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    P30

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    Bev Whitmore
    Major components and systems are described and maintenance and inspection procedures are given. Some inspection and diagnosis procedures are included to help detect and identify common problem conditions which may occur. Specific references to Chevrolet Service Bulletins have been included within the text and appendixes of various sections of this manual.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd

    P30

    Uploaded by

    Bev Whitmore
    7K views294 pages
    Major components and systems are described and maintenance and inspection procedures are given. Some inspection and diagnosis procedures are included to help detect and identify common problem conditions which may occur. Specific references to Chevrolet Service Bulletins have been included within the text and appendixes of various sections of this manual.

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    © Attribution Non-Commercial (BY-NC)

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    Major components and systems are described and maintenance and inspection procedures are given. Some inspection and diagnosis procedures are included to help detect and identify common problem conditions which may occur. Specific references to Chevrolet Service Bulletins have been included within the text and appendixes of various sections of this manual.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    7K views294 pages

    P30

    Uploaded by

    Bev Whitmore
    Major components and systems are described and maintenance and inspection procedures are given. Some inspection and diagnosis procedures are included to help detect and identify common problem conditions which may occur. Specific references to Chevrolet Service Bulletins have been included within the text and appendixes of various sections of this manual.

    Copyright:

    Attribution Non-Commercial (BY-NC)
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    MOTOR HOME

    GUI
    FOREWORD
    This manual has been developed to provide the owner and operator with service
    information for the Chevrolet motor home chassis. Major components and systems are
    described and maintenance and inspection procedures are given . In addition to pro-
    viding information for proper maintenance of the motor home chassis, some inspection
    and diagnosis procedures are included to help detect and identify common .problem
    conditions which may occur.

    In a section at the end of this manual are appendixes containing additional information
    helpful in maintaining the motor home. This includes information on drive belts, storage
    of the motor home, identification for nuts and bolts, and formulas for converting to
    metric measurements .

    The organization of the Chevrolet Motor Home Chassis Service Guide is similar to
    that of the Chevrolet Light-Duty Truck 10-30 Series Shop Manual . While the information
    contained in this Service Guide is intended to establish proper maintenance and
    inspection procedures, there may be times when more detailed diagnostic and repair
    procedures contained in the Shop Manual may be required . The similarity in organ-
    ization can make reference to the Shop Manual easier.

    Specific references to Chevrolet Service Bulletins have been included within the
    text and appendixes of various sections of this manual . Chevrolet bulletins are
    intended for use by professional technicians, NOT a "do-it-yourselfer." They
    are written to inform these technicians of conditions that may occur on some
    vehicles, or to provide information that could assist in the proper service of a
    vehicle. Properly trained technicians have the equipment, tools, safety instruc-
    tions, and know-how to do a job properly and safely. If a condition is described,
    DO NOT assume that the bulletin applies to your vehicle, or that your vehicle will
    have that condition . See your Chevrolet dealer for information on whether your
    vehicle may benefit from that information .
    SUGGESTIONS FOR IMPROVED SERVICE
    Motor homes can only service the needs of their owners when they are in dependable
    operating condition and able to perform properly . Costly breakdowns, service calls
    and downtime expense can be minimized through properly performed regular main-
    tenance. Therefore, you should become familiar with Chevrolet's maintenance rec-
    ommendations which have been developed in the interest of maximum vehicle
    performance and economical operation by those best qualified . These recommen-
    dations are outlined in the General Motors Maintenance Schedule for Light-Duty
    Trucks which was furnished with your Chevrolet chassis .

    WHEN TRAVELING, CHEVROLET RECOMMENDS THE


    FOLLOWING TO OBTAIN SERVICE :
    1 . Wherever you are traveling, look in the yellow pages to see if there is a local
    Chevrolet dealership . Call the local dealership and ask to talk to the service
    manager. Tell him, as specifically as possible, the nature of your problem(s) .
    Often, even a small dealership with limited facilities will be able to perform some
    of the simpler tasks of a lube or oil filter change, or other minor repairs. If the
    local dealer is not able to assist you, he may know of reputable towing companies,
    neighboring Chevrolet dealerships and independent repair facilities who may be
    able to help. Often the Chevrolet dealer may assist a warranty situation via a
    sublet through a local repair shop if the local Chevrolet dealer's shop cannot
    handle the necessary repairs .

    2 . If information is provided, motor home owners might call the RV manufacturer's


    service department. Based on prior positive experiences, the service department
    may be able to provide suggestions on where to take the vehicle, in that local
    area, for good repair work ; i.e., the RV manufacturer's nearest local coach dealer,
    Chevrolet dealers, or even independent repair facilities with a history of proper
    and competent repair experience on the motor home .

    3. Or the motor home owner may need to contact the Chevrolet Customer
    Assistance Center 1-800 FOR CHEV or (1-800-222-1020). When calling, be as
    specific as possible regarding the nature of the problem. Ask for the name and
    telephone number of the nearest dealer who has a demonstrated interest and
    the facilities for repairing motor coaches. Remember to ask for the name of that
    dealership's service manager so that you may call him directly to determine if
    he is able and available to handle your particular motor home service needs.

    4. 24 hour road side assistance


    Call 1-800 CHEV USA
    Canada 1-800 268 6800 roadside
    1-800 263 3777 customer assistance
    TABLE OF CONTENTS
    SECTION 1 - INTRODUCTION . . . . . . . . . . . . 1-1 Power Steering System . . . . . . . . . . . . . . 3-5
    General Information . . . . . . . . . . . . . . . . . . . 1-1 General Description . . . . . . . . . . . . . . . 3-5
    G-Series Motor Home Chassis . . . . . . . . . . 1-1 Maintenance and Inspection . . . . . . . . 3-5
    P-Series Motor Home Chassis . . . . . 1-1, 1-1AB Hard Steering at Engine Idle . . . . . . 3-6
    Identification Numbers . . . . . . . . . . . . . . . . 1-1 Leakage Check . . . . . . . . . . . . . . . . . 3-6
    Vehicle Identification Number (VIN) . . . . 1-2 Quick Fixes . . . . . . . . . . . . . 3-7
    Service Parts Identification Label . . . . . . 1-3 Pump Belt Tension Adjustment .. . . . .. .. . 3-7
    Motor Home Towing . . . . . . . . . . . . . . . . . . . 1-3 Suspension System . . . . . . . . . . . . . . . . . . . 3-8
    Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 Front Suspension . . . . . . . . . . . . . . . . . . . 3-8
    Recommended Fluids and Lubricants . . 1-4 General Description . . . . . . . . . . . . . . . 3-8
    Lubricant Capacities . . . . . . . . . . . . . . . . 1-5 Maintenance and Inspection . . . . . . . . 3-8
    Lubrication Points - G-Series . . . . . . . . 1-6 Wheel Bearing Lubrication . . . . . . . . 3-8
    Lubrication Points - P-Series . . . . . . . . . 1-6 Wheel Bearing
    Lubrication Points - I-Beam Axle . . . . . . 1-7 Adjustment Check . . . . .. . . . . . . . . . 3-8
    Wheel Bearing Adjustment . . . . . . . 3-8
    SECTION 2 - HEATING AND Air Bag Cylinder Inspection . . . . . . . 3-9
    AIR CONDITIONING . . . . . . . . 2-1 Vehicle Ride Height - Front Coil
    Heating System . . . . . . . . . . . . . . . . . . . . . . 2-1 Spring/Air Bag Replacement . . . . . . 3-9
    General Description . . . . . . . . . . . . . . . . . 2-1 Shock Absorber Diagnosis . . . . . . . 3-10
    Troubleshooting the System . . . . . . . . . . 2-1 Rear Suspension . . . . . . . . . . . . . . . . . . 3-12
    Air Conditioning System . . . . . . . . . . . . . . . 2-2 General Description . . . . . . . . . . . . . . 3-12
    General Description '. . . . . . . . . . . . . . . . . 2-2 . Maintenance and Inspection . . . . . . . 3-12
    Receiver-Dehydrator . . . . . . . . . . . . . . . 2-2 Wheels and Tires . . . . . . . . . . . . . . . . . . . . 3-13
    Accumulator . . . . . . . . . . . . . . . . . . . . . 2-2 General Description . . . . . . . . . . . . . . . . 3-13
    G-Series System . . . . . . . . . . . . . . . . . . . . 2-2- Maintenance and Inspection . . . . . . . . . 3-13
    P-Series System . . . . . . . . . . . . . . . . . . . . 2-4 Tire Inspection and Rotation . . . . . . . 3-13
    Maintenance and Inspection . . . . . . . . . . 2-4 Inflation Pressure . . . . . . . . . . . . . . . . 3-13
    Refrigeration Section . . . . . . . . . . . . . . 2-4 Determining Wheel/Tire Loads . . . . . 3-13
    Inspection . . . . . . . . . . . . . . . . . . . . . . . 2-4 Wheel and Tire Balancing . . . . . . . . . 3-14
    Operational Quick Checks . . . . . . . . . . 2-4 Tire Replacement . . . . . . . . . . . . . . . . 3-13
    Air Distribution Section . . . . . . . . . . . . . . . . 2-5 Wheel/Stud Bolt Replacement . . . . . . 3-16
    Electrical Circuit Diagnosis . . . . . . . . . . . 2-5 Typical Wheel and
    Vacuum System Diagnosis Stud Bolt Failures . . . . . . . . . . . . . . . . 3-16
    (G-Series) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 WornlBroken Stud Bolts . . . . . . . . . 3-16
    Appendix 2-1 - Optional Air Conditioning Worn/Cracked Wheels . . . . . . . . . . 3-16
    System . . . . . . . . . . . . . . . . 2-6 Bent Rim Check/Tire to
    Rim Matching . . . . . . . . . . . . . . . . . . . 3-17
    SECTION 3 - STEERING, SUSPENSION, TIRE Wear - Tire Rotation . . . . . . . 3-18
    WHEELS AND TIRES . . . . . . . . 3-1 Effect of Inflation . . . . . . . . . . . . . . 3-18
    Front Alignment . . .. . . . . . . . . . . . . . . . . . . . 3-1 Effect of Overloading . . . . . . . . . . . 3-18
    General Description . . . . . . . . . . . . . . . . . 3-1 Effect of Overheating . . . . . . . . . . . 3-18
    Caster . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 Appendix 3-1 - Steering Relay and Tie
    Camber . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 Rod Parts Identification . 3-20
    Toe-In . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 Appendix 3-2 - Typical Load Height
    Maintenance and Inspection . . . . . . . . . . 3-2 Curves . . . . . . . . . . . . . . . 3-21
    Alignment Check . . . . . . . . .. . . . . . . . . 3-2
    Frame Angle Measurement . . . . . . . . . 3-3
    Lower Ball Joint Inspection . . . . . . . . . 3-3 SECTION 4 - PROPELLER SHAFTS AND
    Steering System . . . . . . . . . . . . . . . . . . . . . . 3-4 UNIVERSAL JOINTS . . . . . . . . 4-1
    Steering Linkage . . . . . . . . . .. . . . . . . . . . . 3-4 General Description . . . . . . . . . . . . . . . . . . . 4-1
    General Description . . . . . . . . . . . . . . . 3-4 Propeller Shafts . . . . . . . . . . . . . . . . . . . . 4-1
    Maintenance and Inspection . . . . . . . . 3-4 Universal Joints . . . . . . . . . . . . . . . . . . . . 4-1
    Lubrication of Steering Linkage . . . . 3-4 Maintenance and Inspection . . . . . . . . . . . . 4-2
    Steering Linkage Support Assemblies Typical Failures . . . . . . . . . . . . . . . . . . . . 4-2
    (P-Series) . . . . . . . . . . . . . . . . . . . . . . 3-4 Driveline Noise and/or Vibration Checks . 4-3
    Steering Damper Check . . . . . . . . . . 3-4 Driveline Balance Procedure . . . . . . . . . . 4-3

