not keep the vehicle in the lane or give a Lane Departure Warning alert, even if a lane marking is detected.


Proper operation may be affected by factors outside the vehicle, including:

• Close vehicles ahead

• Sudden lighting changes, such as going through a tunnel

• Banked roads

• Poor lane markings, such as on two-lane roads

• Dirt on the windshield in front of the camera lens

• Tar marks, cracks, shadows, temporary lane markings and other road imperfections

• Lane markings on one side of the road only (Lane Keep Assist provides assist only on the side with markings).


The driver is advised to turn off the system when these conditions are present; this does not indicate a system failure.


In addition, do not use Lane Keep Assist while towing a trailer or on a slippery road, which may cause a loss of vehicle control.


– Thanks to Jean Hart


Binding Brake Pedal Pivot Bushing

On some 2010-2012 LaCrosse, SRX; 2011-2012 Regal; and 2013 Malibu models, the brake pedal may not raise or appear stuck down after a normal braking event. This condition may occur in high temperature and humidity conditions and may not be repeatable. The brake lights will remain on and the brakes may drag after the pedal is released. A pop, click or snap noise may be heard when the brake pedal is applied or released.


If this condition is intermittent, allow the vehicle to idle for 30 minutes with the climate controls on max heat in the floor mode to try to induce the condition.


The poor brake pedal operation may be due to a bind in the brake pedal pivot bushing. If diagnosis confirms the pivot bushing as the cause, replace the brake pedal arm.


TIP: Be sure to use the two new retaining clips that accompany the brake pedal arm. (Fig. 17)


F17 brake pedal clip

Fig 17


To identify the correct brake pedal arm to order, refer to the Electronic Parts Catalog for the specific vehicle model and model year being serviced. The parts are no longer available from the Warranty Parts Center.


– Thanks to Christopher Crumb

UPDATE: Pinched Instrument Panel Harness

Depending on vehicle options on some 2015 Escalade models, Silverado, Suburban, Tahoe, Sierra and Yukon models; and 2014 Silverado 1500 and Sierra 1500 models, any of the following conditions may be present:

• Remote Keyless Entry (RKE) inoperative

• Passive Entry and Passive Start inoperative

• No Fob Detected message on the Driver Information Center

• Service Tire Pressure System message on the Driver Information Center

• Intermittent flashing Tire Pressure Monitor indicator

• Tire Pressure Monitor DTCs

• No audio

• Touch screen inoperative

• Steering wheel controls inoperative

• BCM DTC B3101 (Keyless Entry Data Link Circuit), U1548 (Lost Communication with S79LR Window Switch), U1549 (Lost Communication with M45 Rear Wiper Motor), U154A (Lost Communication with S79RR Window Switch)

• Radio and Human Machine Interface (HMI) DTC’s U0028 (MOST Bus) and U0029 (MOST Bus Performance)

• Rear power windows inoperative

• Rear wiper inoperative

• Dead battery


These conditions may be caused by the instrument panel harness being pinched between the left I/P instrument panel mounting bracket and the body. (Fig. 18) In many cases, the complete harness is not pinched and it may not be apparent. When inspecting for a pinched harness, make sure the harness (Fig. 19, B) can be moved freely away from the bracket-to-body interface. (Fig. 19, A)


F18 3910938 R

 Fig 18

F19 3910939 R

Fig 19


To repair this condition, loosen the left I/P instrument panel mounting bracket bolts and pull the harness free. Open the harness and repair any damaged wires as necessary.


– Thanks to Jim Will



Automatic Parking Assist Operation

The Automatic Parking Assist system available on 2014-2015 SS, CTS Sedan and XTS searches for and steers the vehicle into parallel or perpendicular parking spots (perpendicular parking not available on 2014 CTS Sedan and XTS). (Fig. 1) Ultrasonic sensors are used to detect the width and depth of either parallel or perpendicular (reverse right-angle) parking spaces. The system provides hands-free steering, but the driver must still shift gears and control the brakes and accelerator.

