Saab - Service: Other Saab 9-4X I

US English/Metric Conversion

Decimal and Metric Equivalents

Arrows and Symbols

This service manual uses various symbols in order to describe different service operations.

Scheme 45

1. Front of Vehicle
2. View Detail
3. Ambient Air Mixed with Another Gas or Indicate Temperature Change
4. Motion or Direction
5. View Angle
6. Dimension (1:2)
7. Ambient/Clean Air Flow or Cool Air Flow
8. Lubrication Point - Oil or Fluid
9. Task Related
10. Sectioning (1:3)
11. Gas Other Than Ambient Air or Hot Air Flow
12. Lubrication Point - Grease or Jelly
13. Multidirectional Arrow

Dealers

All U.S. Dealers participating in the Common Training Program can enroll through the Common Training System Website at https://www.gmtraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about Common Training should contact the Common Training help desk at 1-888-748-2687. The help desk is available Monday through Friday, 8:00 am - 8:00 pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010.

Scheme 46

Vehicle Certification Label

RPO Code List

The following table provides the description of the Regular Production Option (RPO) codes that are available on the vehicle. The vehicles RPO list is printed on the Service Parts Identification Label.

Metric Fasteners

This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength.

A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive® or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive® recess head screws.

GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches.

Scheme 47

1. English Bolt, Grade 2 (Strength Class)
2. English Bolt, Grade 5 (Strength Class)
3. English Bolt, Grade 7 (Strength Class)
4. English Bolt, Grade 8 (Strength Class)
5. Metric Nut, Strength Class 9
6. Metric Bolts, Strength Class Increases as Numbers Increase

The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face.

The correct fasteners are available through GM SPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following

1. Lower strength
2. No numbered head marking system
3. Wrong thread pitch

The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications

1. M6.0 X 1
2. M8 x 1.25
3. M10 x 1.5
4. M12 x 1.75
5. M14 X 2.00
6. M16 X 2.00

Adhesive Coated Fasteners

These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener.

Scheme 48

1. Prevailing Torque Nut, Center Lock Type
2. Prevailing Torque Nut, Top Lock Type
3. Prevailing Torque Nut, Nylon Patch Type
4. Prevailing Torque Nut, Nylon Washer Insert Type
5. Prevailing Torque Nut, Nylon Insert Type
6. Prevailing Torque Bolt, Dry Adhesive Coating Type
7. Prevailing Torque Bolt, Thread Profile Deformed Type
8. Prevailing Torque Bolt, Nylon Strip Type
9. Prevailing Torque Bolt, Out-of-Round Thread Area Type

A prevailing torque fastener may be reused ONLY if

1. The fastener and the fastener counterpart are clean and not damaged
2. There is no rust on the fastener
3. The fastener develops the specified minimum torque against its counterpart prior to the fastener seating

Thread Inserts

General Purpose Thread Repair Kits.

These kits are available commercially.

Scheme 49

Scheme 50

1. Refer to «SAFETY GLASSES WARNING»(ref-652229-S29563332682014082300000) . NOTE: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. Avoid any buildup of chips. Back out the tap every few turns and remove the chips. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth.
2. Drill out the damaged threads. Clean out any chips.
3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads.
4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel.
5. NOTE: The insert should be flush to one turn below the surface. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert.
6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift.

Registered and Non-Registered Trademarks

Listed below are Registered Trademarks (®) or Non-Registered Trademarks (™) which may appear in this service manual.

Scheme 51

Front Lift Pads

When lifting the vehicle with a frame-contact lift, place the front lift pads on the front lower brackets, inboard of the rocker pinch weld flange and outboard of the front frame rail, at the torque box location, as shown.

Rear Lift Pads

When lifting the vehicle with a frame-contact lift, place the rear lift pads on the rear frame rail, at the torque box location, as shown.

Vehicle Jacking

Note. When you are lifting a vehicle with a service jack, block the wheels at the opposite end from which you are lifting. Use jack stands to provide additional support.

Front of Vehicle

When using a service jack under the front of the vehicle use one of the following locations

1. Place the service jack pad in the same location as shown for the front lift pads.
2. Under the front frame crossmember, as shown.

Rear of Vehicle

Note. Place jackstands ONLY under strong and stable vehicle structures.

When using a service jack under the rear of the vehicle place the jack pad on the rocker panel flange, at the torque box location, as shown.

Order

Order refers to how many times an event occurs during 1 revolution of a rotating component.

Scheme 52

For example, a tire with 1 high spot would create a disturbance once for every revolution of the tire. This is called first-order vibration.

Scheme 53

An oval-shaped tire with 2 high spots would create a disturbance twice for every revolution. This is called second-order vibration. Three high spots would be third-order, and so forth. Two first-order vibrations may add or subtract from the overall amplitude of the disturbance, but that is all. Two first-order vibrations do not equal a second-order. Due to centrifugal force, an unbalanced component will always create at least a first-order vibration.

EVA Software Cartridge

EL-38792-A Electronic vibration analyzer 2 (EVA 2) uses a software card, EL-38792-60, that supplies

EL-38792-A Electronic vibration analyzer 2 (EVA 2) with various information. EL-38792-60 supplies

EL-38792-A Electronic vibration analyzer 2 (EVA 2) with an extra function that can be selected and used to assist when diagnosing vibration problems.

Note. The Auto-Mode function of the EL-38792-A Electronic Vibration Analyzer 2 (EVA 2) cartridge, EL-38792-60, is designed to be used in SUPPORT of the Vibration Analysis Diagnostic Tables ONLY.

This support function is available via the Auto Mode function in EL-38792-A Electronic Vibration Analyzer 2 (EVA 2). When the function is selected, EL-38792-A Electronic Vibration Analyzer 2 (EVA 2) reminds the user to choose which of the 2 vehicle systems (vehicle speed or engine speed) is the SUSPECTED source of the vibration problem. Using the inputted vehicle data parameters along with the most dominate vibration frequency obtained, it will identify a SUSPECTED source of the vibration concern, such as first-order tire and wheel. This can be a useful feature when used in conjunction with the Vibration Analysis Diagnostic Tables, to confirm results obtained through the diagnostic process.

EVA Smart Strobe Function

EL-38792-A Electronic vibration analyzer 2 (EVA 2) can be used to identify some rotating components/systems that show imbalance IF the component's rpm is the vibration problem's dominating frequency. EL-38792-A Electronic vibration analyzer 2 (EVA 2) is equipped with a sensor line for stroboscope that can be used for a stroboscope light with inductive sensor, EL-38792-25 Stroboscope light with inductive sensor or similar included in EL-38792-25-KIT or available separately. Using the Smart Strobe function enables the user to input the vibration frequency to which the strobe will flash. Select the suspected rotating component, e.g., belt pulley, and adjust the stroboscope's frequency to fit the dominating vibration frequency at the engine rpm that was noted during diagnostics. Then run the engine at this rpm, the marking on the object will be stationary if this object is imbalanced.

EVA Strobe Balancing Function

EL-38792-A Electronic vibration analyzer 2 (EVA 2) can be used to identify the light point on a propeller shaft IF the propeller shaft's rpm is the vibration problem's dominating frequency. EL-38792-A Electronic vibration analyzer 2 (EVA 2) is equipped with a sensor line for stroboscope that can be used for a stroboscope light with inductive sensor, EL-38792-25 Stroboscope light with inductive sensor or equivalent included in EL-38792-25-KIT or available separately and in combination with the vibration sensor for EL-38792-A Electronic vibration analyzer 2 (EVA 2) to identify the light point on a propeller shaft and help to determine when the propeller shaft's balance has been achieved.

Averaging/Non-Averaging Modes

The EVA provides 2 modes of displaying the most dominate frequencies which the EVA vibration sensor (accelerometer) detects; averaging and non-averaging (instantaneous).

The averaging mode uses multiple vibration samples taken over a period of time and then displays the most dominant frequencies which have been averaged-out. Using the averaging mode minimizes the distractions caused by a sudden vibration frequency being displayed that is not related to the concern vibration, such as from pot holes or from uneven road surfaces.

The non-averaging (instantaneous) mode is more sensitive to vibration disturbances than the averaging mode. Using the non-averaging mode will generate instantaneous frequency displays which are not averaged across multiple samples over a period of time. The specific vibration frequencies that occur at a specific moment during diagnostic testing will be displayed at that moment. The nonaveraging (instantaneous) mode is useful when measuring a vibration disturbance that exists for only a short period of time or during acceleration/deceleration testing.

When operating the EVA in the averaging mode along with the Auto Mode, "A" will be displayed along the top of the screen to the left of the vibration sensor input port being used. When operating the EVA in the averaging mode and the Manual Mode, "AVG" will be displayed along the top center of the screen.

When operating the EVA in the non-averaging (instantaneous) mode along with the Auto Mode, "I" will be displayed along the top of the screen to the left of the vibration sensor input port being used. When operating the EVA in the non-averaging (instantaneous) mode and the Manual Mode, the top center of the screen will be blank.

Scheme 54

The most dominant input frequencies, up to three, received from the EL-38792-A Electronic Vibration Analyzer 2 (EVA 2) vibration sensor, are displayed in descending order of amplitude strength.

The frequency readings are displayed along the left side of the screen, followed to the right by either a bar graph or the suspected source of the vibration - depending upon the mode selected. The amplitude reading for each frequency along the right side of the screen. The top row of the screen indicates the units of measure being displayed for the frequencies along the left side and for the amplitudes along the right side. The top row also indicates the vibration sensor input port which was selected on the keypad (A or B) and which mode was selected: averaging or non-averaging (instantaneous).

The frequency can be shown either in revolutions per minute (RPM) or in revolutions per second; Hertz (Hz). The display position (RPM or Hz) selected is shown on the left side of the screen, above the frequency values.

When the AUTO MODE function is not in use, a bar graph is displayed next to each frequency to provide a quick visual indication of the relative amplitude strength.