    Table - 1
    TABLE OF CONTENTS (Cont'd)
    Appendix 4-1 - Driveline Vibrations - Service Tips . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
    Appendix 4-1 - One and Two Drive Shaft Nodular Iron Manifold Shrinkage . . . . . . . 7-3
    Systems . . . . . . . . . . . . . . . 4-6 Cast Iron Manifold Cracking . . . . . . . . . . 7-3
    Appendix 4-2 - Driveline Vibrations - Cast Iron Warping . . . . . . . . . . . . . . . . . . . 7-3
    Three-Shaft Drivelines . . . . 4-8 Exhaust Manifold and Plug Wire Failure . 7-4
    Exhaust Manifold Leaks . . . . . . . . . . . . . 7-4
    SECTION 5 - REAR AXLE . . . . . . . . . . . . . . . 5-1 Left Exhaust Pipe to Engine
    General Description . . . . . . . . . . . . . . . . . . . 5-1 Oil Filter Interference . . . . . . . . . . . . . . . . 7-4
    Maintenance and Inspection . . . . . . . . . . . . 5-1 Engine Lubrication . . . . . . . . . . . . . . . . . . . . 7-6
    Differential Fluid . . . . . . . . . . . . . . . . . . . . 5-1 General Description . . . . . . . . . . . . . . . . . 7-6
    Wheel Bearing Adjustment Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
    (Tapered Bearing) . . . . . . . . . . . . . . . . . . . 5-1 Quality . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
    Wheel Bearing Adjustment Viscosity . . . . . . . . . . . . . . . . . . . . . . . . 7-7
    (Barrel-Type Bearing) . . . . . . . . . . . . . . . . 5-2 Temperature . . . . . . . . . . . . . . . . . . . . . 7-8
    Axle Housing . . . . . . . . . . . . . . . . . . . . . . 5-3 Energy Conserving Oils . . . . . . . . . . . . 7-8
    Bent Axle Housing . . . . . . . . . . . . . . . . . . 5-3 Synthetic Engine Oils . . . . . . . . . . . . . . 7-8
    Maintenance and Inspection . . . . . . . . . . 7-9
    SECTION 6 - BRAKES . . . . . . . . . . . . . . . . . . 6-1 Checking Oil Level . . . . . . . . . . . . . . . . 7-9
    General Description . . . . . . . . . . . . . . . . . . . 6-1 Changing the Oil .. . . . . . . . . . . . . . . . . . 7-9
    Disc Brakes . . . . . . . . . . . . . . . . . . . . . . . . 6-2 Changing the Oil Filter . . . . . . . . . . . . . 7-9
    Drum Brakes . . . . . . . . . . . . . . . . . . . . . . . 6-3 454 Engine Oil Fill Capacity . . . . . . . . . 7-9
    Power Units . . . . . . . . . . . . . . . . . . . . . . . . 6-3 Dipstick Replacement . . . . . . . . . . . . 7-10
    Parking Brake(s) . . . . . . . . . . . . . . . . . . . . 6-4 Appendix 7-1 - Guideline For Engine Oil
    Maintenance and Inspection . . . . . . . . . . . . 6-5 Consumption . . . . . . . . . . 7-11
    Filling the Master Cylinder . . . . . . . . . . . . 6-5 Engine Cooling System . . . . . . . . . . . . . . . 7-13
    Pedal Travel Check . . . . . . . . . . . . . . . . . . 6-5 General Description . . . . . . . . . . . . . . . . 7-13
    Brake Hose Inspection . . . . . . . . . . . . . . . 6-5 Thermostat . . . . . . . . . . . . . . . . . . . . . . . 7-13
    Lining Inspection . . . . . . . . . . . . . . . . . . . 6-5 Engine Cooling Fans . . . . . . . . . . . . . . . 7-14
    Brake Drum Inspection . . . . . . . . . . . . . . 6-5 Radiator/Heater and
    Brake Rotor Inspection . . . . . . . . . . . . . . 6-6 Engine Deaeration System . . . . . . . . . . 7-16
    Disc Brake Squeal or Squeak . . . . . . . . . . 6-6 Maintenance and Inspection . . . . . . . . . 7-17
    Brake Caliper Noise . . . . . . . . . . . 6-6 Coolant Level . . . . . . . . . . . . . . . . . . . . . 7-17
    Brake Pedal/Stoplight Adjustment . . . . . . 6-6 Thermostat Check . . . . . . . . . . . . . . . . . 7-18
    Bleeding Brake Hydraulic System . . . . . . 6-7 Flushing Cooling System . . . . . . . . . . . . 7-19
    Bleeding Hydro-Boost Brake System . . . 6-8 Appendix 7-2 - Radiator Additives . . . . . . 7-20
    Power Brake Units . . . . . . . . . . . . . . . . . . 6-8 Appendix .7-3 - Engine Cooling
    Parking Brake . . . . . . . . . . . . . . . . . . . . . . 6-8 Instructions To
    Inspection . . . . . . . . . . . . . . . . . . . . . . . 6-8 RV Manufacturers . . . . . . 7-21
    Drum Balance. . . . . . . . . . . . . . . . . . . . . 6-9 Engine Fuels . . . . . . . . . . . . . . . . . . . . . . . . 7-22
    Cable Adjustment . . . . . . . . . . . . . . . . . 6-9 Gasoline Engine . . . . . . . . . . . . . . . . . . . 7-22
    Foot Pedal Type (G-Series) . . . . . . . . . . 6-9 Fuel Types . . . . . . . . . . . . . . . . . . . . . . 7-22
    Orcheln Lever Type (P-Series) . . . . . . . 6-9 Diesel Engine . . . . . . . . . . . . . . . . . . . . . 7-23
    Propeller Shaft Drum-Type Brake Fuel Types . . . . . . . . . . . . . . . . . . . . . . 7-23
    Adjustment (Drum On) . . . . . . . . . . . . . 6-9 Appendix 7-4 - Use of Gasohol In
    Parking Brake - Automatic . . . . . . . . . 6-10 Gasoline Engines . . . . . . 7-24
    Appendix 6-1 - Brake Caliper Noise . . . . . 6-13 Appendix 7-5 - Methanol/Gasoline
    Appendix 6-2 - Vacuum Blends Pose
    Brake Bleeder . . . . . . . . . 6-15 Potential Problems . . . . . 7-25
    Appendix 6-3 - Brake Lining Engine Fuel Systems . . . . . . . . . . . . . . . . . 7-29
    Life Expectancy . . . . . . . . 6-14 Gasoline Engine . . . . . . . . . . . . . . . . . . . 7-29
    System Description . . . . . . . . . . . . . . 7-29
    SECTION 7 - ENGINE . . . . . . . . . . . . . . . . . . 7-1 Fuel Tank . . . . . . . . . . . . . . . . . . . . 7-29
    Principles of Increased Engine Life . . . . . . . 7-1 Fuel Pump . . . . . . . . . . . . . . . . . . . . 7-29
    Gasoline Engine . . . . . . . . . . . . . . . . . . . . . . 7-2 Evaporative Control System . . . . . . 7-29
    Diesel Engine . . . . . . . . . . . . . . . . . . 7-2, 7-2A-B Fuel Filters . . . . . . . . . . . . . . . . . . . 7-30
    Exhaust Manifolds . . . . . . . . . . . . . . . . . . . . 7-3 Carburetor . . . . . . . . . . . . . . . . . . . . 7-31
    Table - 2
    TABLE OF CONTENTS (Cont'd)
    Maintenance and Inspection . . . . . . . 7-31 Typical RV Isolator
    TBI Fuel Injector - General . . . . . . . . 7-31 Failure Modes . . . . . . . . . . . . . . . . . 7-63
    Closed and Open Loop . . . . . . . . . . . . 7-32 Charging System - 1987
    Fuel Control Operation . . . . . . . . . . . . 7-32 to Current . . . . . . . . . . . . . . . . . . . . . . 7-64
    TBI Injector . . . . . . . . . . . . . . . . . . . . . 7-33 . CS Series Generator and
    TBI Pressure Regulator . . . . . . . . . . . 7-33 Isolator Diagnosis . . . . . . . . . . . . . . . 7-65
    Idle Control . . . . . . . . . . . . . . . . . . . . . 7-34 Solid State Isolator . . . . . . . . . . . . . . . 7-65
    Throttle Position Sensor (TPS) . . . . . . 7-34 Electromechanical Isolator . . . . . . . . 7-65
    Fuel Pump Circuit . . . . . . . . . . . . . . . . 7-35 Maintenance and Inspection . . . . . . . 7-65
    Fuel Line Filter . . . . . . . . . . . . . . . . . . 7-35 Ignition System . . . . . . . . . . . . . . . . . . . . 7-66
    Fuel Tank . . . . . . . . . . . . . . . . . . . . . . 7-36 General Description . . . . . . . . . . . . . . 7-66
    Evaporative Emission Control . . . . . . 7-36 H.E.I . Distributor . . . . . . . . . . . . . . . . . 7-66
    Diesel Engine . . . . . . . . . . . . . . . . . . . . . 7-36 Secondary Wiring . . . . . . . . . . . . . . 7-67
    System Description . . . . . . . . . . . . . . 7-36 Spark Plugs . . . . . . . . . . . . . . . . . . . 7-67
    Maintenance and Inspection . . . . . . . 7-37 Ignition Timing . . . . . . . . . . . . . . . . 7-69
    Water in Fuel . . . . . . . . . . . . . . . . . . 7-37 Maintenance and Inspection . . . . . . . 7-69
    Primary Fuel Filter Water Drain . . . 7-37 H .E.I. Distributor . . . . . . . . . . . . . . . 7-69
    Secondary Fuel Filter . . . . . . . . . . . 7-38 H .E.I. Test Procedure . . . . . . . . . . . 7-69
    Appendix 7-6 - Plugged Fuel Return General Test . . . . . . . . . . . . . . . . 7-69
    Line and Engine Module Test . . . . . . . . . . . . . . . . 7-70
    Performance . . . . . . . . . . 7-39 Checking H .E.I . System
    Appendix 7-7 - Vapor Lock Cause Connections . . . . . . . . . . . . . . . . . . 7-70
    and Cure . . . . . . . . . . . . . . 7-40 Spark Plug Wires . . . . . . . . . . . . . . 7-70
    Appendix 7-8 - Troubleshooting Aftermarket Spark Plugs/Plug Puller . . . . . . . . . 7-71
    Fuel Systems . . . . . . . . . . 7-50 6.2L Diesel Glow Plug
    Appendix 7-9 - Secondary Electrical System . . . . . . . . . . . . . . . . . . 7-71
    Fuel Systems . . . . . . . . . . 7-52 General Description . . . . . . . . . . . . . . 7-71
    Engine Electrical System . . . . . . . . . . . . . . 7-55 System Components . . . . . . . . . . . 7-71 .
    Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55 Maintenance and Inspection . . . . . . . 7-74
    General Description . . . . . . . . . . . . . . 7-55 Glow Plug Test . . . . . . . . . . . . . . . . 7-74
    Ratings . . . . . . . . . . . . . . . . . . . . . . . . 7-55 Appendix 7-10 - Battery Size
    Maintenance and Inspection . . . . . . . 7-55 and Cranking vs.
    Visual Inspection . . . . . . . . . . . . . . 7-56 Temperature . . . . . . . . . 7-75
    Built-In Hydrometer Appendix 7-11 - Add-On (Auxiliary)
    (Delco Sealed-Top Battery) . . . . . . . 7-56 Electrical Equipment
    Electrical Load Test Installations . . . . . . . . . . 7-79
    (Delco Sealed-Top Battery) . . . . . . . 7-57 Appendix 7-12 - "Hot Start" Problem
    Jump Starting - With Conditions . . . . . . . . . . . 7-80
    Auxiliary (Booster) Battery . . . . . . . 7-57 Appendix 7-13 - Starter Motor
    Multi-Battery Electronic Engagement After
    Jump Starting Aid . . . . . . . . . . . . . . 7-58 Initial Start-Up . . . . . . . . 7-83
    Battery Removal Appendix 7-14 - Generator Belt Usage on
    and Replacement . . . . . . . . . . . . . . 7-59 6 .2L Diesel Engines . . . . 7-84
    Starting (Cranking) System . . . . . . . . . . 7-59 Appendix 7-15 - Torsional Isolator . . . . . . 7-85
    General Description . . . . . . . . . . . . . . 7-60 Appendix 7-16 - Electronic
    Maintenance and Inspection . . . . . . . 7-61 Cruise Control . . . . . . . . 7-86
    Starting Problems Engine Emission Controls . . . . . . . . . . . . . 7-92
    (High Ambient Temperatures) . . . . 7-61 Vehicle Emission Control Information
    Starting Problems Label . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-92
    (Poor Ground) . . . . . . . . . . . . . . . . . 7-61 Emission Controls - Systems and
    Charging System . . . . . . . . . . . . . . . . . . 7-62 Components . . . . . . . . . . . . . . . . . . . . . . 7-92
    'General Description . . . . . . . . . . . . . . 7-62 General Description . . . . . . . . . . . . . . 7-92
    Generator Sizing and Selection . . . . . 7-62 Positive Crankcase Ventilation (PCV)
    Battery Isolator . . . . . . . . . . . . . . . . . . 7-62 System - Gasoline Engine . . . . . . 7-92
    Typical RV Isolator Crankcase Ventilation - Diesel
    Voltmeter Checks . . . . . . . . . . . . . . 7-63 Engine . . . . . . . . . . . . . . . . . . . . . . . 7-93