 F01 APA image

Fig 1


Parking the Vehicle


The Automatic Parking Assist system operates when the vehicle speed is less than 18 mph (30 km/h). To use the system:


1. Press the Automatic Parking Assist button (on the center console or next to the infotainment touch screen) to enable the system. A beep sounds and a parking assist display is shown in the Driver Information Center (DIC). (Fig. 2) The system will begin searching for a large enough parking space. The system cannot detect whether it is a legal parking space.

 F02 APA message

Fig 2


2. If equipped with perpendicular parking mode, press and hold the Automatic Parking Assist button during the search process to switch between parallel and perpendicular parking. The vehicle always backs in to a perpendicular parking space.

3. The system searches for parking spaces to the right of the vehicle. To search for a parking space to the left, turn on the left turn signal.

4. After completely passing a large enough space bordered by two vehicles or other objects, the system provides instructions on the DIC. Shift to Reverse to engage automatic steering.

5. The driver should let go of the steering wheel and accelerate or brake as required. Be sure to always check surroundings and be prepared to brake.

6. Parking Complete is displayed and a beep sounds when the parking maneuver is complete.


If the vehicle does not steer into the expected space, the system may be maneuvering the vehicle into a previously detected space. If the steering wheel is used by the driver or the vehicle exceeds 6 mph (10 km/h), Automatic Parking Assist is automatically disengaged.


Click below for a video demonstration of the Automatic Parking Assist system. (Fig. 3)


F03 APA video image

Fig 3


System Components


The parking assist system components include:

• Front and rear parking assist control module

• Front object sensors

• Rear object sensors

• Side object sensors

• Parking assist switch

• Parking assist switch indicator

• Automatic Parking Assist switch


The Front and Rear Parking Assist control module uses the side object sensors located near the wheel openings (Fig. 4), along with the front and rear park assist sensors, to guide the vehicle into a parking space. The Front and Rear Parking Assist control module provides a 12 V reference and a low reference to the object sensors. The individual signals from each of the sensors are used to determine the location and distance of an object.


2014 Cadillac CTS Vsport

Fig 4


TIP: Check for the correct part number when replacing an object sensor. The side object sensors are different from the front and rear object sensors. The side object sensors have a longer range to detect empty parking spots. A DTC will set if the wrong sensor type is installed.


When the Automatic Parking Assist system is activated, the Front and Rear Parking Assist control module will begin measuring potential parking spots using the parallel parking assist sensor. Using the side object sensor, the Front and Rear Parking Assist control module will determine the appropriate time to begin turning the steering wheel to enter the parking spot and again when to turn the steering wheel in the opposite direction to fully enter the parking spot.


System Unavailable Message


A Park Assist Temporarily Unavailable message will be displayed on the DIC if one of the following conditions is present:

• The system is manually disabled using the park assist switch.

• A trailer, bicycle rack, aftermarket front license plate frame, a bent front license plate or other item is attached to the vehicle that is interfering with the park assist system field of view.

• The parking assist sensors are covered by snow, mud, dirt or ice.

• The vehicle bumper is damaged.

• There is excessive paint thickness on a replacement parking assist sensor.

• The parking assist sensors are disrupted by vibrations, like those caused by a large nearby vehicle or heavy equipment.


– Thanks to Brad Thacher and Jean Hart

OnStar Generation 10 and Wi-Fi

Faster service and an available Wi-Fi® hotspot are just two of the advantages of the new OnStar Generation 10 system available in many 2015 GM cars and light-duty trucks. The OnStar Gen 10 system uses Global System for Mobile Communication (GSM) to communicate data and voice signals over the national cellular network. The Telematics Communication and Interface Control Module in the vehicle also has the ability to act as a Wireless Local Area Network (WLAN) Wi-Fi hotspot similar to a household wireless router. (Fig. 5)



Fig 5


The Telematics Communication and Interface Control Module houses an internal WLAN antenna enabling hotspot connectivity and streaming high-speed media to the entertainment system. The module is capable of up to 4G LTE speeds (4G is the fourth generation of mobile telecommunications technology, and LTE, or Long-Term Evolution, is a standard for wireless communication of high-speed data) and houses two technology systems: one to process Global Positioning System (GPS) data and another for cellular information. The module sends and receives all cellular communications over two cellular antennas and cellular antenna coax cables.