When the AUTO MODE function is being used, the suspected source of the vibration is displayed next to each frequency to provide support to the diagnostic process.

The actual amplitude strength of each frequency is displayed at the right side of the screen and shown in G's-of-acceleration force.

Customer Concern Verification Sheets

The GM Customer Concern Verification Sheets have been designed to improve communications between the service customer and the technician. The more clearly the technician understands the concern and its symptoms, the more likely the concern will be fixed right the first time.

GM's verification forms for customer complaints are accessible in GM Global Connect. The Customer Concern Verification Sheets may be printed and reproduced locally.

Dust Leaks

Dust may leak into the vehicle where water will not. This happens particularly in the lower portion of the interior.

Forward motion of the vehicle can create a slight vacuum which pulls air and dust into the vehicle.

In order to determine the location of dust leaks, perform the following steps

1. Remove the mats from the floor.
2. Remove the mats from the kick panel.
3. Remove the insulation from the floor.
4. Remove the insulation from the kick panel.
5. Drive the vehicle on a dusty road.
6. Examine the interior. Dust in the shape of a small cone or slit will usually be found at the point of leakage.
7. Mark the points of leakage.
8. NOTE: Ensure that the interior is darkened when performing this step. Shine bright lamps on the underside of the floor and the cowl.
9. Have an assistant mark any points inside of the vehicle for any points where the light shines through. Inspect the weld joints. Inspect the body mounts.
10. Seal any leaks with an air-drying, body-sealing compound.

Scheme 55

1. NOTE: Use a water hose without the nozzle attached. Have an assistant inside of the vehicle in order to locate the leak.
2. Begin testing at the base of the window or the windshield.
3. Slowly move the hose upward and across the top of the vehicle.

Scheme 56

1. WARNING: The air hose test should only be used on fully cured urethane adhesive. Otherwise, damage to the urethane adhesive bead could result in additional leaks. Using a liquid detergent, diluted with water in a spray bottle, spray the window at the edges. Begin at the bottom and gradually move up and across the top.
2. NOTE: The compressed air should not exceed 205 kPa (30 psi). Have an assistant inside of the vehicle with an air hose.
3. Have the assistant aim the compressed air at the suspected areas. Bubbles will form in the soap solution at the location of the leak.

Determining Tire Revolutions Per Second at 8 km/h (5 mph) - Using EVA

You can find the wheel and tire rotation speed using EL-38792-A Electronic Vibration Analyzer (EVA) 2. Carry out the following step using EL-38792-A Electronic Vibration Analyzer (EVA) 2 to obtain the rotation speed at 8 km/h (5 mph). Use the Enter button to go forward and the Exit button to go back.

1. On the Main Menu screen, select Auto Mode.
2. On the Suspected Source screen, select Vehicle Speed.
3. On the Tire Info Source screen, select Manual Entry.
4. On the Tire Width screen, enter the specific width of the tires. An example: For a P275/55R20 tire, enter 275.
5. On the Aspect Ratio screen, enter the specific aspect ratio of the tires. An example: For a P275/55R20 tire, enter 0.55.
6. On the Rim Diameter screen, enter the specific rim diameter size. An example: For a P275/55R20 tire, enter 20.0.
7. On the Driveshaft Configuration screen, enter FWD, even if the vehicle is a rear wheel drive.
8. The next screen will display the tire size just entered for confirmation. For example: 275 0.55 20.0 - Front Wheel Drive. If the tire size displayed is correct, press Enter.
9. On the Vehicle Speed Units screen, press Enter, disregard mph or km/h.
10. Press the Exit key several times slowly while watching the backwards progression of the screens. Stop at the Tire Info Source screen.
11. On the Tire Info Source screen, select RPS at 5 mph.
12. The next screen will display the revolutions per second (RPS) at 8 km/h (5 mph) for that specific tire size. An example: For P275/55R20, the display shows 0.90 RPS.

Calculating Tire Revolutions Per Second at 8 km/h (5 mph) - Without EVA

If the EL-38792-A Electronic Vibration Analyzer (EVA) 2 is not available, the tire and wheel assembly rotational speed can be calculated approximately by performing the following steps.

1. Convert the rim diameter size from inches to centimeters. An example: For a P275/55R20 tire, the rim diameter of 20 in X 2.54 converts to 50.80 cm.
2. Calculate the radius of the rim by dividing the rim diameter by 2. An example: For a P275/55R20 tire, the rim diameter of 20 in converted to 50.80 cm divided by 2 = rim radius 25.40 cm.
3. Calculate the approximate tire sidewall height by multiplying the specific tire tread width by the aspect ratio, then reduce 7 percent from the amount by multiplying by 93 percent to approximate load on the tire reducing the sidewall height. An example: For a P275/55R20 tire, tread width 275 mm X aspect ratio as a decimal 0.55 = 151 mm X 0.93 = approximate sidewall height 140.43 mm.
4. Convert the calculated approximate tire sidewall height from millimeters to centimeters. An example: For a P275/55R20 tire, approximate sidewall height 140.43 mm converts to 14.04 cm.
5. Calculate the approximate tire and wheel assembly radius by adding the rim radius and approximate sidewall height, both in cm. An example: For a P275/55R20 tire, rim radius 25.40 cm + 14.04 cm = approximate tire and wheel assembly radius 39.44 cm.
6. Calculate the approximate circumference of the tire and wheel assembly by multiplying 2 X pi, or 6.283185 X the approximate tire and wheel assembly radius. An example: For a P275/55R20 tire, 6.283185 X approximate tire and wheel assembly radius 39.44 cm = approximate tire and wheel assembly circumference 247.809 cm.
7. Calculate the approximate revolutions per kilometer by dividing the number of cm in 1 km, 100, 000 cm by the approximate tire and wheel assembly circumference. An example: For a P275/55R20 tire, 100, 000 cm divided by approximate tire and wheel assembly circumference 247.809 cm = approximate revolutions per kilometer 403, 537.
8. Calculate the approximate revolutions per second (RPS), or Hz, by dividing the approximate revolutions per kilometer by the number of seconds to travel 1 km at a speed of 8 km per hour, 450 seconds. An example: For a P275/55R20 tire, approximate revolutions per kilometer 403.537 divided by the number of seconds to travel 1 km at a speed of 8 km per hour, 450 seconds = approximate RPS, or Hz 0.897 rounded to 0.90.

Calculating Tire Revolutions Per Second, or Hz at Concern Speed

A tire of size P235/75R15 rotates ONE full revolution per second, or 1 Hz, at a speed of 8 km/h (5 mph). This means that at 16 km/h (10 mph), the same tire rotates 2 whole revolutions per second, 2 Hz, etc.

1. Determine the rotational speed of the tires in revolutions per second (RPS), or Hertz (Hz), at 8 km/h (5 mph), based on the size of the tires. Refer to the preceding «TIRE ROTATIONAL SPEED»(ref-652230-S04246049352014082300000) information. An example: According to the tire rotation speed information, a P275/55R20 tire rotates 0.90 revolutions per second or Hz at speed 8 km/h (5 mph). This means that for every speed increase in steps of 8 km/h (5 mph), the tire rotation speed increases by 0.90 revolutions per second, or Hz.
2. Determine the number of increments of 8 km/h (5 mph) that are present, based on the vehicle speed km/h (mph) at which the disturbance occurs. An example: Assuming that the problem occurs at a speed of 96 km/h (60 mph). Speed 96 km/h (60 mph) divides into 12 INCREMENTS of 8 km/h (5 mph): 96 km/h (60 mph) divided by 8 km/h (5 mph) = 12 increments
3. Determine the rotational speed of the tires in revolutions per second, or Hz, at the specific vehicle speed km/h (mph) at which the disturbance occurs. An example: To determine the tire rotational speed at 96 km/h (60 mph), multiply the number of increments of 8 km/h (5 mph) by the revolutions per second, or Hz, for one increment: 12 (increments) X 0.90 Hz = 10.80 Hz, rounded to 11 Hz
4. NOTE: If the EL-38792-A Electronic Vibration Analyzer (EVA) 2 is not available, compare the calculated rotational speed to the frequency range associated with the symptoms of the vibration concern. Refer to «SYMPTOMS - VIBRATION DIAGNOSIS AND CORRECTION»(ref-652230-S13335060522014082300000) . Compare the rotational speed of the tires at the specific vehicle speed at which the disturbance occurs, to the dominant frequency recorded on the EL-38792-A Electronic Vibration Analyzer (EVA) 2 during testing. If the frequencies match, then a first-order disturbance related to the rotation of the tire/wheel assemblies is present. If the frequencies do not match, then the disturbance may be related to a higher order of tire/wheel assembly rotation.
5. To compute higher order tire/wheel assembly rotation related disturbances, multiply the rotational speed of the tires at the specific vehicle speed at which the disturbance occurs, by the order number: 11 Hz X 2, for second order = 22 Hz second-order tire/wheel assembly rotation related 11 Hz X 3, for third order = 33 Hz third-order tire/wheel assembly rotation related If any of these computations match the frequency of the disturbance, a disturbance of that particular order, relating to the rotation of the tire/wheel assemblies and/or driveline components, also rotating at the same speed, is present.

Calculating Propeller Shaft Revolutions Per Second, or Hz at Concern Speed

1. Determine the first order rotational speed of the propeller shaft system in revolutions per second, or Hz, based on the first-order rotational speed of the tire/wheel assemblies and the drive axle, or axles final drive ratio or ratios. 11 Hz X 3.42 drive axle final drive ratio = 37.62 Hz, rounded to 38 Hz, first-order propeller shaft rotation related
2. Compare the rotational speed of the prop shaft at the specific vehicle speed at which the disturbance occurs, to the dominant frequency recorded on the EL-38792-A Electronic Vibration Analyzer (EVA) 2 during testing. If the frequencies match, then a first-order disturbance related to the rotation of the propeller shaft is present. If the frequencies do not match, then the disturbance may be related to the second-order of propeller shaft rotation.
3. To compute a second order propeller shaft rotation related disturbance, multiply the first order rotational speed of the propeller shaft at the specific vehicle speed at which the disturbance occurs, by the order number of 2: 38 Hz X 2, for second order = 76 Hz second-order propeller shaft rotation related If the computation matches the frequency of the disturbance, a disturbance relating to the second-order rotation of the propeller shaft is present.