    Table - 3
    TABLE OF CONTENTS (Cont'd)
    Early Fuel Evaporation (EFE) Manual Linkage . . . . . . . . . . . . . . . . . . 8-2
    System - Gasoline Engine . . . . . . 7-93 Vacuum Modulator System . . . . . . . . . 8-2
    Thermostatic Air Cleaner (Thermac) Downshift (Detent) Cable System
    - Gasoline Engine . . . . . . . . . . . . . 7-93 - 350C Transmission - G-Series . . . 8-2
    Evaporative Emission Control System Detent Downshift Electrical Circuit
    (EECS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-94 - 400-475 Series Transmission . . . . . . . . 8-2
    General Description . . . . . . . . . . . . . . 7-94 Maintenance and Inspection . . . . . . . . . . . . 8-3
    Fuel Vapor Canister - Primary . . . 7-95 Fluid Level and Appearance . . . . . . . . . . 8-3
    Fuel Vapor Canister - Auxiliary . . 7-96 Capacity . . . . . . . . . . . . . . . . . . . . . . . . 8-3
    Maintenance and Inspection . . . . . . . . . 7-97 Checking and Adding Fluid . . . . . . . . . 8-4
    Positive Crankcase Ventilation (PCV) Changing Fluid . . . . . . . . . . . . . . . . . . . 8-4
    - Gasoline Engine . . . . . . . . . . . . . . . . . 7-97 Automatic Transmission
    Checking the PCV System . . . . . . . . . 7-97 Manual Linkage . . . . . . . . . . . . . . . . . . . . 8-5
    Early Fuel Evaporation (EFE) . . . . . . . . . 7-97 Cooler Lines . . . . . . . . . . . . . . . . . . . . . . . 8-5
    Inspection . . . . . . . . . . . . . . . . . . . . . . 7-97 Transmission Mount . . . . . . . . . . . . . . . . 8-5
    Checking EFE System . . . . . . . . . . . . 7-97 Transmission Shifting . . . . . . . . . . . . . . . 8-5
    Air Injection Reactor (A .I .R.) System Engine/Transmission Torque
    - Gasoline Engine . . . . . . . . . . . . . . . . . 7-97 Converter/Clutch Balancing . . . . . . . . . . . 8-6
    Inspection . . . . . . . . . . . . . . . . . . . . . . 7-98 Overdrive Transmission 4L80E . . . . 8-6
    Air Pump Drive Belt Adjustment Appendix 8-1 - Transmission Fluids and
    and Replacement . . . . . . . . . . . . . . . . 7-99 Cooler Tips . . . . . . . . . . . . . 8-7
    Check Valve Inspection . . . . . . . . . . . . . 7-99 Appendix 8-2 - Temperature Monitors . . . 8-10
    Thermostatic Air Cleaner . . . . . . . . . . . . 7-99 Appendix 8-3 = Geared Road Speed
    Checking Thermac Air Cleaner . . . . . 7-99 Determination . . . . . . . . . 8-11
    Thermometer Check of Sensor . . . . . 7-99 Appendix 8-4 - Checking Gear Ratios
    Air Cleaner Element and PCV Filter . - Single Drive Axles . . . . 8-12
    Replacement . . . . . . . . . . . . 7-99
    .. . . . . . .
    Appendix 7-17 - H5D Emission APPENDIXES . . . . . . . . . . . . . . . . . . . . . . . . A-1
    System . . . . . . . . . . . . . 7-101 Appendix A - Drive Belts and Tension
    Specifications . . . . . . . . . . . A-1
    Appendix B - Preparing the Motor Home
    SECTION 8 - TRANSMISSION . . . . . . . . . . 8-1 for Storage . . . . . . . . . . . . . . A-5
    General Description . . . . . . . . . . . . . . . . . 8-1 Appendix C - Nut and Bolt
    Models 350C and 400-475 Series . . . . . 8-1 Identification . . . . . . . . . . . . A-7
    Torque Converter Clutch . . . . . . . . . . . 8-2 Appendix D - Weight Distribution and
    Controls . . . . . . . . . . . . . . . . . . . . . . . . 8-2 Helpful Conversions . . . . . A-15

    INDEX
    WARRANTY
    SERVICE BULLETINS
    SECTION 1 -INTRODUCTION

    GENERAL INFORMATION
    Chevrolet chassis are available in two series for motor These are :
    home use. These are the G-Series and the P-Series .
    Model Number Wheelbase Length
    G-SERIES MOTOR HOME CHASSIS (inches)
    The G-Series, or cutaway van, as it is commonly referred CP 3112 137
    to before the addition of the motor home body, is a chassis CP 31432 - 52 158 .5
    which includes a full floor, frame, front cab (less back) CP 31832 - 52 178
    and engine as shown in Figure 1-1 . Many . of the com- CP 31932 - 52 190*"
    ponents including the front-end sheet metal, instrumen- CP 32032 - 52 208*
    tation, driving controls and seats are common with the
    Chevrolet Van . *Start-up production 1988 model- year
    **Start-up production 1991 model year

    Figure 1-1 -G-Series Motor Home Chassis


    Figure 1-2- P-Series Motor Home Chassis

    P-SERIES MOTOR HOME CHASSIS IDENTIFICATION NUMBERS


    The P-Series motor home chassis is an engine and frame There are several numbers that are important in identi-
    unit which includes the driving controls, as shown in Figure fying the vehicle and components used on the vehicle .
    1-2 . The P-Series (P30 is the series and size class used They are the Vehicle Identification Number (VIN) and the
    for motor homes) is available in five wheelbase lengths . Service Parts Identification Label - Figure 1-4
    SECTION 1 - INTRODUCTION
    P30 HD CUTAWAY
    MOTOR NOME

    P30 HD CUTAWAY AS A Comfortable, roomy cab with standard adjustable high-


    back front bucket driver's seat.
    MOTOR HOME
    " Outstanding strength and durability if Class A chassis : Ample use of glass for commanding view of the road.
    best-in-class GVWRs from 10,500 lbs . up to
    14,500 lbs . 4-speed automatic transmission (41-80-E) with over-
    drive electronically controlled for smooth shifting,
    Ease of upfitting on full frame with industry standard powerful torque multiplication and economical highway
    straight frame rails . operation .

    Choice of four wheeelbases : 158 .5-, 178-, 190-, and 4-wheel disc brakes for smooth, powerful braking (std.
    208- inches . on 14,500 lbs. GVWR models).

    Can accommodate bodies of 22-, 24-, 26- and up to Solor-RayTm light tinted glass reduces interior vehicle
    27- feet in length . temperature in cab area for greater driver/passenger
    comfort .
    7.4 liter (454 cubic inch) fuel-injected V8 gasoline
    engine with 230 horse-power and 380 lbs.-ft. of torque . Dual rear wheels provide outstanding stability and
    enhanced ride smoothness .
    Improvements to the 7.4-liter (454) V8 gasoline engine
    include revised inlet manifold, new hydrodynamic front " Up to 5,000-Ib ..capacity on front axle; up to 10,000-Ib .
    crank seal and much more. capacity on full-floating rear axle.

    Smooth-riding independent front suspension to step


    over bumps plus tapered leaf springs to enhance STANDARD INTERIOR CONTENT
    vehicle stability . Air conditioning : front
    One-piece fiberglass hood with grab handles that tilts Armrest: left hand padded
    forward for easy access to engine and other under-the-
    hood components. Cigarette lighter : included on instrument panel

    Fiberglass cab-entry steps for lifetime protection against Dome lamps : with front-door activated switches
    corrosion .
    Floor coverings : embossed black rubber mat on front
    B-pillar grab handles for easy access to cab . floor area and wheelhousings

    1-1A
    Gages: speedometer, odometer, trip odometer, fuel STANDARD EXTERIOR CONTENT
    level, voltmeter, oil pressure, engine tempera- Bumpers: chrome front
    ture and additional tell-tale lights
    Headlamps : quad rectangular halogen
    Headliner: hardboard
    Horn : electric dual high-note and low-note
    Heater: deluxe outside air heater and defogger
    Tires: six LT215/85FI16C steel belted radials (158.5
    Insulation : in cab area inch wheelbase)
    Parcel Tray: on top surface of instrument panel exten- six 7.50/16LT/D nylon ply blackwalls (178 inch
    sion: includes beverage holder provisions wheelbase)
    Radio : electronically-tuned AM radio with digital clock six 8.0013/19.5/D steel belted radial blackwalls
    and fixed mast antenna (190 and 208 inch wheelbases)
    Seats: adjustable high-back front bucket driver's seat Undercoating : on step panels and front wheelhousings
    with all-vinyl trim
    Wheels : six painted steel
    Steering Wheel : 2-spoke, with anti-theft feature on
    steering column Windows : light tinted Solor-RaVrl glass on all windows
    Stowage Box: with latched door on front face of instru-
    ment panel extension

    Sunshades : padded, color-keyed RH and LH sunshades

    Windshield Wipers: intermittent wiper system


    SECTION 1 - INTRODUCTION
    VEHICLE IDENTIFICATION NUMBER
    (VIN)
    The VIN is the legal identification of the vehicle. It ap-
    pears on a plate which is attached to the top left of the
    instrument panel on the G-Series chassis and can be
    easily seen through the windshield from outside the
    vehicle (Figure 1-3). On the P-Series chassis the VIN is
    attached to the front of the dash and toe panel to the
    left of the steering column. (See Figure 1-2) for pre
    1990 . .Currently the VIN plate is located center and on
    top of the radiator support. The VIN also appears on
    the Vehicle Certificates of Title and Registration . Refer
    to Figure 1-4 to determine the vehicle manufacturer,
    model and chassis type, engine type, GVW range,
    model year, plant code and production sequence
    number.

    Figure 1-3- Vehicle Identification Number (VIN)

    G 3 1 2 4 9 1 9

    Production Sequence Number


    Nation of Origin
    1 = U .S . Built
    2 = Canadian Built
    3 = Mexican Built

    Code Year
    Assembly Plant
    A - 1980
    Code Body Type B Baltimore, MD
    B -1981
    0 Pickup/Panel Delivery F Flint, MI
    C -1982
    1 Hi-Cube/Cutaway Van D -1983 J Janesville, WI
    Code Make 2 Forward Control S St . Louis, MO
    E -1984
    A Chevrolet Bus' 3 Four-Door Cab E Pontiac East, MI
    F -1985
    B Chevrolet Incomplete 4 Two-Door Cab V Pontiac, MI
    G -1986
    C Chevrolet Truck 5 Van Z Fort Wayne, IN
    FI -1987
    D GMC Incomplete 6 Suburban 1 Oshawa, ON
    J -1988
    E Cadillac Incomplete 7 Motor Home Chassis K 2 Moraine, OH
    -1989
    H GM of Canada Bus 8 Utility (Jimmy/Blazer) L 3 Detroit, MI
    -1990
    T GMC Truck 9 Stake M -1991 4 Scarborough, ON
    IGJ GMC Van/Bus N -1992 7 Lordstown, OH
    IGK GMC MPV 8 Shreveport, LA

    I
    IGN Chevrolet MPV 0 Pontiac, MI
    'Van with 4th Seal

    Line and Chassis Type


    GVWR/BRAKE SYSTEM Chassis
    Code Line Engine Type and Make
    Code GVWR Range Brake System Type
    R Conventional Cab Code Producer Type RPO
    B 3001-4000 Hydraulic 4 x 2
    D Military Truck C DDAD 6 .2L V8 Diesel LH6
    C 4001-5000 Hydraulic 4 x 4
    V Conventional Cab 4 x 4 E Pontiac 2 .5L L4 TBI LN8
    D 5001-6000 Hydraulic
    G Van F Powertrain 6 .5L V8 Diesel L65
    E 6001-7000 Hydraulic 4 x 2
    F P Forward Control 4 x 2 H Chevrolet 5 .OL V8 TBI L03
    7001-8000 Hydraulic
    G' S Sm Conventional Cab 4 x 2 J DDAD 6 .2L V8 Diesel LL4
    8001-9000 Hydraulic
    H T Sm Conventional Cab 4 x 4 K Chevrolet 5 .7L V8 TBI LOS
    9001-10,000 Hydraulic
    J 10,001-14,000 M Sm Van 4 x 2 M Chevrolet 5 .71 V8 4BBL LT9
    Hydraulic
    K N Chevrolet 7 .4L V8 TBI L19
    14,001-16,000 Hydraulic
    ' Includes G-Van Bus R Chevrolet 2 .BL V6 TBI LL2
    W Chevrolet 7 .4L VB 4BBL LE8
    Z Chevrolet 4 .3L V6 TBI LB4

    Figure 1-4- Vehicle Identification Number Codes


    SECTION 1 INTRODUCTION
    SERVICE PARTS IDENTIFICATION
    LABEL Service Parts Identification^~~~ '' DO NOT REMOVE

    1G?KP37WXK3300831 178 .0 CP31532


    The Service Parts Identification Label (Figure 1-5) is pro- C7S DET D1Yr ENV E5Z EOC E?Z G61 HF7 JF9 K68
    Y97
    LE°_ MX1
    Y38 YP5
    M40 NA9 N32 NN4 RoE SLM VJ9 V73 XSN Y36
    vided on both G- and P-Series vehicles. On the G-Series YSN ZW9 Z5P 01L OIU 5Y9
    vehicle, the label is located on an inner hood panel sur-
    face. On the P-Series vehicle, the label is located on an
    inner body panel by the body builder .

    The label lists the vehicle identification number, wheel-


    base, and all production options or special equipment on xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxlcxx
    ORDER NO 582JJJ
    the chassis when it was shipped from the factory including
    paint information . ALWAYS REFER TO THIS INFOR-
    MATION WHEN ORDERING PARTS . Figure 1-5-Service Parts Identification Label

    MOTOR HOME TOWING Motors, however all combinations are not available in the
    motor home product . Additional information may be avail-
    The term. "GCWR" is a new term to be learned when the able from the various motor home manufacturers as well
    motor home operator decides to enter the "world of tow- as the current Chevrolet Trailer Guide . Examine the rating
    ing ." The term GCWR refers to the Gross Combination for your motor home provided by the RV manufacturer.
    Weight Rating which includes the combined weight of the
    motor home (or truck) with all of its contents and the total
    Refer to pages 5-3, 6-14, 7-1 and 8-7 for additional charts
    weight of the trailer, car, boat or whatever is being towed .
    and information relating to work/stress and vehicle com-
    ponent life expectancy.
    Mini- and full-size motor homes do not have specific charts
    that cover trailer towing requirements . The chart shown
    in Figure 1-6 has been taken from the Chevrolet Trailer
    Guide and is presented as an aid to the motor home owner CAUTION : TO HELP AVOID PERSONAL INJURY DUE
    to assure reasonable performance without placing undue TO POOR BRAKING ACTION, ADEQUATE SIZE
    stress on the driveline components. The chart covers all TRAILER BRAKES ARE REQUIRED ON TRAILERS
    engine and axle combinations used within General OVER 1000 POUNDS OF LOADED WEIGHT.