Wi-Fi Hotspot

The Telematics Communication Interface Control Module acts as a Wi-Fi hotspot router and provides direct 4G LTE connectivity to the Internet. It has the ability to connect up to seven compatible mobile devices (smartphones, tablets and laptops) at one time. Devices must be WPA2 compliant Consult the device manufacturer for information regarding the WPA2 security protocol and Wi-Fi device compatibility.


An OnStar data plan is required to use the vehicle’s Wi-Fi hotspot. New customers receive a three-month or 3 GB (whichever comes first) trial data plan with the purchase of an eligible 2015 vehicle.


The system uses a secure autoconnect feature between the Telematics Communication Interface Control Module and the radio/Human Machine Interface (HMI). It is always available and ready to connect to a dedicated in-vehicle device. The ignition must be in Run, Accessory or Retained Accessory Power for Wi-Fi to operate.


TIP: The Wi-Fi hotspot has a range of 50 feet (15 meters) from the vehicle.


The coverage for the in-vehicle Wi-Fi hotspot depends on the wireless carrier network coverage. When driving in areas where coverage fluctuates, performance may be impacted. In a 2G-coverage area, the Wi-Fi hotspot will not work. In a 3G-coverage area, streaming data or video to mobile devices may result in the degradation of service. Coverage maps are available on


When the OnStar data plan is activated, a security default password is established for the Wi-Fi connection. There are several ways to change the SSID or password, including by placing a call to the OnStar Call Center, using the Gen 10 mobile app or through the scan tool.


Connecting to Wi-Fi


To connect to the Wi-Fi hotspot, users need to start a Wi-Fi network search on the mobile device, select the vehicle hotspot listed, and then enter the password when prompted. (Fig. 6)


The “SSID” is the name of the Wi-Fi hotspot for the vehicle, which is used to identify which Wi-Fi hotspot a user connects to.


To retrieve the SSID and password for the hotspot, press the OnStar Voice Command button on the overhead console or rearview mirror, wait for the prompt, and then say “Wi-Fi settings”. The information will be displayed on the infotainment screen.


For assistance or to change the SSID and password, press the blue OnStar button or call 1-888-4-ONSTAR to connect to an OnStar Advisor.


Buick Owners Stay Connected With OnStar 4G LTE

Fig 6


Updates to PDI


The following information regarding OnStar 4G LTE and Wi-Fi has been added to the Pre-Delivery Inspection (PDI) form:

• OnStar hardware check (green light)

• Ensure antenna mast is attached

• Wi-Fi broadcast check – customer hotspot feature

– Press the OnStar Voice Command Button and say “Wi-Fi Settings”

– Using the information on the screen, connect a device

– Using a Wi-Fi enabled device (smartphone, tablet, and/or laptop)

– Verify that you can connect to vehicle’s hotspot


While checking the Wi-Fi feature, it is not necessary to press the Blue OnStar button.


The Demo message will continue to play during each ignition cycle until a customer purchases the vehicle and an Online Enrollment is submitted by the selling Dealer.


– Thanks to Hassan Abdallah


The Reasons for Wheel Alignment

Before performing a steering wheel angle/front toe set or wheel alignment adjustment, it’s important to first inspect the vehicle’s condition and equipment for anything that could contribute to a misalignment condition. Things to consider include:


Wheels and Tires – Verify that wheels and tires are original equipment or the correct size for the vehicle application. Slight feathering on the shoulders of tires is not considered unusual tire wear.


Suspension Parts – Verify that the vehicle suspension has not been altered or that parts are worn out. Measure ride height to help identify any worn components.