Component Rotational Speed Worksheet

Utilize the following worksheet as an aid in calculating the first, second and third order of tire/wheel assembly rotational speed and the first and second order of propeller shaft rotational speed related disturbances that may be present in the vehicle.

If after completing the Tire/Wheel Rotation Worksheet, the frequencies calculated do NOT match the dominant frequency of the disturbance recorded during testing, either recheck the data, or attempt to rematch the figures allowing for 11/2-8 km/h (1-5 mph) of speedometer error.

If the possible tire/wheel assembly and/or propeller shaft rotational speed related frequencies still do not match the dominant frequency of the disturbance, the disturbance is most likely torque/load sensitive.

If after completing the Tire/Wheel Rotation Worksheet, one of the frequencies calculated DOES match the dominant frequency of the disturbance, the disturbance is related to the rotation of that component group - tire/wheel assembly or propeller shaft related.

Scheme 57

Engine First Order Classification

1. Convert the engine speed in revolutions per minute (RPM), recorded during duplication of the disturbance into Hertz, revolutions per second (RPS), by dividing the RPM by 60 seconds. Refer to the following example: 1, 200 RPM divided by 60 = 20 Hz (or RPS)
2. Compare the dominant frequency in Hz, recorded during duplication of the disturbance with the engine speed just converted into Hz, to determine if they are related.
3. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine speed, converted into Hz, ARE related, then an engine FIRST ORDER related disturbance is present. Engine first order disturbances are usually related to an imbalanced component. Refer to the «ENGINE ORDER RELATED DISTURBANCES TABLE»(ref-652230-S12361406612014082300000) .
4. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine speed, converted into Hz, are NOT related, then determine if the disturbance is related to the engine's firing frequency. Proceed to «ENGINE FIRING FREQUENCY CLASSIFICATION»(ref-652230-S28054407632014082300000) .

Engine Firing Frequency Classification

Engine firing frequency is a term used to describe the number of firing pulses (one firing pulse = one cylinder firing) that occur during ONE complete revolution of the crankshaft, multiplied by the number of crankshaft revolutions per second, Hz.

1. Calculate the engine firing frequency. To determine the firing frequency of a 4-stroke engine during ONE complete revolution of the crankshaft, multiply the engine speed, converted into Hz, by HALF of the total number of cylinders in the engine. An example: The engine speed, converted into Hz, was 20 Hz; if the vehicle was equipped with a V8 engine, 4 of the 8 cylinders would actually fire during ONE complete revolution of the crankshaft. Multiply the converted engine speed (20 Hz) by 4 cylinders firing. 20 Hz X 4 = 80 Hz The engine firing frequency for a V8 engine at the original engine speed of 1, 200 RPM, recorded during duplication of the disturbance, would be 80 Hz. In like manner, a 6-cylinder engine would have a firing frequency of 60 Hz at the same engine speed of 1, 200 RPM. 20 Hz X 3 = 60 Hz
2. Compare the dominant frequency in Hz, recorded during duplication of the disturbance with the engine firing frequency in Hz, just calculated, to determine if they are related.
3. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine firing frequency in Hz, just calculated ARE related, then an engine FIRING FREQUENCY related disturbance is present. Engine firing frequency disturbances are usually related to improper isolation of a component. Refer to the «ENGINE ORDER RELATED DISTURBANCES TABLE»(ref-652230-S12361406612014082300000) .
4. If the dominant frequency in Hz, recorded during duplication of the disturbance and the engine firing frequency in Hz, just calculated are NOT related, then determine if the disturbance is related to another engine order classification. Proceed to «OTHER ENGINE ORDER CLASSIFICATION»(ref-652230-S28172867532014082300000) .

Other Engine Order Classification

1. Multiply the engine speed, converted into Hz, recorded during duplication of the disturbance by different possible order-numbers, other than 1 (first order) or the number used to determine the firing frequency of the engine.
2. Compare the dominant frequency in Hz, recorded during duplication of the disturbance with the other possible engine orders just calculated, to determine if they are related.
3. If the dominant frequency in Hz, recorded during duplication of the disturbance and one of the other engine order frequencies in Hz, just calculated ARE related, then an engine related disturbance of that order is present. If an engine related disturbance is present that is NOT related to first order or firing frequency, then it could be related to an engine driven accessory system. Proceed to «ENGINE DRIVEN ACCESSORIES RELATED TO ENGINE ORDER»(ref-652230-S09861684092014082300000) .

Engine Driven Accessories Related to Engine Order

Engine driven accessory systems can be related to specific engine orders depending upon the relationship of the accessory pulley diameter to the crankshaft pulley diameter. For example

1. If the crankshaft pulley measured 20 cm (8 in) in diameter and one of the engine driven accessory pulleys measured 10 cm (4 in) in diameter, then that accessory pulley would rotate 2 times for every one rotation of the crankshaft pulley. If that accessory system was not isolated properly, or was not operating properly, it would be identifiable as a 2nd order engine related disturbance.
2. In like manner, if an engine driven accessory pulley measured 5 cm (2 in) in diameter, then that accessory pulley would rotate 4 times for every one rotation of the crankshaft pulley. If that accessory system was not isolated properly, or was not operating properly, it would be identifiable as a 4th order engine related disturbance.

Engine driven accessories that contribute to, are excited by, or are the sole cause of a disturbance are usually doing so because of improper isolation that causes a transfer path into the passenger compartment or to another major component of the vehicle body.

Using the EL-38792-VS Vibrate Software, accurately measuring the diameters of the accessory pulleys and the crankshaft pulley, and performing the appropriate diagnostic procedures completely will lead to the specific accessory system which is either contributing to, or causing the customer's concern.

Engine Order Related Disturbances

Specific Conditions Can Affect the Condition

Consider the following conditions which may not have been present while attempts were made to duplicate the vibration concern. Attempt to obtain more specific information from the customer as to the EXACT conditions that are present when they experience the vibration which they are concerned about. Attempt to duplicate the vibration concern again while recreating the EXACT conditions necessary, except those which pose a safety concern or are outside the boundaries of normal operating conditions, such as loading the vehicle beyond its designed weight ratings, etc.

Most attempts to duplicate a vibration concern are made after the vehicle has been driven to the repair facility and perhaps even sat inside the building for a time. The vehicle may be too warm to detect the concern during duplication efforts. The opposite could also occur. Perhaps the vehicle has sat out in the cold for a time and fails to reach full operating temperatures during attempts to duplicate the concern.

Flat Spots on Tires

Tires which have sat and been cool for a time can develop flat spots.

Irregular Wear on Tire Treads

Tires which have sat and been cool for a time will be stiffer and any irregular wear conditions will be more noticeable than they will be once the tires have warmed and softened.

Exhaust System Growth

Exhaust systems may exhibit a ground-out condition when cool which goes away once the system is hot. The opposite may be true that the exhaust system is fine when cool but a ground-out condition occurs once the system reaches operating temperatures. Exhaust systems can grow by 21/2-5 cm (1-2 in) when hot.

Engine-Driven Accessory Noises

Note. When a stethoscope equipped with a probe is used to assist in identifying possible vibrating components, the results must be compared to the sound quality of the same accessory, in a equally-equipped, same model year and type, KNOWN GOOD vehicle, and under the same conditions. Refer to VEHICLE-TO-VEHICLE DIAGNOSTIC COMPARISON .

A stethoscope equipped with a probe can be used as an additional means to assist in identifying accessories which may be causing or contributing to a vibration concern.

1. Belt Whipping An engine accessory drive belt, or belts could exhibit a whipping condition if a belt is deteriorating and deposits are building up on the underside of the belt.
2. Loose Mounting Brackets or Component Ground-Out Engine-driven accessories such as a generator, a power steering pump, or an air conditioning compressor could exhibit noise conditions due to either loose mounting brackets or due to related components of the system in a ground-out condition during certain operation of that accessory system.
3. Cold or Hot Accessories could exhibit noise conditions when cool which go away once they are fully warmed-up, or the opposite may be true.
4. Load on an Accessory Component Accessories could exhibit a noise condition while under a heavy load - perhaps when combined with a cool or fully warmed-up condition.
5. Bent or Misaligned Pulleys Bent or mis-aligned pulleys in one or more engine-driven accessory systems could contribute to a noise or vibration condition.
6. Fluid Level in Accessory Systems Accessories could exhibit a noise condition due to an abnormal amount of fluid contained in the system of which the accessory is a part. For example: An improper power steering fluid level could produce noises in the power steering system. An improper air conditioning refrigerant level or an excessive amount of refrigerant oil could produce noises or possibly vibrations in the air conditioning system.
7. Incorrect Fluid Type in Accessory Systems Accessories could exhibit a noise condition due to the incorrect type of fluid contained in the system of which the accessory is a part.

Vehicle Payload

The vibration concern may only occur when the vehicle is carrying heavy payloads or towing a trailer; the vehicle may have been empty during duplication efforts.

Heavy Payload

The vehicle may have been empty during attempts to duplicate the vibration concern, but the customer may actually experience the vibration concern while the vehicle is carrying a large payload.

Trailer Towing

The customer may experience the vibration concern only while towing a trailer.

Roadway Selection

The selection of roadways used to perform the vibration duplication procedures is likely to be in the near vicinity of the repair facility and may not provide a road surface that is similar enough to the surface on which the customer usually drives the vehicle.

The customer may only experience the vibration on a particular roadway. Perhaps the roadway is overly crowned or is very bumpy or rough.