    GROSS COMBINATION WEIGHT RATING (GCWR) Includes Weight of Both Truck and Trailer
    By Engine & Axle Ratio For Recreational Applications
    GCWR (lb .) 6000 M00 7000 7500 6000 6500 9000 9500 10,000 10,500 1t= 11,500 12,000 12,500 13,500 14,000 14,500 15,000 16,000 19,000
    ENGINES REAR AXLE RATIOS
    2 .5L 1151) 4 GAS 3.73 4.10/4.11
    2 .6L 073) V6 GAS 3 .42 3 .73/4.11 3 .731
    43L 1252) V6 GAS 2 .41 2 .56 2 .73 3 .08 3.42 3 .73 4 .11
    SJII (305) V6 GAS 2 .41 2 .56 2 .73 3.08 3 .42 3.73
    5 .71. J350) V6 GAS 2 .73 3 .08 3 .23 3 .42 _3.7_3 4 .10 4 .56
    62L V6 DIESEL 2 .73 3 .08 3.23 3 .42 3 .73 4.10 4 .56 5.13`
    7 .41. 14M) VB GAS 3.21 3 .42 3 .73 4 .10 4.5N4.88'
    'Motor Home Chassis only 'Available only when RPO KC4 Engine Oil Cooler is specified.
    THIS CHART SHOWS THE MAXIMUM ALLOWABLE GROSS COMBINATION WEIGHT RATING (GCWR) BASED ON ALL OF THE AVAILABLE TRUCK ENGINES AND REAR AXLE RATIOS WITH AUTOMATIC
    TRANSMISSIONS . THE GCWR INCLUDES THE TOTAL LOADED WEIGHT OF BOTH THE TRUCK AND TRAILER . ANY AVAILABLE ENGINE MAY BE USED FOR TRAILERING IF THE GCWR SHOWN IS NOT EXCEEDED .
    NOTE : THE TRAILER WEIGHT CAN BE INCREASED BY 25% IF THE VEHICLE SPEED WILL NOT EXCEED 25 MPH .

    Figure 1-6 - Gross Combination Weight Rating Chart


    NOTE: GCWR for unit with 4L80E transmission is 20,000# with 4:63 or 5:13 ratio.
    SECTION 1 INTRODUCTION

    ABOUT RV WEIGHTS
    A discussion of recreational vehicle weight ratings, how they are determined,
    and how exceeding these figures can affect the operation of the vehicle.

    By C. JAY HAYNOR, F15585 One of the organizations involved in establishing defini-


    Technical Editor tions that motorhome manufacturers and chassis builders
    use is the Recreation Vehicle Industry Association (RVIA) .
    Recently, Paul, a friend of mine who owns a large auto The weight issue is equally important to consumers . So,
    parts warehouse, was talking with me about one of his let's consider some ofthe definitions that we coach owners
    delivery trucks. The truck was a 1986 model with a gross should understand before taking the next step, which is
    vehicle weight rating (GVWR) of 11,000 pounds . This same actually weighing our motorhomes.
    chassis is used by motorhome manufacturers to build
    Class C coaches . The truck gave excellent service for eight Two definitions exist for the term chassis as it applies to
    months. Not too long after that, however, all of the drive- motorhomes. In the case of a Class A motorhome, the
    shaft universal joints wore out, and multiple disc brake pad chassis consists of the frame, running gear, steering, and
    and rear brake shoe replacements were necessary. These suspension system . In the case of a Class C or micro-mini-
    and other repairs were causing Paul some concern . He motorhome, the chassis includes the same components as
    noted that the fronttires were cupped severely, and the rear does a Class A motorhome chassis plus a cab.
    tires had sidewall cracks . Paul's question to me . was,
    ? From the definitions above, we can clearly see that the
    "Why?"
    chassis is, separate from the body or coach in a Class A
    When I talked with a few of the employees, they confirmed motorhome and separate from the motorhome body in a
    my suspicions . It seems that one of the salesmen was Class C coach . It is the chassis manufacturer that deter-
    selling to a new account and used this truck to deliver some mines the weight ratings and load specifications . The only
    of the "parts ." The "parts" included pallets of oil, transmis- exception would be if the chassis were modified and recer-
    sion fluid, and batteries . The truck was overloaded and, tified by the company performing the modification . This
    equally important, subjected to poor weight distribution. would be indicated on a label positioned near the original
    The load on the rear was excessive, thereby cracking the label on the coach . The location of these labels varies from
    sidewalls on the rear tires. The excessive rear load also vehicle to vehicle .
    lowered the rear of the truck, thereby raising the front.
    Because of that, the front tires made less contact with the Gross vehicle weight rating (GVWR) is the weight speci-
    road, and cupping resulted . This reminded me of pictures fied by the chassis manufacturer as the maximum loaded
    I once saw of a Federal Express airplane that was so weight of the vehicle (including driver and passengers) .
    heavily loaded in the rear that the front of the plane actually Sometimes a tag axle -a non-powered rear axle- is added
    lifted well off the ground . The truck instance, though not as to a chassis . This usually is done to increase the GVWR of
    dramatic, was an example of the same type of overload the chassis, and, as previously mentioned, it becomes the
    condition . And many of the other mechanical difficulties responsibility of that party to post and certify the new
    that the truck began to experience could be attributed to GVWR.
    overloading .
    Gross axle weight rating (GAWK) is specified by the
    The major components of a chassis- including the engine, chassis manufacturer as the load carrying capacity of a
    transmission, brakes, axles, tires, and frame - are single-axle system as measured at the tire-ground inter-
    designed to accommodate a particular weight, and if these face (in other words, at the place where the tire meets the
    components are overloaded, their life expectancy dimi- ground) . It is important to note that the GAWK is limited to
    nishes rapidly. the lowest individual rating of the tires, the wheels, the
    springs, or the axle - in other words, whichever component
    In the "good ole days" weight ratings were more guidelines is the weakest link in the chain. Therefore, changing from
    than rigid "to the ounce" specifications . Then, along came load range D to load range E or F tires may or may not
    the energy crunches of the 1970s . As a result, fuel econ- increase the GAWK, since this rating could be dependent
    omy and production costs became critical . Automobile upon other (weaker) components . The GAWK assumes
    manufacturers and RV manufacturers found that one of the that the weight is evenly distributed over the axle, with 50
    fastest and easiest ways to increase fuel economy and percent on the right side and 50 percent on the left side -
    to reduce production costs was to lighten the vehicles not 70/30, for instance. In other words, in the case of an
    wherever they safely could . Today, more than ever before, axle with a GAWK of 6,000 pounds, the load distribution .
    it is of the utmost importance that we pay more attention to should be 3,000 pounds on one side and 3,000 pounds on
    technical definitions and weights as they relate to our the other.
    homes on wheels .
    SECTION 1 INTRODUCTION
    Axle weight is both the amount of weight carried by a be due to improperly positioning heavy materials so that
    single axle and the amount of weight transmitted to the the load is centered over one rear tire or so far forward on
    highway by one axle. the body that the front axle and tires are overloaded . An
    understanding of the proper methods of load placement
    Shipping weight is the average weight of a specific will enable coach owners to prevent an overload condition .
    vehicle as it leaves the assembly plant, including grease It should be noted also that the limiting factor is the weight
    and oil plus regular production options but without any pri- rating, not the cubic foot capacity of the storage compart-
    mary mover engine fuel (gasoline or diesel fuel) . ments . Some motorhome owners may be under the
    impression that if the manufacturer has provided the
    Empty weight is defined as the shipping weight of a spe- space, it must be acceptable for them to fill each nook and
    cific vehicle plus the maximum weight of primary mover cranny to capacity . This isn't always the case, however . By
    engine fuel (gasoline or diesel fuel). providing varied and ample storage space, motor coach
    manufacturers are attempting to meet a multitude of
    Curb weight is the weight of the vehicle empty (without needs .
    payload and driver) but including engine fuel, coolant,
    engine oil, tools, spare tire, and all other standard equip- Weighing your coach . Of course, the only way to be sure
    ment. It is determined without water in the tanks or water to avoid an overload condition is to weigh the coach. To do
    heater and with empty LP-gas containers . (Note: This so accurately, the coach owner needs to find a scale that
    definition, while accepted within the RV industry, may has a level area on the side, and to develop an excellent
    differ from definitions utilized by governmental regulatory rapport with the person doing the weighing . The level side
    agencies.) area is very important, because it will be necessary to have
    50 percent of the left and right sides of the coach off the
    Wet weight is the empty weight of a specific vehicle with scale during some of the weighing . If the side area is not
    the fresh water tanks, water heater, and LP-gas containers level, the side weights will be incorrect . Suitable scales
    full but with waste water holding tanks empty. This weight might be found at truck stops, sand and gravel pit opera-
    is particularly significant to motorhome owners, because tions, and moving companies .
    when you subtract this figure from the gross vehicle weight
    rating, you have a fairly accurate indication of the amount I would suggest that you make a photocopy of the coach
    of weight that can be added to the vehicle, including driver weighing worksheet that accompanies this article and use
    and passengers, clothing, foodstuffs, etc . it as a reference at the scale. Weigh the coach at an off
    time, since the entire process can take up to one-half hour.
    Payload is a term commonly used in the trucking industry. Before weighing the coach, load it as you normally would
    In the RV industry, the term carrying capacity also is used. for travel, including food, clothing, fuel, water, propane, etc .
    Carrying capacity is defined as the average weight that can This is not the time to be conservative!
    be added to a specific vehicle without exceeding the
    GVWR. Carrying capacity can be computed by subtracting The worksheet divides the coach into four sections. This is
    the empty weightof the vehicle from the GVWR figure . The done by finding the halfway point between the front and
    addition of any other equipment or cargo and passengers rear tires (axles) and the halfway point between the front
    adds to the vehicle weight and subtracts from the allowable tires and then the halfway point between the rear tires. Do
    carrying capacity. It is important to remember that the limit- not simply use the distance between the front and rear of
    ing factor in this rating could be the axles, springs, tires, the coach body; be sure to use the axles as a reference
    transmission parking pawl, or any other equipment . point. Use tape to mark the side-to-side halfway points on
    the front bumper and on the rear bumper to make the refer-
    Center of gravity is the point where the weight of the ence points easily visible . Do the same for the front-to-rear
    chassis and/or body and payload is concentrated and, if halfway points by applying tape to the side of the coach.
    suspended at that point, would balance front-to-rear and Dirve the coach onto the scale to the point that the front-to-
    side-to-side . Cornering, acceleration, and other forces are rear tape pieces indicate that one-half of the wheelbase is
    considered as acting on a vehicle's center of gravity. Thus, on the scale and one-half is off . Referring to the worksheet,
    it has a great influence on body lean and other handling this will be weight number W1 .
    characteristics . Even if all of the weights fall within the
    specifications, if they are not distributed properly, the coach
    could still suffer from excessive body lean or substandard
    handling characteristics. It should be noted that the center
    of gravity of a basement model coach will be higher than Weigh the tow car as you normally tow
    that of a traditionally designed motorhome . it, and if you find that it is overloaded,
    remove any weight necessary to bring
    Weight distribution is the arrangement of body and pay-
    load weight on a vehicle's chassis . It has a very definite
    it into specifications.
    bearing on the life of the tires, axles, springs, frame, and
    other parts. The factthat the total weight of the vehicle does
    not exceed the recommended maximum GVWR does not Next drive the entire motorhome onto the scale . This will be
    insure that the coach is not overloaded. Overloading can weight number W2. Then drive off the scale so thatthe side
    SECTION 1 INTRODUCTION
    tape stripe indicates that the rear half of the chassis important . Use the front and rear axle weights on the work-
    remains on . This will be weight W3. I emphasize that it is sheet to determine the proper air pressure by consulting
    important that one-half of the chassis, not the coach, rests the tire manufacturer's tire manual, which should be avail-
    on the scale during weighing . able at any tire store .