Vehicle Damage – Check for evidence of accidental damage that could affect alignment.


Added Equipment – Check for equipment that may significantly affect vehicle mass, such as large tool boxes or snow plows. Significant additional mass can affect the trim height and wheel alignment of the vehicle.

If it’s determined that a wheel alignment is necessary, the following information must be documented or attached to the Repair Order:

• Customer concern in detail

• What corrected the customer concern?

• If a wheel alignment is performed, consult the Service Information for proper specifications and document the “before” and “after” wheel alignment measurements/settings

• Completed Wheel Alignment Repair Order Questionnaire (refer to the latest version of Bulletin # 05-03-07-009)


It is important to gather as much information as possible to understand the customer concern — including the vehicle’s previous alignment history — and to record complete “before” and “after” alignment measurements on the vehicle.


Drive the vehicle to verify that the vehicle does have a pull condition and not a steering wheel angle issue. A vehicle with a valid pull condition will pull to one side or the other, regardless of steering wheel angle, when at a constant highway speed on a typical straight road.


Always note which direction the steering wheel is clocked (left/counterclockwise or right/clockwise). When dealing with a verified steering wheel angle condition, remember that front and rear toe are the only alignment values that affect the angle of the steering wheel.


If performing an alignment, straighten the steering wheel and hold it in place while alignment adjustments are being made.


TIP: Check for Torque Plus Angle to Yield (TAY), or Torque to Yield (TTY), fasteners on some suspension components during an alignment. These fasteners must be replaced if loosened.


Causes of Vehicle Pull


A vehicle pull condition may be caused by several factors.


Tires – If a pull condition has been verified but the alignment settings all are within specifications, the issue may be in the tires. Certain tire differences left to right may cause a vehicle pull. Temporarily swapping the front tires left to right and re-evaluating is a simple way to verify a tire issue. Always note if tires are directional and not able to be permanently swapped side-to-side.


Plus, always ensure tire pressures are set to correct specifications before and after evaluating a vehicle.


Alignment Settings – Front or rear toe values being out of specifications do not cause an otherwise true vehicle pull. If only front or rear toe values are out of specification on a vehicle with a confirmed pull issue, something else is causing the pull.


In addition, make sure spring spacers or any other shipping materials are removed from the suspension before evaluation.


Steering Calibrations – Electronic Power Steering (EPS) steering position and torque sensors that are not calibrated correctly may cause a lead or pull condition. Some vehicles with EPS may require relearn of the steering wheel position sensor and software end stops after any type of alignment work is completed and before the vehicle is driven. Check the appropriate Service Information to determine if the vehicle being serviced requires the relearn procedure. Failure to relearn the steering wheel position sensor, if needed, may actually cause the vehicle to pull.


Confirm Wheel Alignment Specs


Prior to any measurement on an alignment machine, verify that the wheel alignment specifications loaded into the wheel alignment machine are up-to-date by comparing them to the wheel alignment specifications for the appropriate model and model year in the Service Information. Do not assume the numbers in the alignment machine are correct and up-to-date. The vast variation in specifications, depending on the type of vehicle and tire, suspension and engine options, makes it easy to use the wrong wheel alignment specs.


TIP: Refer to Wheel Alignment Specifications in the Service Information. GM Service Information is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year.


Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns. The correct specifications may need to be input into the machine manually.


Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. “External Reference” (image-based camera technology) is preferred.


Wheel Alignment System Requirements:

• Computerized four wheel alignment system

• Computer capable of printing “before” and “after” alignment reports

• Computer capable of Time and Date stamp printout

• Racking system must have front and rear jacking capability

• Racking system must be capable of level to 1.6 mm (1/16 in)

• Appropriate wheel stops and safety certification

• Built-in turn plates and slip plates

• Wheel clamps capable of attaching to 20″ or larger wheels

• Racking capable of accepting any GM passenger car or light-duty truck

• Operator properly trained and ASE-certified (U.S. only) in wheel alignment


Alignment machines (Fig. 7) must be regularly calibrated in order to give correct information. Most manufacturers recommend the following:

• Alignment machines with “internal reference” sensors should be checked (and calibrated, if necessary) every six months

• Alignment machines with “external reference” (image-based camera technology) should be checked (and calibrated, if necessary) once a year

• Racks must be kept level to within 1.6 mm (1/16 in).