Aftermarket Add-On Accessories

Aftermarket accessories which have been added to the vehicle can actually transmit and magnify INHERENT component rotational frequencies, if the accessories were not installed correctly.

An accessory should be installed in such a way that it is isolated from becoming a possible transfer path into the rest of the vehicle. For example, if a set of running boards has been installed improperly and they are sensitive to a particular frequency of a rotating component, the running boards could begin to respond to the frequency and actually create a disturbance once the amplitude of the frequency reaches a high enough point, probably at a higher vehicle speed.

If the same set of running boards were installed properly-isolated properly-the transfer path would be removed and the disturbance would no longer be present.

Difficult to System Balance the Driveline

If after following the Vibration Analysis - Driveline table you were instructed to system balance the driveline and you experienced difficulty in doing so while CAREFULLY following the procedures indicated-the EVA strobe readings seem to keep changing-then the axle differential to which the propeller shaft is attached should be suspected to have internal problems which are being transmitted to the propeller shaft. Refer to the DRIVE AXLE DIAGNOSIS INFORMATION , for internal axle diagnostics.

Check Service Bulletins

If BOTH of the following statements are TRUE, then check service bulletins for the condition identified. If the condition has already been identified and investigated prior to this vehicle, and has been determined to be something that is not truly an operating characteristic or that perhaps is not design-intent, there will likely be adjustments or corrections identified which will address the condition.

1. You CAREFULLY followed the steps indicated through reviewing the Diagnostic Starting Point - Vibration Diagnosis and completing the Vibration Analysis tables identified and you have duplicated the vibration concern.
2. You have come to the conclusion through comparison with a very equally-equipped, same model year and type, KNOWN GOOD vehicle that the customer's concern is a condition that appears to be a potential operating characteristic of the vehicle.

Symptoms - Vibration Diagnosis and Correction

Note. Perform the following steps in sequence BEFORE using these symptom tables.

1. Begin the diagnosis of a vibration concern by reviewing «DIAGNOSTIC STARTING POINT - VEHICLE»(ref-652232-S30463277922014082300000) to become familiar with the diagnostic process used to properly diagnose vibration concerns.
2. Perform the «VIBRATION ANALYSIS - ROAD TESTING»(ref-652230-S06793674742014082300000) table before using these symptom tables in order to duplicate and effectively diagnose the customer's concern.

Force Variation

Force variation refers to a radial or lateral movement of the tire and wheel assembly which acts much like runout, however, force variation has to do with variations in the construction of the tire. These variations in tire construction may actually cause vibration in a vehicle, even though the tire and wheel assembly runout and balance may be within specifications.

Scheme 58

Radial force variation refers to the difference in the stiffness of a tire sidewall as the tire rotates and contacts the road. Tire sidewalls have some stiffness due to splices in the different plies of the tire, but these stiffness differences do not cause a problem unless the force variation is excessive. Stiff spots (1) in a tire sidewall can deflect a tire and wheel assembly upward as the assembly contacts the road.

Scheme 59

Lateral force variation refers to the difference in the stiffness or conformity of the belts within a tire as the tire rotates and contacts the road. Tire belts may have some stiffness or conformity differences, but these differences do not cause a problem unless the force variation is excessive. These variations in the belts of the tire can deflect the vehicle sideways or laterally. A shifted belt inside a tire may cause lateral force variation.

In most cases where excessive lateral force variation exists, the vehicle will display a wobble or waddle at low speeds, 8-40 km/h (5-25 mph), on a smooth road surface.

Transfer Case Output Flange Runout Measurement

Special Tools

GE-7872 Magnetic Base Dial Indicator Set, or equivalent

Note. This measurement procedure is intended to measure transmission or transfer case output flange runout for systems with a constant velocity (CV) joint, rubber coupling or bolt-on U-joint yoke at the transmission or transfer case.

1. Place the transmission into NEUTRAL.
2. Raise and support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
3. If equipped with a CV joint, measure the transmission or transfer case output flange radial runout on the machined surface of the prop shaft front CV joint housing, as close to the flange as possible: 3.1. Clean the surface of the prop shaft front CV joint housing just rear of the transmission or transfer case output flange. 3.2. Mount a dial indicator set, GE-7872 Magnetic Base Dial Indicator Set, or equivalent, and position the dial indicator to contact the prop shaft front CV joint housing as close to the transfer case output flange as possible.
4. If equipped with a rubber coupling or bolt-on U-joint yoke, measure the transfer case output flange radial runout on the machined surface of the flange pilot area: 4.1. Mark the position of the prop shaft to the transmission or transfer case output flange. 4.2. Separate the propshaft from the transmission or transfer case output flange. 4.3. Clean the surface of the flange pilot area. 4.4. Mount a dial indicator set, GE-7872 Magnetic Base Dial Indicator Set, or equivalent, and position the dial indicator to contact the pilot area as close to the end of the pilot as possible.
5. Rotate the transmission or transfer case output flange by hand to locate the low spot.
6. Set the dial indicator to zero on the low spot.
7. Rotate the flange or shaft by hand and record the amount of radial runout.
8. Compare the runout of the flange or shaft to the runout tolerance specifications guideline.
9. If the transmission or transfer case output flange runout exceeds the specification, the flange or shaft requires replacement.

Propeller Shaft Runout Measurement

Special Tools

1. GE-7872 Magnetic Base Dial Indicator Set, or equivalent
2. GE-8001 Dial Indicator Set, or equivalent

Note. This measurement procedure is intended to measure propeller shaft runout for prop shaft systems with 2 or 3 U-joints only. This is not for prop systems with only 1 U-joint, or with only constant velocity (CV) joints, and/or coupler assemblies. When measuring runout of propeller shafts, do not include fluctuations on the dial indicator due to welds or surface irregularities. Always inspect the runout of any replacement propeller shaft.

Scheme 60

Scheme 61

Scheme 62

Scheme 63

1. Raise and support the vehicle. On vehicles with solid axles, ensure that the drive axle is supported at ride height - vehicle body supported by suspension components. Ensure the wheels are free to rotate. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
2. Place the transmission into NEUTRAL.
3. Clean the circumference of the propeller shaft or shafts of any debris and/or undercoating along the front (1), center (2), and rear (3) positions.
4. Inspect the propeller shaft or shafts for dents, damage, and/or missing weights. Any propeller shaft that is dented or damaged requires replacement.
5. For 1-piece and 2-piece prop systems, mount the GE-7872 Magnetic Base Dial Indicator Set, or equivalent, or the GE-8001 Dial Indicator Set, or equivalent, to the vehicle underbody or to a service stand positioned just clear of the U-joint yoke weld on the prop shaft.
6. Rotate the drive axle pinion flange, torque tube input flange, transmission output, or transfer case output flange by hand while taking runout measurements of the prop shaft or shafts. The prop shaft will rotate more easily in one direction than in the other. If necessary, the tire and wheel assemblies and even the brake caliper assemblies can be positioned and supported aside, or the brake drums can be removed from the drive axle to provide easier rotation of the prop shaft or shafts.
7. For all prop systems, measure and record the runout at each U-joint welded yoke location (1, 3) and at the center (2) of each prop shaft.
8. For 1-piece prop systems, proceed to step 10 .
9. For 2-piece prop systems, perform the following inspections and measurement of the stub shaft: 9.1. Mark the mating position for each end of the prop shaft containing the slip yoke, then remove the shaft. 9.2. Inspect the prop shaft support bearing assembly (2) for damaged rubber components, worn bearing or bearings, or a damaged/cracked bracket which could be affecting the runout of the propeller shafts. 9.3. If the support bearing assembly exhibited any of these conditions, it requires replacement before proceeding. 9.4. Inspect the support bearing assembly (2) for loose or missing shims/washers if equipped. Reinstall correctly or replace any shims/washers as necessary to ensure proper alignment of the support bearing assembly. 9.5. Position the GE-7872 Magnetic Base Dial Indicator Set, or equivalent (1), or the GE-8001 Dial Indicator Set, or equivalent (1), approximately 13 mm (1/2 in) from the end of the stub shaft (3). 9.6. Record the runout measurement at the stub shaft splines.
10. Compare the prop shaft runout measurements recorded to the «target values.»(ref-652230-S36136450342014082300000)
11. If the prop system has a U-joint at the transmission or transfer case output flange, and if the prop shaft runout measurements exceed runout tolerance specifications for that prop shaft at that location, or at the stub shaft if part of the front shaft, perform the following: 11.1. Inspect the deflection of the transmission or transfer case output shaft for indications of a worn or damaged bushing which could be affecting the runout of the prop shaft. A leaking transmission or transfer case output shaft seal may be an indication of an output shaft bushing concern. 11.2. If the transmission or transfer case output shaft bushing is found to be worn or damaged, the bushing must be replaced before proceeding. 11.3. If the transmission or transfer case output shaft bushing was replaced; remeasure and record the runout of the prop shaft at the same locations measured previously. 11.4. Compare the prop shaft runout re-measurements recorded to the runout tolerance specifications. 11.5. If the prop shaft runout re-measurements still exceed runout tolerances at the same location or at the stub shaft, if part of the front shaft, the prop shaft requires replacement before proceeding. Check the runout of the replacement prop shaft. 11.6. If the transmission or transfer case output shaft bushing was not found to be worn or damaged, the prop shaft requires replacement before proceeding. Check the runout of the replacement prop shaft.
12. If the prop system has a U-joint at the drive axle pinion or torque tube input flange, and if the prop shaft runout measurements exceed runout tolerance specifications for that prop shaft at that location, or at the stub shaft if part of the rear shaft, perform the following: Mark the mating position for each end of the prop shaft, then remove the shaft from the pinion input, or torque tube input flange. Rotate the shaft 180 degrees from its original position. Reinstall the shaft to the pinion or torque tube input flange. Re-measure and record the runout of the shaft at the same locations measured previously. Compare the shaft runout re-measurements recorded to the runout tolerance specifications. If any of the runout re-measurements still exceed runout tolerances, perform the following: Inspect the pinion or torque tube input flange runout to determine if it is affecting the runout of the prop shaft. See correct repair method: «TORQUE TUBE INPUT FLANGE RUNOUT MEASUREMENT»(ref-652230-S23214290212014082300000) , «PINION FLANGE RUNOUT MEASUREMENT»(ref-652230-S30010125072014082300000) , or «DIFFERENTIAL PINION INPUT SHAFT RUNOUT MEASUREMENT»(ref-652230-S29059734122014082300000) . If the pinion or torque tube input flange runout exceeds runout tolerances, the flange must be re-indexed or replaced to bring the runout within tolerances before proceeding. If the pinion or torque tube input flange was re-indexed or replaced, return the prop shaft to its original relationship when reinstalling the shaft to the flange. If the first measurement of pinion or torque tube input flange runout was within tolerances, the prop shaft requires replacement. Check the runout of the replacement prop shaft. If the pinion or torque tube input flange was re-indexed or replaced, remeasure and record the runout of the shaft at the same locations measured previously. Compare the shaft runout re-measurements recorded to the runout tolerance specifications. If any of the runout re-measurements still exceed the runout tolerances, remove and rotate the shaft 180 degrees from it's original position to the pinion or torque tube input flange that has been re-indexed or replaced. Reinstall the shaft then re-measure and record the runout of the shaft at the same locations measured previously. Compare the shaft runout re-measurements recorded to the runout tolerance specifications. If any of the shaft runout re-measurements still exceed the runout tolerances, the shaft requires replacement. Check the runout of the replacement prop shaft.
13. For 2-piece prop systems; if the prop shaft runout measurements at the welded yoke mating to the slip yoke exceed runout tolerance specifications for that prop shaft at that location, perform the following: 13.1. If the stub shaft is keyed to ensure proper alignment of the slip yoke, then the prop shaft requires replacement. 13.2. If the stub shaft is not keyed, mark the mating position for each end of the prop shaft, then remove the slip yoke from the stub shaft. 13.3. Rotate the shaft 180 degrees from it's original position. 13.4. Reinstall the slip yoke to the stub shaft. 13.5. Re-measure and record the runout of the shaft at the welded yoke to slip yoke location. 13.6. Compare the shaft runout re-measurements recorded to the runout tolerance specifications. 13.7. If the prop shaft runout re-measurements still exceed runout tolerances at the welded yoke mating to slip yoke location, the prop shaft requires replacement. Check the runout of the replacement prop shaft.