    Weight number W1 should, not exceed the GAWK for the One last word of caution : start with the weight you would
    front axle. Weight number W2 should not exceed the total normally carry when traveling . If the weight places the
    GVWR. Weight number W3 should not exceed the rear vehicle over the GVWR, remove some weight and weigh
    axle GAWR . the coach again. The importance of weight and weight dis-
    tribution in terms of safety and your motorhome's overall
    Now comes the time when rapport with the scale attendant health cannot be overemphasized .
    and patience come in handy. To make these weights more
    meaningful, use the side-to-side and front-to-rear tape Another term with which motorhome owners should be
    pieces to divide the chassis up into quarters and then weigh familiar is gross combination weight rating (GCWR),
    which is the value specified by the chassis manufacturer as
    each section : front left, weight zone W4; rear left, weight
    zone W6; front right, weight zone W5; and finally rear right, the maximum allowable total loaded weight of the tow
    weight zone W7. The weights for zone W4 and zone W5 vehicle and trailer combination . For our purposes the tow
    vehicle is the motorhome, and the trailer ordinarily is a
    should be about equal, as should the weights for zones W6
    and W7. If this is not the case, try to move items inside the towed car. To determine what size car can be towed safely
    behind a motorhome, subtract the actual motorhome
    coach to bring the weights close . weight, which must be less than the GVWR, from the
    GCWR. Normally this weight will be approximately 3,000
    When you compare the total weight of the two front quar- pounds, in which case the towed car combination (includ-
    ters to the total axle weight, the figures probably will not be ing trailer, dolly, or tow bar) should not exceed 3,000
    exactly equal, but they should be close. The same applies pounds . Weigh the tow car as you normally tow it, and if you
    to the rear axle . It is also possible that the front and rear find that it is overloaded, remove any weight necessary to
    GAWR when totaled will be more than the GVWR. This is bring it into specifications .
    because the limiting factor may be something such as the
    transmission parking pawl, braking capacity, or another I hope this short discussion of motorhome weights will
    component . motivate you to weigh your coach and make any necessary
    adjustments . And if you're looking for a new coach, it is
    Since tire manufacturers determine pressure recommen- hoped that this article will be another factor in your
    dations for each individual tire based on the weight that a selection .
    particular tire is carrying, these quartered weights are very
    SECTION 1 - INTRODUCTION

    LUBRICATION
    Various components of the motor home chassis must Following are charts which list the recommended fluids
    have the proper lubrication to operate as designed. This and lubricants, component fluid capacities and lubrication
    lubrication must be done in accordance with the intervals points .
    specified in the appropriate Maintenance Schedule for the
    vehicle .

    RECOMMENDED FLUIDS AND LUBRICANTS

    USAGE FLUID/LUBRICANT

    Power steering system and pump reservoir Power steering fluid, GM Part No. 1050017 or
    equivalent

    Manual steering gear Lubricant, GM Part No. 1052182 or equivalent

    Differential - Standard or Locking Spiral Bevel SAE-80W GL-5 or SAE-80W-90 GL-5 gear lubricant
    Axel Gearing . Pinion enters ring gear at centerline (SAE-80W - GL-5 in Canada) Do not use additive
    with Eaton locking differential

    Differential - Rockwell model C-103-12 1/4", SAE-85W-140 GL-5 above 10 °F


    Commercial P model, Hypod gearing . Pinion enters SAE-80W-90 GL-5 below 15°F
    ring gear below centerline. Military spec 2105C

    Brake system and master cylinder Delco Supreme 11 fluid or DOT-3 1052535

    Propeller shaft slip spline and U joints Chassis Grease, GM Part No. 1052497 or equivalent

    Hood Latch Assembly


    a. Pivots and spring anchor a. Engine Oil
    b. Release pawl b. Chassis Grease

    Hood and Door Hinges Engine Oil

    Automatic Transmission Shift Linkage Engine Oil

    Chassis Lubrication Chassis Grease, GM Part No. 1052497 or equivalent

    Engine Oil (Gasoline) "SG" or "SG/CC" or "SG/CD" Engine Oil

    Engine Oil (Diesel) "CE/SG" Engine Oil

    Automatic Transmission DEXRON IIE Auto. Trans. Fluid, GM Part No. 12345881

    Parking Brake Cables Chassis Grease, GM Part No. 1052497 or


    equivalent

    Front Wheel Bearings Wheel bearing lubricant, GM Part No. 1051344 (One
    Pound) or Exxon Ronex MP Grease or equivalent

    Body door hinge pins, tailgate hinge and linkage, Engine Oil
    folding seat, fuel door. hinge
    Windshield Washer Solvent GM Optikleen washer solvent, GM Part No. 1051515
    or equivalent
    Engine Coolant Mixture of water and high quality Ethylene Glycol
    GM 1825M Specifications base type antifreeze, GM Part No. 1052753 or
    equivalent
    Key Lock Cylinder Lockeze or GM Part No. 12345120

    Figure 1-7 = Recommended Fluids and Lubricants


    SECTION 1 INTRODUCTION
    LUBRICANT CAPACITIES

    USAGE U .S. MEASURE

    Differential
    10-1/2 In. Ring Gear (Chevrolet) 6-1/2 pts .
    10-1/2 In. Ring Gear (Dana 70) 7.2 pts .
    9-3/4 In . Ring Gear (Dana) 6.0 pts .
    10.5 In. Ring Gear (Saginaw 70) 7 .0 pts.
    11 .3 In. Ring Gear (Dana 80) 7.5 pts .

    Engine Crankcase
    Code 5 .7L V8 - Drain & Refill 4 qts .
    F-H - w/Filter Change 5 qts .
    LM-P
    Code 7.4L V-8 - Drain & Refill 6 qts .
    W - w/Filter Change 7 qts .
    Code
    6 .2L-6 .5 V-8 Diesel Including Filter 7 qts .
    C-F-J
    Transmission Automatic
    350C - Total 10 qts .
    - Refill 3 qts .
    475 - Total 11 qts .
    - Refill 3.5 qts .
    4L80E - Total 13.5 qts .
    - Refill 7.7 qts.
    Figure 1-8 - Lubricant Capacities

    NOTE: With any side fill gear case, regardless of spec-


    ification, fill the case until fluid runs back out the
    fill hole (Figure 1-9). DO NOT CONSIDER THE
    FILL ADEQUATE JUST BECAUSE YOU CAN
    REACH IT WITH YOUR FINGER .

    Figure 1-9-Side Fill Gear Case Capacity


    SECTION 1 INTRODUCTION

    LUBRICATION POINTS

    1~Control Arm Bushings and Ball Joints @Trans. Control Shaft ® Rear Axle
    @Tie Rod Ends ©Air Cleaner - Element ~9 Oil Filter
    @Wheel Bearings O7 Transmission - Automatic OO Brake Master Cylinder
    ®Steering Gear Clutch Cross-Shaft 11 Parking Brake Linkage

    Figure 1-10 - Lubrication Points - G-Series

    OLower Control Arms O5 Tie Rod Ends Transmission - Automatic


    Upper Control Arms © Wheel Bearings 11 Carburetor Linkage - V-8
    3~Upper and Lower Control 07 Steering Gear Brake Pedal Spring
    Arm Ball Joints ®Air Cleaner - Element Universal Joints*
    ®Intermediate steering Shaft (PA10) O9 Master Cylinder ® Rear Axle

    *On some models, universal joints are sealed with no provision for lubrication. On models which have
    lubrication provisions, use high-temperature lubricant (GM Part No. 1051344 or equivalent) .

    Figure 1-11- Lubrication Points - P-Series


    SECTION 1 - INTRODUCTION

    NOTE : TYPICALLY THERE ARE EIGHT LUBRICATION


    FITTINGS ON THE I -BEAM AXLE .

    Figure 1-12- Lubrication Points-- P-Series with I -Beam Axle (Option No. FS3)

    NOTE: See #13 Figure 1-11 . Grease must exit from all 4 bearings when lubricating U joints . Also grease spline on 2 and
    3 shaft units . Grease must exit from spline plug .
    ADEQUATE TEMPERATURE MODULATION
    FROM DASH HEATER SYSTEMS

    Over the past few months, I've received a heater is equipped with a blend air door
    number of letters on the subject of inadequate system . To determine which system the coach
    temperature modulation from dash heater has, you will have to find out whather the other
    systems. When one moves the temperature end of the temperature control lever is con-
    control lever to any position between the cold nected to the heater case or a valve in a heater
    and warm extremes, one expects modulated hose . If the cable leads to a water valve, similar
    air. In some instances, however, that's not what to the one in Figure 1, your coach has the latter
    one receives . The air is either too hot or too type of system, and an effective and inexpen-
    cold, and no temperature modulation is taking sive solution exists - install a temperature
    place. With the winter months almost upon us, control valve with an "H" in it, similar to the
    it would seem that a brief discussion and one in Figure 2. This revised valve is easy to in-
    modification suggestion is in order. stall after one removes the original valve. The
    only addition is that it must also be installed in
    Two different systems are used for modulating the heater return hose, which requires two
    air temperature in engine-operated dash heat- more heater hose clamps . The "H" valve
    ing systems. One is excellent and the other is system allows the blocked coolant to flow very
    not so good . The excellent one is the blend air easily into the return line . The result is a greatly
    door control system . This system incorporates improved system .
    an air control door at the end of the temper-
    ature control lever. The door is controlled via
    the dash lever, which is connected to the door
    by a cable. To regulate the outlet temperature
    of the air, this cable moves the door to deter-
    mine what percentage of incoming air will go
    through the heater core, which remains fully
    hot .

    The other system controls the outlet air tem-


    perature by controlling the flow of hot water
    through the heater core . All air is directed
    through the heater core . The other end of the
    temperature control cable is attached to a man-
    ual control lever in a water valve located in the
    heater hose that leads to the heater core .
    Therein lies the problem - attempting to con-
    trol the water temperature on the heater core .
    As one moves the temperature control lever on
    the dash, a cable moves a door inside the water
    valve, which modulates the water flow to the
    heater core . Unfortunately, the flow is de-
    creased but not by very much, since the
    pressure is increased. As the pressure is in-
    creased, so is the flow, and this compensates
    for the door blockage . Another reason is that
    while the flow of water is controlled, the
    temperature is not. When the temperature
    becomes too hot, one moves the lever toward
    cool, and then it is necessary to move it slightly
    more, more, and more, until the lever is in the I have talked with the folks at Acme Radiator,
    cool position . At this point, the coolant now is and they have indicated that they will provide
    totally blocked, and the hot air becomes cold the "H" system heater control valve to FMCA
    within a few moments. So, one returns the lever members for $20 postage paid . To order the
    to the warm position . valve - part number 4100173 - write to Acme
    Radiator and Air Conditioning Inc ., 17103 State
    It is unlikely that you will have a temperature Road 4 East, Goshen, I N 46526.
    modulation concern if your coach's dash C. Jay Haynor, F15585
    SECTION 2 -- HEATING AND AIR CONDITIONING

    HEATING SYSTEM
    GENERAL DESCRIPTION TROUBLESHOOTING THE SYSTEM
    The heating system consists of a heater core housed Problems of too little or no heat, poor air circulation, or
    in a case which, typically, includes an air inlet, blower inadequate defrosting action are sometimes encountered
    motor assembly, air distribution ducts and doors to con- with a heating system .
    trol the flow of air through the case. The configurations
    of G-Series and P-Series assemblies differ . The diagnosis chart (Figure 2-1) lists typical trouble symp-
    toms, the probable causes, and what can be done to
    correct the condition .

    TROUBLE CAUSE AND CORRECTION


    Temperature of heater 1. Refer to Chevrolet 10-30 Series Shop Manual.
    air at outlets too
    low to heat up
    passenger,
    compartment .
    Temperature of heater Check for body leaks such as:
    air at outlets adequate 1 . Floor side kick pad ventilators partially open .
    but the vehicle will not 2. Leaking grommets in dash.
    build up sufficient heat. 3. Leaking welded seams along rocker panel and windshield .
    4. Leaks through access holes and screw holes .
    5. Leaking rubber molding around door and windows .
    6. Leaks between sealing edge of blower and air inlet assembly and dash, and
    between sealing edge of heater distributor assembly and dash .
    Inadequate defrosting 1 . Check that DEFROST lever completely opens defroster door in DEF position -
    action . Adjust if necessary.
    2. Assure that temperature and air doors open fully - Adjust .
    3. Look for obstructions in defroster ducts - Remove any obstructions .
    4. Check for air leak in duct between defroster outlet on heater assembly and
    defroster duct under instrument panel - Seal area as necessary.
    5. Check position of bottom of nozzle to heater locating tab - Adjust .
    6. Check position of defroster nozzle openings relative to instrument panel openings.
    Mounting tabs provide positive position if properly installed .
    Inadequate circulation 1 . Check heater air outlet -for correct installation - Reinstall.
    of heated air through 2. Inspect floor carpet to ensure that carpet lies flat under front seat and does not
    vehicle . obstruct air flow under seat, and also inspect around outlet ducts to ensure that
    carpet is well fastened to floor to prevent cupping of air flow - Correct as
    necessary.
    Erratic heater operation . 1. Check coolant level - Fill to proper level.
    2. Check for kinked heater hoses - Relieve kinks or replace hoses .
    3. Check operation of all bowden cables and doors - Adjust as necessary.
    4. Sediment in heater lines and radiator causing engine thermostat to stick open -
    Flush system and clean or replace thermostat as necessary .
    5. Partially plugged heater core - Backflush core as necessary.
    Hard-operating or 1 . Check for loose bowden cable tab screws or misadjusted bowden cables -
    broken controls . Correct as required .
    2. Check for sticking heater system door(s) - Lubricate as required, using a silicone
    spray.
    Figure 2-1 - Heating System Diagnosis
    SECTION 2 - HEATING AND AIR CONDITIONING