• If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately


Check with the manufacturer of your specific equipment for the recommended service/calibration schedule.


For more information about wheel alignment equipment, go to or call 1-800-GM-TOOLS.


F07 wheel alignment rack

Fig 7


– Thanks to Dave MacGillis, Kent Woiak and Brad Thacher



Radio Reprogramming Using SPS

When manually building a vehicle in the Service Programming System (SPS) during radio reprogramming on a 2015 and earlier GM passenger car or truck, more than one vehicle will be shown in the list of available vehicles for programming. (Fig 8)


F08 SPS select vehicle data

Fig 8


To ensure proper vehicle selection, use the VIN within SPS. By using the VIN, the system will select the correct vehicle information, including all applicable option codes, and load the correct software for that particular vehicle.


TIP: When a country (i.e. China) is listed in the Car Line menu in SPS, this identifies the country of sale, not the point of origin.


– Thanks to Bob Kerzka

Excessive Brake Dust on Wheels

The wheels on some 2010-2014 Camaro, 2005-2014 Corvette, and 2014 SS models may collect an excessive amount of brake dust. This is due to the high-performance brake pad material — one of the by-products of the pad material is black dust — and the large openings in the wheels between the spokes, which highlights the brake dust.


The brake dust is considered a normal characteristic. Refer to the Exterior Care section of the vehicle’s owner manual for cleaning instructions.


The vehicle may have either painted, aluminum, or chrome-plated wheels. (Fig. 9) It’s recommended to keep the wheels clean using a soft clean cloth with mild soap and water. Rinse with clean water. After rinsing thoroughly, dry with a soft clean towel. A wax may then be applied.


2014 Chevrolet Camaro

Fig 9


TIP: Chrome wheels and other chrome trim may be damaged if the vehicle is not washed after driving on roads that have been sprayed with magnesium, calcium or sodium chloride. These chlorides are used on roads for conditions such as ice and dust. Always wash the vehicle’s chrome with soap and water after exposure.


The surface of these wheels is similar to the painted surface of the vehicle. Use only approved cleaners on aluminum or chrome plated wheels. Do not use strong soaps, chemicals, abrasive polishes, abrasive cleaners, cleaners with acid, or abrasive cleaning brushes.


Use chrome polish only on chrome-plated wheels, but avoid any painted surface of the wheel, and buff off immediately after application. Do not use chrome polish on aluminum wheels.


Do not drive the vehicle through an automatic car wash that has silicone carbide tire cleaning brushes, which could damage the aluminum or chrome-plated wheels.


– Thanks to Matt Bierlein

Vehicle Will Not Charge

Some 2011-2014 Volt and 2014 ELR models may experience a no charge condition with the Check Engine MIL illuminated. Current DTC P0AA6 (Hybrid/EV Battery Voltage System Isolation Lost) and/or P1F0E (Battery Charging Voltage System Isolation Lost) on 2011-2013 Volts or P0DAA (Battery Charging Voltage System Isolation Fault) on 2014 Volts or ELRs may be set in the Hybrid Powertrain Control Module 2 (HPCM2).


If any of the DTCs listed above are set, contact the Technical Assistance Center (TAC) after collecting the information requested below.


Potential causes to consider when diagnosing these DTCs are:

• A loss of isolation due to a Hybrid/EV Battery Heater

• Hybrid Battery Contactor Assembly function failure

• A loss of Hybrid/EV Battery Pack coolant (external or internal to the Hybrid/EV Battery Pack)

• A loss of high voltage isolation within the battery cells or battery sections themselves

• Hybrid battery cooling system not filled entirely with GM-approved 50/50 coolant.