Pinion Flange Runout Measurement

Special Tools

1. GE-8001 Dial Indicator Set, or equivalent
2. J-23409 Dial Indicator Extension, or equivalent
3. J-35819 Flange Runout Gauge

Note. This measurement procedure is intended to measure drive axle pinion flanges with 1-piece U-joint yokes only, not bolt on yokes.

If equipped with a system balanced flange, use the following procedure, System Balanced Flange. If equipped with a non-system balanced flange, use the second procedure, Non-System Balanced Flange.

Scheme 64

System balanced drive axles utilize a deflector design on the pinion flange, that is able to hold system balance weights on its outside diameter.

Scheme 65

1. Raise and support the vehicle, with the wheels free to rotate. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
2. Remove the propeller shaft from the pinion flange.
3. Install the J-35819 Flange Runout Gauge to the pinion flange.
4. Assemble and install the GE-8001 Dial Indicator Set> and the J-23409 Dial Indicator Extension to the drive axle and to the J-35819 Flange Runout Gauge.
5. NOTE: The dial indicator will display inverted readings. You are measuring the inside diameter of the flange, not the outside diameter. The highest reading on the dial indicator is the low spot; the lowest reading is the high spot. Rotate the pinion flange 360 degrees and zero the dial indicator on the low spot.
6. Rotate the pinion flange again and record the total runout.
7. NOTE: All runout measurement tolerances provided are to be used as guidelines. The measurement tolerances provided and their effect on vibration correction may vary for each vehicle. If the system balanced pinion flange runout measurement is between 0.00-0.38 mm (0.00-0.015 in), the pinion flange is considered within acceptable runout limits.
8. If the system balanced pinion flange runout measurement exceeds 0.00-0.38 mm (0.00-0.015 in), the pinion flange must be re-indexed 180 degrees or replaced. If the drive axle utilizes a crush-type sleeve to achieve pinion bearing preload, the pinion flange can only be removed and installed 1 time before the crush-type sleeve must be replaced. Sleeve replacement requires removal and installation of the ring and pinion gear set. If there is evidence that the pinion has been removed and installed previously, replace the sleeve.
9. If the pinion flange has been re-indexed, re-measure the pinion flange runout.
10. If the runout re-measurement of the re-indexed pinion flange still exceeds the tolerance guidelines, the pinion flange requires replacement.
11. NOTE: Inspect the runout of any replacement pinion flange. If the pinion flange was replaced, check the runout of the replacement pinion flange.
12. NOTE: If the pinion flange was re-indexed or replaced, the driveline MUST be system balanced. If the pinion flange was re-indexed or replaced, system balance the driveline. Refer to «DRIVELINE SYSTEM BALANCE ADJUSTMENT»(ref-652230-S08397239732014082300000) .

Scheme 66

Drive axles that are non-system balanced use a pinion flange dust slinger design, that is able to hold a runout compensation weight on the face of the dust slinger.

Scheme 67

1. Raise and support the vehicle, with the wheels free to rotate. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
2. Remove the propeller shaft from the pinion flange.
3. Install the J-35819 Flange Runout Gauge to the pinion flange.
4. Assemble and install the GE-8001 Dial Indicator Set> and the J-23409 Dial Indicator Extension to the drive axle and to the J-35819 Flange Runout Gauge.
5. NOTE: The dial indicator will display inverted readings. You are measuring the inside diameter of the flange, not the outside diameter. The highest reading on the dial indicator is the low spot; the lowest reading is the high spot. Rotate the pinion flange 360 degrees and zero the dial indicator on the low spot.
6. Rotate the pinion flange again and record the total runout.
7. NOTE: All runout measurement tolerances provided are to be used as guidelines. The measurement tolerances provided and their effect on vibration correction may vary for each vehicle. If the pinion flange runout is 0.15 mm (0.006 in) or less, there should not be a runout compensation weight. If there is a compensation weight, remove the weight.
8. If the pinion flange runout is greater than 0.15 mm (0.006 in) but less than 0.28 mm (0.011 in) and the runout compensation weight is at or near the low spot, no further action is necessary. If the runout compensation weight is not at or near the low spot, remove the weight.
9. If the pinion flange runout is greater than 0.28 mm (0.011 in) but not greater than 0.38 mm (0.015 in) and the runout compensation weight is at or near the low spot, no further action is necessary. If the runout compensation weight is not at or near the low spot, remove the weight and re-index the pinion flange until the runout is 0.25 mm (0.010 in) or less. If the drive axle utilizes a crush-type sleeve to achieve pinion bearing preload, the pinion flange can only be removed and installed 1 time before the crush-type sleeve must be replaced. Sleeve replacement requires removal and installation of the ring and pinion gear set. If there is evidence that the pinion has been removed and installed previously, replace the sleeve.
10. If after re-indexing the pinion flange, it is not possible to achieve runout of 0.25 mm (0.010 in) or less, the pinion flange requires replacement.
11. NOTE: Inspect the runout of any replacement pinion flange. If the pinion flange was replaced, check the runout of the replacement pinion flange.

Differential Pinion Input Shaft Runout Measurement

Special Tools

GE-7872 Magnetic Base Dial Indicator Set, or equivalent

Note. This measurement procedure is intended to measure drive axle pinion input shaft runout for systems with a constant velocity (CV) joint, rubber coupling or bolt-on U-joint yoke at the drive axle

1. Place the transmission into NEUTRAL.
2. Raise and support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
3. If equipped with a CV joint, measure the drive axle pinion input shaft radial runout on the splined surface of the prop shaft rear CV joint housing, as close to the flange as possible: 3.1. Clean the surface of the prop shaft rear CV joint housing just ahead of the torque tube input flange. 3.2. Mount a dial indicator set, GE-7872 Magnetic Base Dial Indicator Set, or equivalent, and position the dial indicator to contact the prop shaft rear CV joint housing as close to the drive axle input flange as possible.
4. If equipped with a rubber coupling or bolt-on U-joint yoke, measure the differential pinion input shaft radial runout on the machined surface of the flange pilot area: 4.1. Mark the position of the prop shaft to the drive axle input flange. 4.2. Separate the propshaft from the drive axle input flange. 4.3. Clean the surface of the flange pilot area. 4.4. Mount a dial indicator set, GE-7872 Magnetic Base Dial Indicator Set, or equivalent, and position the dial indicator to contact the pilot area as close to the drive axle input flange as possible.
5. If equipped with a torque tube, measure the radial runout on the machined surface of the splined shaft: 5.1. Remove the torque tube assembly from the vehicle. 5.2. Clean the surface of the splined shaft. 5.3. Mount a dial indicator set, GE-7872 Magnetic Base Dial Indicator Set, or equivalent, and position the dial indicator to contact the machined area as close to the end of the shaft as possible.
6. Rotate the drive axle input shaft by hand to locate the low spot.
7. Set the dial indicator to zero on the low spot.
8. Rotate the shaft by hand and record the amount of radial runout.
9. Compare the runout of the shaft to the runout tolerance specifications guidelines.
10. If the drive axle input shaft runout exceeds the specification, the flange requires replacement.

Driveline Working Angles Measurement

Special Tools

1. J-23498-A Driveshaft Inclinometer, or equivalent
2. J-23498-20 Driveshaft Inclinometer Adapter, or equivalent

Note. This measurement procedure is intended to measure U-joints working angles only, not constant velocity (CV) joint or coupler assembly working angles.