    AIR CONDITIONING
    GENERAL DESCRIPTION RECEIVER-DEHYDRATOR P SERIES
    Two types of air conditioning systems are used in Chevrolet The receiver-dehydrator, mounted near the condenser,
    Motor Homes. For the G-Series, a blend-air system is used. serves as a reservoir for storage of high-pressure liquid
    This system combines both the heating and cooling func- produced in the condenser . It incorporates a screen sack
    tions in one unit. Cooling only is provided with the system filled with the dehydrating agent.
    used on the P-Series . The P-Series system is installed
    by the body manufacturer . The receiver-dehydrator, used primarily as a liquid storage
    tank, also functions to trap minute quantities of moisture
    and foreign material which may have remained in the
    system after installation or service operations. A refriger-
    Both systems operate on the same basic principles of ant sight glass is built into the receiver-dehydrator to be
    refrigeration. That is, a liquid refrigerant absorbs heat as used as a quick check of the state and condition of charge
    it vaporizes, and loses heat as it condenses from a vapor of the entire system .
    back to a liquid . By varying the pressures within an air
    conditioning system, the refrigerant can be vaporized to
    absorb heat from inside the vehicle, and then condensed
    to release the heat to the outside atmosphere . System ACCUMULATOR G SERIES
    a
    components include compressor, condenser, expansion The accumulator is located at the evaporator outlet . Its
    tube (G-Series) or a thermostatic expansion valve
    most important function is not to "accumulate" although
    (P-Series), evaporator, and an accumulator or a receiver-
    this too is important. Its primary function is to separate
    dehydrator . In operation, the compressor produces the
    any liquid retained in the vapor from the evaporator, retain
    pressure which moves refrigerant through the system . Liq-
    the liquid and release the vapor to the compressor.
    uid refrigerant passing through the restriction of the ex-
    pansion tube or valve changes into a vapor as it enters
    A bag of desiccant (dehydrating agent) is also located in
    the low-pressure environment of the evaporator . (See
    the accumulator as a moisture-collecting device .
    Figure 2-2 .)
    NOTE: If the refrigerant system has been opened - that
    is, exposed to the atmosphere - the desiccant
    may have' absorbed a considerable amount of
    As it changes to a vapor, it absorbs heat from the air being moisture . In such instances, the system must be
    circulated around the evaporator. Suction created by the evacuated before recharging. This process re-
    compressor draws the refrigerant vapor through the line moves moisture from the system .
    from the evaporator. The vapor, which has been under
    low pressure, is pumped out of the compressor under high
    pressure . The high pressure in this part of the system is
    due to the expansion tube (or thermostatic expansion
    valve) which places a restriction in the line. As the high- G-SERIES SYSTEM
    pressure refrigerant vapor flows into the condenser, it
    changes to a liquid as it loses heat to the air flowing around Air, either outside air or recirculated air, enters the system
    the condenser. The liquid refrigerant flows through the and is forced through the system by the blower . As the
    air passes through the evaporator core, it receives max-
    line from the condenser to the expansion tube (or ther-
    mostatic expansion valve) to repeat the cycle. Imum cooling if the air conditioning controls are calling for
    cooling . After leaving the evaporator, the air enters the
    heater and air conditioner selector duct assembly where,
    by means of diverter doors, it is caused to pass through
    System temperature is controlled by running the com- or to bypass the heater core in the proportions necessary
    pressor intermittently, automatically turning it on and off to provide the desired outlet temperature . Then condi-
    as necessary to maintain proper temperatures . The com- tioned air enters the vehicle through either the floor dis-
    pressor is started and stopped through the use of an elec- tributor duct or the dash outlets . During cooling
    tromagnetic clutch on the compressor pulley . The clutch operations, the air is cooled by the evaporator to below
    is operated by a pressure-sensing switch (Pressure Cy- comfort level, it is then warmed by the heater to the de-
    cling Switch - G-Series) or a temperature-sensing switch sired temperature . During "heating only" operations, the
    (Thermostatic Switch - P-Series) . evaporator will not be in operation and ambient air will be
    warmed to the desired level in the same manner.

    The diverter doors which direct the air flow through this
    In addition to the components described above, the air system are operated by the vacuum motors. The A/C
    conditioning system is also equipped with either an ac- control unit is positioned between the vacuum source and
    cumulator (G-Series), or a receiver-dehydrator (P-Series). the motors to direct the application of vacuum as required .

    2-2
    SECTION 2 - HEATING AND AIR CONDITIONING

    THERMOSTATIC
    EXPANSION VALVE
    ELECTROMAGNETIC
    CLUTCH
    THERMOSTATIC
    "HP V" SWITCH
    RECEIVER-
    7n DEHYDRATOR

    CONDENSER
    EVAPORATOR
    "LPV"
    COMPRESSOR "HPL" J "LPL"

    DESICCANT BAG LIQUID LINE

    "LPV/Ipl"
    P-SERIES

    PRESSURE
    CYCLING
    EXPANSION
    ELECTROMAGNETIC SWITCH
    TUBE (ORIFICE)
    / CLUTCH
    "HPV"
    . r

    CONDENSER
    "HPL"
    COMPRESSOR

    OIL BLEED HOLE


    "LPL"
    LIQUID LINE "LPV/I I"

    DESICCANT
    G-SERIES BAG

    HPV - HIGH-PRESSURE VAPOR


    HPL - HIGH-PRESSURE LIQUID
    LPV - LOW-PRESSURE VAPOR
    LPL - LOW-PRESSURE LIQUID

    Figure 2-2 - Basic Air Conditioning System - Refrigeration Schematic


    2-3
    SECTION 2 -- HEATING AND AIR CONDITIONING
    P-SERIES SYSTEM Operational Quick Checks

    This system performs the cooling functions only. When The following checks may indicate if the amount of refrig-
    heating (above ambient temperatures) is desired, the ve- erant (charge) in the system is low . The ambient tem-
    hicle heater must be used . perature must be above 70°F.

    This self-contained unit is bracket mounted to the dash NOTE: Engagement of the compressor clutch in both of
    by the motor home manufacturer . It operates on inside the tests below indicates that the clutch electrical
    (recirculated) air only. Air is drawn into the unit, passed circuit is O.K. If the clutch does not engage, then
    through the evaporator core (receiving maximum cooling) check for a blown fuse, loose connections or dam-
    and then directed into the vehicle through adjustable aged or deteriorated wires. If these checks are
    outlets . O.K., then the problem may be in the compressor
    clutch or switch. Take the vehicle to a qualified
    A thermostatic switch, located on the face plate is used shop for further testing.
    to control compressor operation by sensing air tempera-
    ture as it leaves the evaporator core. G-SERIES

    1 . Prepare the motor homes as follows :


    MAINTENANCE AND INSPECTION Engine must be warm (CHOKE OPEN and OFF
    There are two sections to the air conditioning system . The FAST IDLE SPEED CAM) and at normal idle speed.
    first section includes the refrigeration components-com- Hood and body doors open .
    pressor, condenser, evaporator, etc . The second section Selector (mode) lever set at NORM.
    includes the air distribution components such as the Temperature lever at COLD.
    blower, case assembly, diverter doors, vacuum lines and " Blower on HI .
    motors, etc .
    2. With the compressor engaged, place your hand first
    Maintenance and inspection procedures are directed to on the evaporator inlet pipe (between the expansion
    each of these sections . Of course, for the P-Series, the orifice and evaporator), and then on the accumulator
    air distribution section is quite simple and does not include can surface (Figure 2-3) .
    the many components used in the G-Series . " The temperature should feel the same for both and
    somewhat cooler than the ambient temperature .
    REFRIGERATION SECTION If the inlet pipe feels cooler than the accumulator
    CAUTION : BECAUSE OF THE NATURE OF REFRIG- surface, the system's refrigerant charge is probably
    ERANT-12 AND THE HIGH PRESSURES WHICH ARE low .
    PRESENT IN THE REFRIGERANT SECTION OF THE
    SYSTEM, PERSONAL INJURY CAN RESULT IF ES-
    TABLISHED DIAGNOSTIC AND SERVICE PROCE-
    DURES ARE NOT FOLLOWED . THEREFORE, ALL
    SUCH WORK REQUIRED ON THE SYSTEM SHOULD
    BE REFERRED TO A QUALIFIED SHOP WITH THE
    NECESSARY TRAINED PERSONNEL AND
    EQUIPMENT .

    THE FOLLOWING PROCEDURES ARE INTENDED TO


    IDENTIFY OR AVOID POTENTIAL PROBLEM
    CONDITIONS.

    Inspection
    Perform the following checks regularly :
    Figure 2-3 - Checking Evaporator Inlet and
    1 . Check outer surfaces of radiator and condenser cores Accumulator Temperatures (G-Series)
    to be sure they are not plugged with dirt, leaves or
    other foreign material . Be sure to check between the
    condenser and radiator as well as the outer surfaces. P-SERIES (WITH SIGHT GLASS)
    2. Check the metal tubing lines to be sure they are free At temperatures higher than 70°F, the sight glass may
    of dents or kinks which can cause a loss of system indicate whether the refrigerant charge is sufficient . A
    capacity due to a line restriction . shortage of liquid refrigerant is indicated after about five
    3. Check the flexible hose lines for brittleness or deteri- minutes of compressor operation by the appearance of
    oration which could cause a system leak. slow-moving bubbles (vapor) or a broken column of re-
    frigerant under the glass. Continuous bubbles may appear
    4. Check for proper drive-belt tension . in a properly charged system on a cool day. This is a
    2-4
    SECTION 2 HEATING AND AIR CONDITIONING
    normal situation . If the sight glass is generally clear and should be replaced . If the hoses are O.K ., the problem
    performance is satisfactory, occasional bubbles do not may be in the control assembly or vacuum motor(s). Take
    indicate a refrigerant shortage. the vehicle to a qualified shop for further testing .

    If the sight glass consistently shows foaming or a broken


    liquid column, it should be observed after partially blocking
    the air to the condenser . If under this condition the sight OPTIONAL
    glass clears and the performance is otherwise satisfac- AIR CONDITIONING SYSTEM
    tory, the charge shall be considered adequate .
    The factory installed air conditioning system has made
    NOTE: The sight glass is located on or near the receiver- several changes since first made available in the 1986
    dehydrator . Class A chassis. The next several pages attempt to
    assist with part numbers and description of the items
    AIR DISTRIBUTION SECTION installed by Chevrolet or the coach builder.

    Electrical Circuit Diagnosis Only parts of the A/C system are installed on the
    The blower electrical circuit and motor are O.K. if the chassis as the coach body is installed by the coach
    blower operates at all of the designated speeds . If the builder whose responsibility is to complete the system
    blower does not work at all, then check for a blown fuse, including proper charging with freon and' wiring
    loose connections, and for damaged or deteriorated wires . system to insure proper operation . Those items not
    If these checks are O.K. and/or the blower does not op- listed with part numbers are installed by the coach
    erate at all speeds, then the problem may be in the switch, builder .
    relay or motor. Take the vehicle to a qualified shop for
    further testing . 1986 thru mid year 1989, A/C systems and repair parts
    were provided by ARA Manufacturing Co. i n Grand
    Prairie, TX. However, they are out of business and their
    Vacuum System Diagnosis (G-Series) surplus parts were sold to Acme Radiator and A/C Inc .,
    If the air is not flowing through the proper outlets (floor, 17103 State Road 4 East, Goshen, IN 46526, Phone
    dash, or defroster), then there may be a problem in the (219) 534-1516 .
    vacuum system, or with the diverter doors. Check the
    doors to see that they operate properly and do not bind. 1989 to present the parts are provided by Wynns Inc .
    and most parts can be obtained through the General
    Next, check all vacuum hoses and connections between Motors dealers . Assistance for NPN Wynns parts can
    the vacuum source, A/C control and vacuum motors for be obtained by calling 1-800-347-3883 1900 S.E. loop
    leaks. If any hoses are damaged or deteriorated, they 820, Ft. Worth, TX 76140.
    APPENDIX 2-1

    OPTIONAL AIR CONDITIONING


    SYSTEM
    For 1986, at the request of several RV manufacturers, The following illustrations and part number listings (both
    GM has made available the underhood portion of the air GM production numbers and corresponding ARA part
    conditioning system as an available option' - Option numbers) are provided as an aid to the motor home owner
    Number 7N4. GM can, as ordered, produce the engine concerning installation, repair and replacement of air con-
    mechanical air conditioning parts, as furnished by ARA ditioning system Option Number 7N4 . This system be-
    Manufacturing Company. . came standard start-of-production 1988. (See NOTE on
    page 2-7 .)

    2 .