Inspect the Hybrid/EV Battery Pack coolant level. If the coolant level is low or there is evidence of a coolant leak, refer to the Hybrid/EV Battery Cooling System Diagnostic in the appropriate Service Information.


TIP: All DTC P0AA6-related failures must include an inspection of the Hybrid/EV Battery Pack drain plug, located on the battery tray, regardless of fluid level at the Hybrid/EV Battery Pack coolant reservoir. If any moisture is found during the drain plug inspection, contact the GM Technical Assistance Center (TAC).


Test the Hybrid/EV Battery Pack coolant concentration using the J-26568 Refractometer. The freeze point should be between -10°F (-23°C) and -40°F (-40°C). In the absence of a J-26568 Refractometer, use a Hydrometer. If outside the proper temperature window, flush and refill with GM-approved 50/50 coolant, part number 12378390 (in Canada, part number 10953456).


To evaluate the Hybrid/EV Battery Heater or Hybrid Battery Contactor Assembly function, first determine if any additional DTCs are currently set. Follow the Service Information for any current codes. If no codes are set, follow the heater testing procedure as defined in the Service Information under Circuit/System Verification for DTC P1EC6 (Hybrid/EV Battery Pack Heater Performance) to confirm the heater is functioning properly.


Additional data required for GM Engineering:


Put the vehicle in Service Mode (press the Start/Stop button for 10 second without depressing the brake pedal). Record the following information using GDS 2.


F10 charge table 1

Fig 10


Place the vehicle in the Ignition Off position (hold your foot on the brake pedal or turn on the parking lights to ensure the data bus remains awake to communicate with the vehicle in the Off position). Record the following information using GDS 2.


F11 charge table 2

Fig 11

TIP: Always perform the High Voltage Disabling procedure prior to servicing any High Voltage component or connection. Personal Protection Equipment (PPE) and proper procedures must be followed.


Measure and record voltage from each Manual Service Disconnect (MSD) base high voltage terminal with reference to vehicle chassis ground. In each case allow the volt meter voltage reading to settle for two minutes before recording value.


F12 charge table 3

Fig 12


Refer to #PIC5920C for additional information.


– Thanks to Paul Radzwilowicz

Installation of Upfitter Auxiliary Switches

When installing Upfitter Auxiliary Switches (RPO 9L7) on 2014 Silverado 1500 and Sierra 1500 and 2015 Silverado and Sierra, the switches are located under the climate controls in the center of the instrument panel.


This switch bank replaces the standard switches located just below the climate controls and is intended specifically for upfitters to add controlled features/functions from inside the cab. (Fig. 13)


F13 aux switch bank

Fig 13


For more information, refer to the latest version of GM Upfitter Integration Bulletin 110. The information can be found at Click the Technical Bulletins tab and then the “Show all bulletins” button.


– Thanks to Scott Fibranz

Vibration or Noise in the Instrument Panel or Floor

Some 2013-2014 Cruze models may have a buzz noise and/or a vibration in the instrument panel or floor, which is most noticeable at 1800-2200 engine RPM. This condition may be caused by fuel line and/or brake line vibrations entering into the cabin area through the front of the instrument panel. Even though the fuel lines and/or brake lines are fully seated in their retainers, vibrations may still pass into the cabin area.


Inspect for possible retainer clip contact with the underbody or components. (Fig. 14) Reposition to provide clearance as necessary.


F14 3940363 r

Fig 14

Also check that the lines do not make any contact with the front of the cowl that could further cause a noise or vibration.


Validate the repair by checking for noise or vibration at 1800-2200 engine RPM.


– Thanks to David Roat


Service Know-How

10214.07D – Emerging Issues

July 10, 2014


To view Emerging Issues seminars:

• Log in to

–   Select Resources, and then Video on Demand; or

–   Select Catalog to search for the course number, and then select View > Take or Continue Course


Car Issues – Fix It Right the First Time



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