Note. This procedure is intended to be used for vehicles where the following conditions are met: Vehicle trim heights are within specification guidelines. The vehicle exhibits no signs of aftermarket modifications that may affect driveline working angles. The vehicle exhibits no signs of accident damage which may affect the position of the drive axle, or axles, the propeller shaft support bearing, if equipped, or the transmission or transfer case, if equipped.

Scheme 68

The working angle of a U-joint is formed by the difference between the angles of any 2 shafts that intersect. Propeller shaft systems that have 1 U-joint have 1 working angle; systems with 2 U-joints have 2 working angles, and so on. In a typical 1-piece prop system with 2 U-joints, the working angles are front (1) and rear (2)

1. The front working angle (1) is formed by the intersection of the transmission or transfer case output shaft and the prop shaft.
2. The rear working angle (2) is formed by the intersection of the prop shaft and the drive axle pinion.

Note. When measuring and evaluating U-joint working angles, observe the following: No U-joint working angle should be equal to zero. An angle of 0 degrees will cause premature U-joint wear due to a lack of rotation of the needle bearings in the U-joint. No U-joint working angle should exceed 4 degrees. Prop systems containing only 1 U-joint: The U-joint working angle should be within the range specified in this procedure. Prop systems containing 2 or 3 U-joints: The 2 U-joint angles each formed with the prop shaft that contains 2 welded yokes are designed to cancel each other during operation. These 2 working, or cancelling U-joint angles should be equal to each other within the range specified in this procedure provide effective cancellation of the U-joints. Prop systems containing 3 U-joints: The U-joint angle formed by the prop shaft that contains only 1 welded yoke is an odd, or non-cancelled angle. This working angle should be within the range specified in this procedure. Always orientate the J-23498-A Driveshaft Inclinometer, or equivalent so that it faces the same side of the vehicle for each measurement taken. Be sure to accurately record the measurements taken on a diagram, similar to the one shown.

Scheme 69

Measurement Procedure

Note. If it is necessary to use the J-23498-20 Driveshaft Inclinometer Adapter, or equivalent adapter, first verify the accuracy of the J-23498-20 Driveshaft Inclinometer Adapter, or equivalent by inspecting the angle of an accessible joint using the J-23498-A Driveshaft Inclinometer, or equivalent, then inspecting the same joint angle using the J-23498-20 Driveshaft Inclinometer Adapter, or equivalent.

Scheme 70

1. For vehicles with solid axles, ensure that the vehicle has a full tank of fuel or the equivalent amount of weight in the correct location to simulate a full tank. The weight of 3.8 L (1 gal) of gasoline is approximately 2.8 kg (6.2 lb).
2. Raise and support the vehicle. On vehicles with solid axles, ensure that the drive axle is supported at ride height - vehicle body supported by suspension components. Suspension travel will not affect driveline angles on vehicles with direct-mounted drive axles. Ensure the wheels are free to rotate. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
3. For vehicles with 2-piece prop shaft systems, inspect the lateral alignment of the propeller shafts before proceeding: 3.1. From underneath the propeller shafts, look down the length of the shafts from front to rear. Inspect the alignment of the shafts to each other. 3.2. From underneath the shafts, if the propeller shafts are not aligned to each other in a straight line, then the lateral alignment of the prop shafts needs to be adjusted before proceeding. The propeller shaft support bearing assembly can be relocated slightly to one side in order to improve the alignment of the shafts. Ensure that you do not create a ground-out condition against the exhaust or any other component.
4. Place the transmission into NEUTRAL.
5. Clean any corrosion or foreign material from the U-joint bearing caps.
6. Remove any of the U-joint bearing cap snap rings that may interfere with the correct placement of the J-23498-A Driveshaft Inclinometer, or equivalent.
7. For all prop systems perform the first measurement: 7.1. Rotate the prop shaft to align the rear-most yoke flanges vertically. 7.2. Install the J-23498-A Driveshaft Inclinometer, or equivalent to the lower U-joint bearing cap of the rear-most yoke. This yoke may be part of a prop shaft, torque tube input shaft, or a drive axle pinion shaft. Measure and record the angle of the shaft.
8. For prop systems with 2 or 3 U-joints, perform this additional measurement: Do not rotate the propeller shaft. Install J-23498-A drive shaft inclinometer or corresponding on the bearing cap on the front u-joint, the yoke for which is now aligned vertically. This yoke may be part of a prop shaft, transmission output shaft, or a transfer case output shaft. Measure and record the angle of the shaft.
9. For all prop systems perform the second measurement: 9.1. Rotate the prop shaft 1/4 turn to vertically align the flanges of the forward yoke that mates to the rear-most yoke. 9.2. Install the J-23498-A Driveshaft Inclinometer, or equivalent to the lower U-joint bearing cap of the forward mating yoke. This yoke may be part of a prop shaft, transmission output shaft, or a transfer case output shaft. Measure and record the angle of the shaft.
10. For prop systems with 3 U-joints, perform this additional measurement: Do not rotate the propeller shaft. Install J-23498-A drive shaft inclinometer or corresponding on the bearing cap on the front u-joint, the yoke for which is now aligned vertically. This yoke may be part of a transmission output shaft, or a transfer case output shaft. Measure and record the angle of the shaft.
11. Remove the J-23498-A Driveshaft Inclinometer, or equivalent.
12. Install any U-joint bearing cap snap rings that were removed prior to installing the J-23498-A Driveshaft Inclinometer, or equivalent.
13. Calculate the U-joint working angle at each intersection of two shafts. Subtract the smaller number from the larger to obtain the working angle. For example: If the drive axle pinion has an angle of 16 degrees and the connecting propeller shaft has an angle of 13 degrees, then the working angle of that intersection is 3 degrees.
14. For prop systems with 1 U-joint; compare the working angle to the following specification guideline: Specification Guideline Prop systems containing only 1 U-joint: The U-joint working angle should be between 1/2 and 3/4 degrees.
15. For prop systems with 2 or 3 U-joints; compare the difference between the working angles of the cancelling U-joints to the following specification guidelines: Specification Guideline Allowable range of difference between cancelling U-joint working angles: 0.25 to 1.0 degrees
16. For prop systems with 3 U-joints; compare the working angle of the odd, or noncancelled U-joint to the following specification guideline: Specification Guideline Prop systems containing 3 U-joints: The odd, or non-cancelled U-joint working angle should be between 1/10 and 1/2 degrees.
17. Any working angle that is not within the specification guidelines requires adjustment.

Time studies - Service

Correction

1. 01 - Replacement
2. 02 - Removal - Refit
3. 03 - Renovate
4. 04 - Paint
5. 05 - Adjust
6. 06 - Change comp. unit
7. 07 - Lubricate - Clean - Polish
8. 08 - Check/Fault search
9. 09 - Expose
10. 10 - Install new
11. 11 - Transfer

Use Instruction Sheet Supplied

For the lock cylinder coding procedure, refer to the instruction sheet supplied in the lock cylinder kit.

For key cutting information, refer to the instructions provided from the manufacturer of the key cutting equipment used.

Exterior Windnoise

Refer to ASSISTANT DRIVING WARNING .

Exterior windnoise is louder when the vehicle is driven with one or more windows down. Exterior windnoise occurs when air passes over the body panels, the seams, or the openings. Use the following items during the test drive in order to aid in the detection of leaks

1. Mechanic's stethoscope or heater hose
2. Masking tape-51 mm (2 in) width
3. Strip caulk
4. A water soluble marking pencil

1. While driving, determine the location of the exterior windnoise by lowering one window at a time. If the location corresponds with the condition in step 2, pull over and make a temporary repair with 51 mm (2 in) wide masking tape.
2. Tape over the gaps and the moldings one at a time. Test between each taping. Taping over the gaps and moldings will correct the condition.
3. Temporarily repair the condition with masking tape. Adjust the tape when needed.
4. Continue testing in order to determine if the noise has been eliminated or other leak areas exist.
5. When all the reported leak conditions are located, make permanent repairs using the proper alignment techniques and the sealing materials.

Interior Windnoise

Refer to ASSISTANT DRIVING WARNING .

Interior windnoise is not heard when the window is lowered. Interior windnoise is caused by the air leaving the inside of the vehicle through a seal or a seam.

1. Tape over the relief valves to cause added air pressure within the vehicle.
2. Test drive the vehicle and listen for windnoise or a whistle.
3. Pull the vehicle over and make the temporary repairs using masking tape. If you cannot determine the source of the windnoise, perform one or more of the following diagnostic tests: «AIR PRESSURE TEST»(ref-652230-S29908442542014082300000) «SOAP SUDS OR BUBBLE TEST»(ref-652230-S03360724202014082300000) «TRACING POWDER OR CHALK TEST»(ref-652230-S15494874462014082300000)

Balancing Procedure

Note. When balancing tire and wheel assemblies, use a known good, recently calibrated, off-vehicle, two-plane dynamic balancer set to the finest balance mode available.

1. Raise and support the vehicle. Refer to «LIFTING AND JACKING THE VEHICLE»(ref-652230-S26645367622014082300000) .
2. Mark the location of the wheels to the wheel studs and mark the specific vehicle position on each tire and wheel - LF, LR, RF, RR.
3. Remove the tire and wheel assemblies one at a time and mount on a spin-type wheel balancer. Refer to «TIRE AND WHEEL REMOVAL AND INSTALLATION»(ref-652234-S18162824462014082300000) .
4. Carefully follow the wheel balancer manufacturer's instructions for proper mounting techniques to be used on different types of wheels. Regard aftermarket wheels, especially those incorporating universal lug patterns, as potential sources of runout and mounting concerns.
5. Be sure to use the correct type of wheel balance weights for the type of wheel rim being balanced. Be sure to use the correct type of coated wheel balance weights on aluminum wheels. Refer to «WHEEL WEIGHT USAGE»(ref-652230-S11380438142014082300000) .
6. Balance all four tire and wheel assemblies as close to zero as possible.
7. Using the matchmarks made prior to removal, install the tire and wheel assemblies to the vehicle. Refer to «TIRE AND WHEEL REMOVAL AND INSTALLATION»(ref-652234-S18162824462014082300000) .
8. Lower the vehicle.