    _ -
    18

    0 -
    0
    G

    H
    I A. ,

    o I
    NOTE: SEE APPENDIX A - DRIVE BELTS
    AND TENSION SPECIFICATIONS
    FOR GM BELT NUMBERS

    MOUNT AND DRIVE ASSEMBLY PARTS UST


    No. ARA PART NO. DESCRIPTION QUANTITY GM PROD . NO .
    1 7045871 Compressor Mount 1 (14100871)
    2 7045872 Compressor Mount Support 1 (14100872)
    3 7045873 Compressor Brace 1 (14100873)
    4 7045833 Compressor Adjusting Arm 1 (14100874)
    5 7045824 Compressor Adjusting Block 1 (14100875)
    6 5004112 Idler Spacer, 1-3/8" Long 1 (14100875)
    7 1502902 Carton 1
    Bolt Kit. Consisting of :
    (1) 1/4" x 4" NC (AI Thread) Bolt (1) 3/8" x 5-1/4" NC Bolt
    8 7004312 (2) 3/8" x 7/8" NC Bolt (1) 1/4" Flatwae 1 (14100875)
    (3) 3/8" x 1-1 /2" NC Bolt (8) 3/8" r
    (3) 3/8" x 1-3/4" NC Bolt (6) 3/8" (SAE) Flatwasher
    _ (1) 3/8" x 4-1/4" NC Bolt (1) 3/8" NC Hex Nu
    9 5001018 Idler Spacer, 9/16" Long (Required on vehicles with single Air Injection Pump)
    10 0329174 Compressor No . 709 "Sanden"
    Clutch, 5-1/4" Diameter 1 (15578925)
    NOTE : The following parts are all listed under the GM Part No . 14100875 : Compressor Adjusting Block
    Idler Spacer, 1-2/8" Long
    Bolt Kit. Consisting of: (See Above Listing)
    Figure A2-1-1 -Chevrolet Motor Home Chassis Compressor Assembly

    2-6
    APPENDIX 2- 1

    OPTIONAL AIR CONDITIONING


    SYSTEM

    GM RETRO-FIT
    "A" CHASSIS
    EVAPORATOR
    ASSEMBLY * FUSE BOX
    LIQUID REAR DISCHARGE
    EVAPORATOR COIL __ COMPRESSOR
    HOSE
    EXPANSION * CONDENSER
    VALVE FAN HARNESS
    DISCHARGE HOSE
    ELECT RELAY
    '
    SUCTION
    HOSE FAN RELAY

    " I q
    II*III*
    I
    HEATER CORE - I I

    I
    NIPPLES I _
    _
    HEATER HOSES

    SWITCH
    CONNECTOR

    '
    , I

    DENOTES PARTS FURNISHED °' 1111

    WITH EVAPORATION KIT INSTALLED .


    BY RV MANUFACTURER
    PART OF GM OPTION NO. 7N4 (PRE-1988 UNITS)

    NOTE: AIR CONDITIONING SYSTEM DESCRIBED ABOVE BECAME STANDARD EQUIPMENT WITH
    START OF PRODUCTION 1988, EXCEPT WHEN UNIT WAS ORDERED AND BUILT WITH
    OPTION - AIR CONDITIONING DELETE, AS INDICATED ON THE SERVICE PARTS
    IDENTIFICATION LABEL (SEE PAGE 1-3). THIS SITUATION WOULD REQUIRE THE
    MANUFACTURER TO INSTALL THEIR OWN AIR CONDITIONING SYSTEM .
    BASIC CHANGE FOR INTERIM 1990 MODEL IS USE OF ONE 16 INCH FAN
    REPLACING TWO 10 INCH FANS STARTING 11-13-89.

    _ CONDENSER ASSEMBLY PARTS LIST


    No. ARA PART NO. DESCRIPTION QUANTITY GM PROD . NO.
    1 0519336 1985-1/2 Condenser Assembly without engine oil cooler 1 (15547181)
    1 0519406 1987 to Current Condenser Assembly with engine oil cooler in bottom 1 (15578281)
    (Shown above)
    2 0570689 Mtg. Hardware, Consisting of Screw #14 x 3/4 HWH Z/P D/P 10
    3 0884940 Switch, Coolant Temperature 1 (15547201)

    Figure A2-1-2 - Chevrolet Motor Home Chassis Condenser Assembly

    2-7
    APPENDIX 2- 1

    OPTIONAL AIR CONDITIONING


    SYSTEM (Cont'd)

    19 18

    11

    25
    16 23 26
    6
    17 I \,

    7 24 5

    ,.
    15 15

    22 8
    9
    to
    16 5

    6 13
    2
    3 4 15

    CONDENSER KIT PARTS LIST (without Oil Cooler)


    No . ARA PART NO. DESCRIPTION QUANTITY GM PROD . NO.
    '1 . 0519369 Coil Condenser 1 15547181
    2 1273235 Receiver-Drier 1 15547182
    3 0319606 Bracket, Mounting Receiver-Drier 1 15547188
    4 1900157 Sticker, Caution 1
    5 0039851 Screw, #8 x 1/2 HWH 20
    6 0319647 Bracket, Condenser Mounting 2 15547189
    7 0996400 Grommet-Condenser Mt Brkt Ground Wire 1 15547190
    8 0058337 Coupling-Receiver Drier 1 15547183
    9 0543513 'O' Ring-Receiver Drier Outlet 1 15547184
    10 0059605 'O' Ring #6-Receiver Drier Inlet 1 15547185
    11 0059606 'O' Ring Valve H ose 2 15547186
    12 0059706 'O' Ring Valve Ca - 1 15547187
    13 0964045 Condenser Fan Assy . 2 15547191
    14 1701620 Guard, Fan 2 15547193
    15 1016434 Seal, Condenser Fan 4 15547194
    16 0319387 Bracket, Condenser Seal Mounting 2 15547195
    17 1016433 Seal, Condenser to Radiator 2 15547196
    18 0986195 Hose, Discharge #8 1 15547198
    19 0548325 Service Valve, Discharge 1 15547199
    20, 0049849 Cap, Aluminum 1 15547200
    21 0876802 Terminal, Adapter 1 15547197
    22 0319563 Bracket, Adapter 2 15547669
    23 0039852 Bolt, 1/4-20 x 5/8" HH ZIP 8
    24 0039853 Lockwasher, Star 1/4" ZIP 1
    25 0039855 Lockwasher, 1/4" ZIP 7
    26 0039854 Starwasher #10 1
    Figure A2-1-3 - Chevrolet Motor Home Chassis Condenser Kit -Without Engine Oil Cooler (19851 /2 -1987)
    2-8
    APPENDIX 2-1

    OPTIONAL AIR CONDITIONING


    SYSTEM '
    6

    2019
    7 6

    16
    i
    17 1 28

    27 9 I,
    I( l

    18
    17 II 13
    14
    3 4
    16 29 24 11 14

    25
    5
    - 26 14 12
    2 13
    8
    23
    15

    CONDENSER KIT PARTS LIST (with Oil Cooler)


    NO. ARA PART NO. DESCRIPTION QUANTITY GM PART NO .
    1 0519405 Coil Condenser 1 15578281
    2 1273235 Receiver-Drier 1 15547182
    3 0058337 Fitting, Self Sealing 1 15547183
    4 0543513 O Ring Special 1 15547184
    5 0059605 O Ring #6 1 15547185
    6 0059606 O Ring #8 2 15547186
    7 0559607 O Ring #10 1 15547187
    8 0319606 Bracket, Receiver-Drier Mounting 1 15547188
    9 0320184 Bracket Condenser Fan Mounting (Upper) 1 15578282
    10 0996400 Grommet Lavelle #917 1 15547190
    11 0964045 Condenser Fan and Seal Assembly 2 15547191
    12 0964040 Blade Fan 2 15583108
    13 1701620 Fan Guard 2 15547193
    14 1016434 Seal, Fan/Condenser 4 15547194
    15 1900157 Caution Label 1 NCSI
    16 0319387 Bracket, Condenser Seal Mounting 2 15547195
    17 1016433 Seal, Condenser to Radiator 2 15547196
    18 0876802 Terminal Adapter 1 15547197
    19 0986306 Hose, #8 Discharge 1 15584784
    20 0548325 Service Valve Discharge 1 15547199
    21 0049849 Cap, Aluminum 1 15547200
    22 0543516 #8 2 14055585
    23 0039851 Screw, #8 x 1/2" HWH Z P 20 15547360
    24 0319563 Bracket, Adapter 2 15581669
    25 1120235 Motor, DC 2 15583107
    26 0320185 Bracket, Condenser Fan Mounting Lower 1 15578283
    27 0409443 Hose Clam 1/2" 1
    28 0022151 Bolt, 1 4 20 x 5/8" HH 8
    29 0049887 Shipping Cap 2

    Figure A2-1-4 - Chevrolet Motor Home Chassis Condenser Kit -With Engine Oil Cooler (1988 -1991)

    2-9
    APPENDIX 2-1

    AIR CONDITIONING
    SYSTEM

    CONDENSER KIT PARTS LIST with 011 Cooler


    NO . PART NO. DESCRIPTION QUANTITY
    1 0519557 Coil Condenser 1
    2 1273235 Receiver-Drier 1
    3 0058337 Fitting, Self Sealing 1
    4 0543513 0 Ring Special 1
    5 0059605 0 Ring #6 1
    6 _005_9606 0 Ring #8 2
    7 0559607 0 Ring #10 1
    8 0319606 Bracket, Receiver-Drier Mounting 1
    9 0321934 Bracket Condenser Fan Mounting (Upper) 1
    10 0996500 Grommet Lavelle #917 1
    11 0964045 Condenser Fan and Seal Assembly 2
    12 0964115 16" Fan Assembly 2
    13 1701620 Fan Guard 2
    14 1016434 Seal, Fan/Condenser 4
    15 1900157 Caution Label 1
    16 0319387 Bracket, Condenser Seal 2
    17 1016433 Seal, Condenser to Radiator 2
    18 0876802 Terminal Adapter 1
    19 0986307 Hose, #8 Discharge 1
    20 0548325 Service Valve Discharge 1
    21 0049849 Cap, Aluminum 1
    22 0039851 Screw, #8 x 1/2" HWH Z P 20
    23 0319563 Bracket, Adapter 2
    24 N55 see 12 Motor, DC 2
    25 0321935 Bracket, Condenser Fan Mounting (Lower) 1
    26 0986968 Inlet Tube 1
    27 0986967 Outlet Tube 1
    28 O Ring #8 4

    Figure A2-1-5 - Chevrolet Motor Home Chassis Condenser Kit - With Engine Oil Cooler (1990 Interim)
    2-10
    APPENDIX 2-1

    OPTIONAL AIR CONDITIONING


    SYSTEM (Cont'd)
    GM PART GM PART NO . 14055585
    NO . 15604811 ARA P/N 0543516
    GM PART ARA P/N 0986420 RINGS (2)
    NO . 15604813 HOSE, OIL COOLER
    ARA P/N 0986421 INLET
    HOSE, OIL COOLER
    OUTLET

    GM PART
    NO . 15578281
    ARA P/N 0519406
    CONDE14SER ASSEMBLY
    GM SUPPLIED WITH ENGINE OIL
    HOSE CLAMPS (2)

    GM SUPPLIED
    BOLTS (2)

    OIL HOSES
    FROM ENGINE, LOWER
    GM PART NO . 14055585 RADIATOR
    ARA P/N 0543516 / SUPPORT
    "O" RINGS (2)

    NOTE : Interim 1990 will have metal lines 1988-1989.

    Figure A2-1-6 - Chevrolet Motor Home Engine Oil Hose Kit

    2-11
    APPENDIX 2-1

    OPTIONAL AIR CONDITIONING


    SYSTEM (Cont'd)
    HARNESS SYSTEM PART NOS .
    0885033, 0885132, AND 6499142
    DK. BLUE/RED
    TO A/C CONTROL
    RED RED PANEL HARNESS
    (DK . BLUE/RED)
    STARTER + HOT W/IGN. ON
    SOLENOID
    BLACK/WHITE 30 AMP FUSE COOLANT TEMPERATURE
    DK. BLUE SWITCH LOCATED IN LEFT
    TANK OF RADIATOR
    Of
    DK. BLUE
    NORMALLY OPEN.,
    CLOSES TO GROUND
    RED
    AT 221 °F APPROX .
    DK. BLUE/WHITE GROUND
    DK. BLUE/RED

    UE

    SWITCH

    BLACK/WHITE NORMALLY OPEN .


    CLOSES TO GROUND GROUND

    AT 225 PSI .
    CONDENSER FANS *
    REFRIGERANT PRESSURE

    NOTE: Wiring shown is not supplied or installed by GM through 1990. Shown as an aid to
    the technician as typical of manufacturers' installations of wiring purchased
    from ARA .

    NOTE: Starting with the 1991 Class A motorhome, the A/C condenser fan is wired by
    Chevrolet through the main front end engine wiring harness . The coolant
    temperature switch is now located in the RH cylinder head with a green wire.

    NOTE: Dual 10" fans are standard with Chevrolet installed A/C from 1986 through interim
    1990. Interim 1990 changes to one 16" fan November 13, 1989. VIN L3315231

    Figure A2-1-7 - Typical ARA Wiring Diagram - Class "A" RV Condenser with Fans
    APPENDIX

    OPTIONAL AIR CONDITIONING


    SYSTEM (Cont'd)
    A/C CONDENSER & BLOWER
    MODULE ASSEMBLY

    RADIATOR LOWER
    MOUNTING PANEL
    (138)

    Effective 11-13-89
    VIN 11-3305628
    Condenser #15643270
    Metal Lines
    14054378
    14054379

    Interim 1990
    Inlet Hose 15557762
    Outlet Hose 15557765
    Fittings 14055586

    Figure A2-1-8 - Oil Cooler Lines P300 (32 52) & L19 & Env.
    APPENDIX

    OPTIONAL AIR CONDITIONING


    SYSTEM
    1991 P3(32) ENGINE OIL COOLER (WIL1917 .4N & A/C)

    (32)

    NOTE: QUANTITY IS ONE PER VEHICLE UNLESS OTHERWISE SPECIFIED .