Wheel Weight Usage

Tire and wheel assemblies can be balanced using either the static or dynamic method.

Scheme 71

Note. When balancing factory aluminum wheels with clip-on wheel balance weights, be sure to use special polyester-coated weights. These coated weights reduce the potential for corrosion and damage to aluminum wheels.

These coated weights reduce the potential for corrosion and damage to aluminum wheels.

1. MC (1) and AW (2) series weights are approved for use on aluminum wheels.
2. P (3) series weights are approved for use on steel wheels only.
3. T (4) series coated weights are approved for use on both steel and aluminum wheels.

Scheme 72

Note. Use a nylon or plastic-tipped hammer when installing coated clip-on wheel balance weights to minimize the possibility of damage to the polyester coating.

The contour and style of the wheel rim flange will determine which type of clip-on wheel weight (1) should be used. The weight should follow the contour of the rim flange. The weight clip should firmly grip the rim flange.

Scheme 73

When static balancing, locate the wheel balance weights on the inboard flange (2) if only 28 g (1 oz) or less is called for. If more than 28 g (1 oz) is called for, split the weights as equally as possible between the inboard (2) and outboard (1) flanges.

When dynamic balancing, locate the wheel balance weights on the inboard (2) and outboard (1) rim flanges at the positions specified by the wheel balancer.

Scheme 74

Note. When installing adhesive balance weights on flangeless wheels, do NOT install the weight on the outboard surface of the rim.

Adhesive wheel balance weights may be used on factory aluminum wheels. Perform the following procedure to install adhesive wheel balance weights.

1. Determine the correct areas for placement of the wheel weights on the wheel. When static balancing, locate the wheel balance weights along the wheel centerline (1) on the inner wheel surface if only 28 g (1 oz) or less is called for. If more than 28 g (1 oz) is called for, split the weights as equally as possible between the wheel centerline and the inboard edge of the inner wheel surface (2). When dynamic balancing, locate the wheel balance weights along the wheel centerline and the inboard edge of the inner wheel surface (2) at the positions specified by the wheel balancer.
2. Ensure that there is sufficient clearance between the wheel weights and brake system components.
3. NOTE: Do not use abrasives to clean any surface of the wheel. Using a clean cloth or paper towel with a general purpose cleaner, thoroughly clean the designated balance weight attachment areas. Remove any corrosion, overspray, dirt or any other foreign material.
4. To ensure there is no remaining residue, wipe the balance weight attachment areas again, using a clean cloth or paper towel with a mixture of half isopropyl alcohol and half water.
5. Dry the attachment areas with hot air until the wheel surface is warm to the touch.
6. Warm the adhesive backing on the wheel balance weights to room temperature.
7. Remove the protective covering from the adhesive backing on the back of the balance weights. DO NOT touch the adhesive surface.
8. Apply the wheel balance weights to the wheel, press into place with hand pressure.
9. Secure the wheel balance weights to the wheel with a 90 N (21 lb) force applied with a roller.

One Piece Propeller Shaft Phasing Correction

An out of phase single-piece propeller shaft is very unusual. If the phasing inspection procedure revealed that prop shaft is not phased correctly, the welded yokes are in the wrong position, or the shaft is damaged due to twisting. Replace the propeller shaft to restore proper cancellation of the U-joints.

Multiple-Piece Propeller Shaft Phasing Correction

1. If the phasing inspection procedure revealed that a prop shaft is not phased correctly to the mating slip yoke, the end yoke is welded on in the wrong position, the slip yoke is mis-aligned to the stub shaft, or the shaft is damaged due to twisting.
2. If the shaft if visibly damaged, it requires replacement.
3. If the shaft exhibits no visual physical defects or damage, perform the following: 3.1. Remove the slip yoke from the stub shaft to determine if it is possible to reinstall the slip yoke in a different position on the stub shaft. 3.2. If the stub shaft is keyed to ensure proper alignment of the stub shaft and the slip yoke, then the propeller shafts require replacement to restore proper cancellation of the U-joints. 3.3. If the stub shaft is not keyed, attempt to re-align the front shaft and slip yoke to each other. Repeat the inspection procedure to confirm the results. 3.4. If proper phasing cannot be obtained, the propeller shaft requires replacement to restore proper cancellation of the U-joints.

Scheme 75

Depending on the location of the waterleak, you may have to remove certain interior components in order to repair the leak.

Scheme 76

1. If the floor carpet is wet refer to «FLOOR CARPET DRYING»(ref-652235-S24493062612014082300000) .
2. Cut out a portion of the adhesive caulking in the leak area from inside or outside of the vehicle.
3. Clean and remove all loose particles of the adhesive old caulking from the area.
4. Apply joint body and seam sealer where the old adhesive caulking was removed.
5. Allow the adhesive caulking to dry for several hours.
6. Test for leaks.
7. Install the trim, if removed.

Stationary Window Waterleak Repair

1. If the floor carpet is wet refer to «FLOOR CARPET DRYING»(ref-652235-S24493062612014082300000) .
2. Remove the trim moldings or the headliner in order to repair the leak, if needed.
3. Determine the source of water entry.
4. If water is leaking at the edge of the windshield, reseal the windshield using Urethane Adhesive Systems which meet GM Specification GM 3651G.
5. If water leaks into the vehicle at the sides of the stationary windows, reseal the window using Urethane Adhesive Systems which meet GM Specification GM 3651G.

Deactivation

1. Press the hazard warning light button.
2. Cars with manual gearbox: Depress the clutch pedal. Cars with automatic transmission: Depress the brake pedal.
3. Press the start/stop button (the engine starts) and do not release it until the message "Transport mode off" appears in the instrument display. NOTE: Deactivation applies to the following markets MY, HK, TW, IL, JP, AU, ZN, CY, EE, CN, RU, MT, LT, US/CA/MX, KW, SA, SY, LB, QA, BH, AE, OM

Window Motor Normalized Procedure

A window motor that has not been normalized will no longer perform the express up and express down functions, this may occure during the following conditions

1. When a window motor has been disconnected
2. When a door harness has been disconnected
3. When the battery has been disconnected or replaced

Note. When DTC B3205 4B & 3210 4B are set, the following warnings will be displayed on the driver information center

Open, then Close Driver Window

Open, then Close Passenger Window

These warnings will clear once the windows have been "Normalized" and the respective DTC will clear.

To normalize the window motor, follow these steps

1. NOTE: The doors must be completely closed prior to normalizing the windows, a door that is open or ajar may cause the power window to function abnormally or to become inoperative while performing the normalization procedure. If this occurs, verify that the door is completely closed then repeat the normalization procedure. Ignition ON.
2. Initially, the window should be completely closed. Press and hold the power window switch until the window is fully open and continue holding the switch down for approximately 5 seconds after the window is completely open.
3. Pull the power window switch up until the window is fully closed and continue holding the switch up for approximately 5 seconds after the window is completely closed.

The window should now be normalized and the window should perform the express up and express down functions.

Window Motor Relearn Procedure

A relearn procedure may need to be performed for any LIN window motor for the following conditions

1. When the window glass is out of alignment
2. When the window glass has been replaced
3. When the door has been replaced
4. When the window regulator has been replaced

Note. Prior to performing the relearn procedure the vehicle must have all 4 wheels properly inflated and mounted, the vehicle must be sitting on a level surface and all doors must be completely closed.

To relearn the window motor, follow these steps

1. Ignition ON.
2. With a scan tool, select Module Diagnosis, Body Control Module, Configuration/Reset Functions and then select the appropriate Clear Window Learn Values for the window motor requiring the relearn procedure.
3. Terminate the programming routine on the scan tool once programming is complete. The window lift can not be normalized and will not operate until the program has been terminated.
4. Initially, the window should be completely closed. Press and hold the power window switch until the window is fully open and continue holding the switch down for approximately 5 seconds after the window is completely open.
5. Pull the power window switch up until the window is fully closed and continue holding the switch up for approximately 5 seconds after the window is completely closed.

The window is now reprogrammed.

Function checks

Road testing is an important part of the service programme. Carry out the function checks as described below.

1. Lighting: Check the front and rear lights, direction indicators, brake lights, high-level brake light, rear fog light and number plate illumination.
2. Ignition switch: Check the park brake shift lock on automatic transmission vehicles.
3. Engine: Check function and noise level. Check that the engine's acceleration is normal.
4. Clutch: Check disengagement and engagement position.
5. Gearbox (manual): Check function and noise level.
6. Gearbox (automatic): Check starting interlock, i.e. that the engine can only be started with the gear selector in position P and N, noise level, and shifting performance.
7. Wheels: Check wheel balance and wheel roundness.
8. Steering assembly: Check the steering wheel position, directional stability and operation of the power steering system.
9. Instruments and indicator lamps: Check the function of the instruments and indicator lamps.
10. Brakes: Check the foot brake, brake servo and handbrake (brake test bench if required).
11. Cruise control: Check the function.
12. Heating and ventilation unit: Check the function of the ventilation unit and A/C system as well as the controls. When the outside temperature does not allow for A/C activation, perform the check indoors.
13. Wiper and washer function: Check the washer jet pattern and wiper operation on the windscreen.
14. Check that the clock shows the right time.
15. Check the horn.

Think of the customer's expectations!

Wipe off the steering wheel and the gear lever and make sure that there is no other trace of the workshop visit .

Reset the driver's seat if its settings have been changed .

Scheme 77

1. Check the outside of the backrest on the front seats, and the rear seat's side airbag. They must be free from damage and prick marks. Seat upholstery covers or other equipment that could impede the side airbag must not be fitted.
2. Certain vehicles: Check the outside of the rear seat's two side airbags. They must be free from damage and prick marks. Seat upholstery covers or other equipment that could impede the side airbag must not be fitted.
3. Check the surface of the dashboard in front of the passenger airbag. It must be free of prick marks and equipment must not be fitted on the panel.
4. Check the steering wheel airbag. It must be free of prick marks and equipment must not be fitted on the airbag.
5. Check the surface along the outer edges of the headlining and the A and C-pillars. They must be free from damage and prick marks. Equipment that could impede the inflatable curtains must not be fitted.
6. Switch on the ignition. Check that the airbag lamp is illuminated for 3-4 seconds and then switches off.
7. If the lamp does not switch off then the diagnostic trouble codes must be read out and the fault rectified.

Coolant, freezing point and level

Scheme 78

1. Turn off the engine and let it cool.
2. Remove the expansion tank's cap.
3. Use 32 025 077 Fluid tester and check the coolant's freezing point. Adjust as needed, use 40 - 93 170 402 Coolant. (Mix coolant with water, equal parts of each.)
4. Check the coolant level and top up as needed. Correct level for cold, bled system (filling level) is the marking for "cold" (1).
5. Install the expansion tank's cap.

Scheme 79

Check the level, must be between the MIN and MAX mark on the reservoir.

Fill with brake fluid, DOT 4 grade, if necessary.

Never use brake fluid from open receptacles.

Scheme 80

1. Measuring the quality of the brake fluid with 89 96 985 Brake fluid tester. NOTE: It is important that the measuring opening is below the fluid surface. WARNING: Never top up with brake fluid before measuring or the measurement will apply to the new brake fluid and give the wrong quality indication. If the fluid level is too low for measuring to be performed in the reservoir then a pipette and measuring glass must be used. If the boiling point falls below 190 °C then the brake fluid must be changed NOTE: The minimum permissible boiling point for DOT 4 fluid is 155 °C. So that the boiling point does not fall below this level before the next service the fluid needs to be changed if the boiling point falls below 190 °C.
2. Check the level using the MIN and MAX mark on the reservoir. In the event of fluid shortage, investigate the cause. (Not valid for pre-delivery service.) Top up the brake fluid if necessary. NOTE: Never use brake fluid from open receptacles.

Scheme 81

1. Open the cap and check the level on the dipstick. 4-cyl (A) respectively 6-cyl (B)
2. In the event of oil shortage, investigate the cause.
3. Top up the power steering fluid if necessary. WARNING: Exercise caution with oil spills on hot surfaces. Risk of fire.

Scheme 82

Brake pads, brake shoes, and brake rotors

1. Remove the wheels (not for 3D-service)
2. Check thickness of the brake pads and brake shoes as well as condition of the rotors
3. Change of brake pads is recommended at pad thickness of 5 mm (0.16 in) or less

Scheme 83

Scheme 84

Scheme 85

Scheme 86

When the Change Engine Oil Soon Message Displays

When the CHANGE ENGINE OIL SOON message displays, service is required for the vehicle as soon as possible, within the next 1 000 km/600 miles. If driving under the best conditions, the engine oil life system might not indicate the need for vehicle service for more than a year. The engine oil and filter must be changed at least once a year and the oil life system must be reset. If the engine oil life system is reset accidentally, service the vehicle within 5 000 km/3, 000 miles since the last service. Reset the oil life system whenever the oil is changed. Refer to HOW TO RESET THE ENGINE OIL LIFE SYSTEM .

Every Engine Oil Change

1. Change engine oil and filter. Refer to «FLUID AND LUBRICANT RECOMMENDATIONS»(ref-652230-S27359251772014082300000) and «HOW TO RESET THE ENGINE OIL LIFE SYSTEM»(ref-652230-S27912390922014082300000) .
2. Engine coolant level check.
3. Engine cooling system inspection. Visual check of hoses, pipes, and clamps. Replace if needed.
4. Windshield washer fluid level check.
5. Windshield wiper blade inspection for wear, cracking, or contamination. Clean wiper blades when needed. Worn or damaged wiper blade replacement.
6. Tire inflation pressures check.
7. Tire wear inspection.
8. Rotate tires if necessary.
9. Fluids visual leak check, or every 12 months, whichever occurs first. A leak in any system must be repaired and the fluid level checked.
10. Engine air cleaner filter inspection.
11. Brake system inspection, or every 12 months, whichever occurs first.
12. Steering and suspension inspection. Visual inspection for damaged, loose, or missing parts or signs of wear.
13. Body hinges and latches, key lock cylinders, folding seat hardware, and sunroof (if equipped) lubrication. Refer to «FLUID AND LUBRICANT RECOMMENDATIONS»(ref-652230-S27359251772014082300000) . More frequent lubrication may be required when the vehicle is exposed to a corrosive environment. Applying silicone grease on weatherstrips with a clean cloth makes them last longer, seal better, and not stick or squeak.
14. Restraint system component check.
15. Fuel system inspection for damage or leaks.
16. Exhaust system and nearby heat shields inspection for loose or damaged components.

Every 12 000 km (7, 500 Miles)

Rotate tires. Tires should be rotated every 12 000 km (7, 500 miles).

At Each Fuel Stop

1. Engine oil level check.
2. Engine coolant level check.
3. Windshield washer fluid level check.
4. Tire inflation pressures check.
5. Tire wear inspection.
6. Sunroof track and seal inspection, if equipped.

Once a Year

1. Check starter switch.
2. Check park brake and P (park) mechanism.
3. Accelerator pedal check for damage, high effort, or binding. Replace if needed.
4. If the vehicle has a Tire Sealant and Compressor Kit, check the sealant expiration date printed on the instruction label of the kit.
5. Underbody flushing service.
6. Hood/Trunk lid/Tailgate Support Gas Strut Service: Visually inspect gas strut, if equipped, for signs of wear, cracks, or other damage. Check the hold open ability of the gas strut.

First Engine Oil Change After Every 40 000 km (25, 000 Miles)

Passenger compartment air filter replacement, or every 24 months, whichever occurs first. More frequent replacement may be needed if you drive in areas with heavy traffic, areas with poor air quality, or areas with high dust levels. Replacement may also be needed if you notice reduced air flow, windows fogging up, or odors.

First Engine Oil Change After Every 80 000 km (50, 000 Miles)

1. Engine air cleaner filter replacement.
2. Automatic transmission fluid change, severe service. For vehicles mainly driven in heavy city traffic in hot weather, in hilly or mountainous terrain, when frequently towing a trailer, or used for taxi, police, or delivery service.
3. Evaporative control system inspection. Check all fuel and vapor lines and hoses for proper hook-up, routing, and condition. Check that the purge valve, if the vehicle has one, works properly. Replace if necessary. An Emission Control Service. The U.S. Environmental Protection Agency or the California Air Resources Board has determined that the failure to perform this maintenance item will not nullify the emission warranty or limit recall liability prior to the completion of the vehicle's useful life. We, however, urge that all recommended maintenance services be performed at the indicated intervals and the maintenance be recorded.

First Engine Oil Change After Every 160 000 km (100, 000 Miles)

1. Automatic transmission fluid change, normal service.
2. Spark plug replacement and spark plug wires inspection.

First Engine Oil Change After Every 240 000 km (150, 000 Miles)

1. Engine cooling system drain, flush, and refill, or every five years, whichever occurs first.
2. Engine drive belts inspection for fraying, excessive cracks, or obvious damage, or every 10 years, whichever occurs first. Replace if needed.

Delivery service

Materials needed for delivery service are found in the car's glove compartment and luggage compartment.

1. Unlock the car.
2. Remove Paintwork protective film Paintwork protective film.
3. Remove Transport supports from the suspension.
4. Remove Transport protection, brake rotors (certain markets).
5. Perform Battery, check. Check that the battery's terminal clamps are well fastened. Charge the battery 60 days after production date. IMPORTANT: If possible, the battery should be checked before the car is started in order to prevent misleading results due to "top charging". If the car has already been started, wait 20 minutes before connecting the battery analyser.
6. Install the battery cover.
7. Check tire pressures and check that the repair spray can and tool kit are complete.
8. Check the level and top up the following fluids: Washer fluid Engine Oil Coolant Brake Fluid Power steering fluid
9. Remove protection from, among others, the following places in the passenger compartment: Seats The steering wheel Floor, driver side Sills front Navigation unit's display
10. Lay extra carpets in place (optional equipment)
11. Remove the VIN-tag from the side window on the rear door (if applicable).
12. Get out included parts from the glove compartment, luggage compartment, and passenger compartment.
13. Deactivate the car's transport mode (if there is one), See «TRANSPORT MODE, DEACTIVATING»(ref-652230-S16610181802014082300000)
14. Check the rearview mirrors' function.
15. Check the seatbelts' function.
16. Perform settings according to the car's user's manual of date, time, Multi-info display (MID), Triple-info display (TID). Set the radio and infotainment as well as language.
17. Check the function of the washer and wiper system.
18. Check the front seats' electric heating and check mechanical function of manual and electrically operated seats.
19. Erase fault codes in all systems.
20. Program electric power windows, see «WINDOW REGULATOR MOTOR PROGRAMMING AND SETUP»(ref-652232-S30718370552014082300000) .
21. Install the number plate according to instructions. Install «NUMBER PLATE, FRONT»(ref-652230-S25931528742014082300000) .
22. Remove the towing eye, close the cover, remove the spare wheel (if included) and place the towing eye in the tool compartment. Install the spare wheel.
23. Check-tighten the wheel nuts. Tightening torque: 150 Nm
24. Check all locks: engine hood, doors (door closing, child safety lock), rear seat backrest, tank cap, tailgate.
25. Visual check of parking brake (unloaded wheels), brake lines and brake hoses, fuel lines, muffler, exhaust system, front wheel suspension, rear wheel suspension, tie rods, drag links, units' sealing.
26. Road test the vehicle.
27. Check that no new fault codes have been detected in any system.
28. Clean the car.