    Figure A2-1-9 - 1991 P3(32) Engine Oil Cooler

    1. N .S. CONDENSER, A/C (P3 32 W/7 .4N)('1) SINGLE FAN 1990-1992 . . . . . . . . . . . . . . . . . . . . . . . . 15643270
    3.430 BOLT, W/CON WA, HEX (P3 32 W/7 .4N)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3997227
    2. 1 .540 BRACKET, ENGINE OIL COOLER HOSE (P3 32 MAN) . . . . . . . . . . . . 14054335
    3. 8.900 BOLT, HFH (M8X1 .25X18)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12337905
    4. 1 .540 CONNECTOR, ENGINE OIL COOLER HOSE (P3 . . 32
    . . W/7
    . . . .4N)
    . . . .. . . . .. .. .. .. .. .. . . . . . .. .. .. .. .. .. .. .. .. .. 15654938
    5 1 .540 FITTING, ENGINE OIL COOLER HOSE (P3 32 MAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15538480
    6. 1 .540 HOSE, ENG OIL COOLER INLET (P3 32 MAN & ENV, EXC EN2) . . . . . . . . . . . . . . . . . . . . . 15638189
    1 .540 HOSE, ENG OIL COOLER INLET (P3 32 W/7AN & EN2, EXC ENV) . . . . . . . . . . . . . . . . . . . . . 15638187
    7. 1.540 HOSE, ENG OIL COOLER OUTLET (P3 32 MAN & ENV . EXC EN2) . . . . . . . . . . . . . . . . . . . 15638190
    1 .540 HOSE, ENG OIL COOLER OUTLET (P3 32 W/7 .4N & EN2, EXC ENV) . . . . . . . . . . . . . . . . . . . 15638188
    8. 1 .540 CLIP, ENGINE OIL COOLER HOSE (P3 32 W/7 .4N)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . 15517986
    9. 9.190 BOLT, W/LOCKWASHER A/C EVAP & BLO MDL (AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . . 14030698
    10. 8.977 SCREW, W/FLAT WASHER, HEX TAP (M3X1AX16)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . 11509371

    DEFINITIONS
    - A/C ENGINE PROVISIONS
    - EXC A/C
    APPENDIX 2-4

    OPTIONAL AIR CONDITIONING


    SYSTEM (Cont'd)
    1991-1992 P3(32) ENGINE OIL COOLER (L1917.4N)(WIC60)

    NOTE: QUANTITY IS ONE PER VEHICLE UNLESS OTHERWISE SPECIFIED . TP01-313

    Figure A2-1-10 - 1991-1992 P3(32) Engine Oil Cooler

    1. 1.540 BRACKET, ENGINE OIL COOLER HOSE (P3 32 W/7 .4N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14054335
    2. 8.900 BOLT, HFH (M8X1 .25X18)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11513703
    3. 1 .540 CONNECTOR, ENGINE OIL COOLER HOSE (P3 32 W/7 .4N) . . . . . . . . . . . . . . . . . . . . . . . . . 15654938
    4. 1 .540 FITTING, ENGINE OIL COOLER HOSE (P3 32 W/7 .4N) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15538480
    5. 1.540 HOSE, ENGINE OIL COOLER INLET (P332 W/7.4N & ENV . EXC EN2) . . . . . . . . . . . . . . . . . . 15638189
    1.540 HOSE, ENGINE OIL COOLER INLET (P3 32 W/7.4N & EN2, EXC ENV) . . . . . . . . . . . . . . . . . . 15638187
    6. 1 .540 HOSE, ENGINE OIL COOLER OUTLET (P3 32 W/7.4N & ENV . EXC EN2) . . . . . . . . . . . . . . . . 15638190
    1 .540 HOSE, ENGINE OIL COOLER OUTLET (P3 32 W/7 .4N & EN2, EXC ENV) . . . . . . . . . . . . . . . . 15638188
    7. 1 .540 CLIP, ENGINE OIL COOLER HOSE (P3 32 W/7 .4N)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . 15517986
    8. 1 .540 TUBE, OIL COOLER INLET (P3 32 W/7 .4N & C60) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15665135
    9. 8.900 BOLT, HEX (5/16-18X3/4)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9440967
    10. 8.950 CLAMP, LOOP CUSHIONED (AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2041644
    11 . 9.220 TUBE, AIR CONDITIONER OUTLET (P3 32 W/7 .4N & C60) . . . . . . . . . . . . . . . . . . . . . . . . . . . 15665136
    12. 8.950 STRAP, METRIC PLASTIC ADJUSTABLE TIE (215MM LENGTH)(AS REQD) . . . . . . . . . . . . . 11501906
    13. N .S. CONDENSER, AIR CONDITIONER (P3 32 W/7 .4N)(*1) . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 15687269
    14. 8.977 SCREW, W/FL WASHER, HEX TAP (M6.3X1 .8X16)(AS REQD) . . . . . . . . . . . . . . . . . . . . . . . . . 11509371

    NOTE 1 : SEE ILLUSTRATION IN 9.000 FOR FURTHER DETAILS .

    RPO DEFINITIONS
    C60 - AIR CONDITIONER FRONT, MANUAL CONTROLS
    ENV - AIR CONDITIONING ENGINE PROVISIONS
    EN2 - AIR CONDITONING, DELETE
    2-15
    APPENDIX 2-5

    OPTIONAL AIR CONDITIONING


    SYSTEMS (Cont 1d)
    1994 AIR CONDITIONING c . Inlet and outlet fittings - metric thread
    d. Service valve-located at condenser inlet instead of
    THE GOOD AND BAD OF CFCs compressor
    e. Will be PRECHARGED
    When R-12 (often referred to by its brand name Freon) was f. Wynn's climate system .
    introduced in 1930, the industry hailed it as a miracle chem-
    ical . It was non-poisonous, easy and cheap to manufacture 2. A/C Compressor
    and quite stable. The first in the family of chlorofluoro- a. Lubricating oil is different than R-12 Systems . Oil
    carbons (CFCs) yet to come, R-1 2's apparent stability and used is Sanden SP-20 (GM part #15959132).
    low cost made air conditioning the creature comfort of the
    20th century. Of all the R-12 manufactured, about two- b. Plumbing connections are clamp on, rather than
    thirds is used to service automotive air conditioners . threaded to prevent intermixing R-12 compressors
    and R-1 34A compressors .
    Unfortunately, recent scientific findings prove that we may
    have a big price to pay in the future for the comfort we've 3 . A/C Plumbing
    enjoyed in the past. The findings show that CFCs, like R-12 a. The liquid line, from the receiver drier to the evapo-
    are depleting the Earth's protective ozone layer located in rator will be provided by the body builder. The
    the stratosphere some 10 to 30 miles above the planet's receiver drier end of the line will have a metric quick
    surface . This precious layer of ozone filters out most of the connect fitting.
    sun's harmful ultraviolet rays. b. The suction line from the evaporator to the com-
    pressor will be provided by the body builder. The
    THE CLEAN AIR ACT AMENDMENTS compressor fitting end of the hose will have to
    OF 1990 match . This fitting is currently manufactured by
    S&H Fabricating, Walled Lake, Michigan . The line
    The most important part of the amendments to Section 609 must be equipped with a quick connect gauge
    of the Federal Clean Air Act have to do with servicing motor fitting .
    vehicle air conditioning and technician certification . The act
    states : 4. A/C Evaporator
    a. The evaporator outlet must be equipped with a suc-
    Servicing Motor Vehicle Air Conditioners - Effective tion service valve similar in arrangemenht to the
    January 1, 1992, no person repairing or servicing motor condenser discharge line.
    vehicles for consideration may perform any service on a
    motor vehicle air conditioner involving the refrigerant for GENERAL INFORMATION
    such air conditioner without properly using approved refrig-
    erant recycling equipment and no such person. may per- 1 . Dedicated equipment is required to recycle, evacuate,
    form such service unless such person has been_ properly and charge R-134A Systems . Do Not mix R-12 and
    trained and certified . R-1 34A . Contamination and damage to your coach will
    result.
    R134A REFRIGERANT
    2. It requires a different desiccant and higher system pres-
    The change to R1 34A will be effective with the 1994 model sure and more airflow across the condenser.
    chassis beginning in August 1993. The changes that are
    required to accept this new refrigerant on factory installed 3. GM approves only the following A/C hoses and tube
    components on the P30 motor home chassis will affect suppliers for our vehicles. This is based on extensive
    those components added by your coach builder to com- lab tests which include pressure and temperature
    plete the system . cycling, vibration tests, and moisture ingression testing,
    and field trials in car and truck fleets across the country.
    SYSTEM DIFFERENCES These suppliers are familiar with all the GM fitting
    designs, testing requirements, etc . Only two hoses, are
    1 . Condenser GM approved for use with R-134a . They are Parker
    a. Width and Height the same P-90 Hose and Goodyear 4680 Hose. The coupling
    suppliers are :
    b. Thickness changes from 1 .4" to 1 .85"
    APPENDIX 2-5

    S&H Fabricating 4. The A/C Compressors are shipped from the factory with
    Walled Lake, Michigan the proper oil charge for the system .
    (313) 624-1661
    5. You should expect the identical performance from your
    Fayette Tubular Products R-1 34A System as your old R-12 System .
    Fayette, Ohio
    (419) 237-2531 A/C Compressor L19 Gas #15680077 Sanden
    L65 Diesel #1136400 Harrison
    Parker Automotive Products
    Cleveland, Ohio
    (216) 531-3000
    SECTION 3-STEERING, SUSPENSION, WHEELS AND TIRES

    FRONT ALIGNMENT
    GENERAL DESCRIPTION when viewed from the front of the vehicle. When the
    wheels tilt outward at the top, the camber is said to be
    The term "front alignment" refers to the angular relation-
    positive (+). When the wheels tilt inward at the top, the
    ships between the front wheels, the front suspension at-
    camber is said to be negative (-). The amount of tilt is
    taching parts and the ground .
    measured in degrees from the vertical and this measure-
    ment is called the camber angle . (See Figure 3-1 .)
    The pointing in or "toe-in"'of the front wheels, the tilt of
    the front wheels from vertical (when viewed from the front
    of the vehicle) and the tilt of the suspension members
    from vertical (when viewed from the side of the vehicle), TOE-IN
    are all involved in front alignment. Toe-in is the turning in of the front wheels . The actual
    amount of toe-in is normally only a fraction of an inch . The
    CASTER purpose of a toe specification is to ensure parallel rolling
    Caster is the tilting of the front steering axis either forward of the front wheels . (See Figure 3-1 ;)
    or backward from the vertical (when viewed from the side
    of the vehicle) . A backward tilt is said to be positive (+) Toe-in also serves to offset the small deflections of the
    and a forward tilt is said to be negative (-). (See Figure wheel support system which occur when the vehicle is
    rolling forward. In other words, even when the wheels are
    3-1 .)
    set to toe-in slightly when the vehicle is standing still, they
    tend to roll parallel on the road when the vehicle is moving .
    CAMBER It should be noted that excessive toe-in or toe-out will
    Camber is the tilting of the front wheels from the vertical cause tire wear .

    CENTERLINE CENTERLINE CENTERLINE


    OF VEHICLE OF WHEEL OF WHEEL
    1-.,-CENTERLINE OF
    BALL JOINT AXIS
    POSITIVE CAMBER - POSITIVE CASTER -
    WHEEL TILTS OUTWARD AXIS TILTS BACK
    AT TOP AS SHOWN AT TOP AS SHOWN
    FRONT
    e NEGATIVE CAMBER - NEGATIVE
    WHEEL TILTS INWARD CASTER - AXIS
    90° AT TOP TILTS FORWARD
    AT TOP

    POSITIVE POSITIVE
    DIRECTION DIRECTION
    CAMBER ANGLE CASTER ANGLE
    FRONT VIEW SIDE VIEW

    WHEEL TOE-IN
    TOP VIEW

    Figure 3-1 - Caster, Camber and Toe-in


    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES

    MAINTENANCE AND INSPECTION CHECK RIDE HEIGHT MEASUREMENT (REFERRED


    There are several factors which can affect front alignment . TO AS EITHER DIMENSION "A" OR "BC") BETWEEN
    These factors include tire inflation pressures, the condition BRACKET AND CROSS MEMBER FLANGE . MEA-
    of wheel bearings, steering and suspension components. SUREMENT MUST BE PERPENDICULAR TO CROSS
    MEMBER FLANGE. MEASUREMENT IS "IRON TO
    They are the basis for the following checks which can
    IRON." RUBBER BUMPER IS NOT INCLUDED.
    indicate problems that should be corrected .

    1 . Check all tires for proper inflation pressures and ap-


    proximately the same tread wear.

    2. Check front wheel bearings for looseness .

    3. Check for looseness of ball joints, tie rod ends and


    steering relay rods and damper. LOWER CONTROL ARM
    4. Check for excessive run-out of wheels and tires. BRACKET

    5. Check for a difference in the ride height between right Figure 3-2 - Ride Height Measurement
    and left sides of the vehicle . (See Figure 3-2 .)

    NOTE : Excessive or unevenly distributed loads also af- 8. Check for loose control arms.
    fect ride height and alignment . This should be
    taken into consideration when making the check. 9. Check for loose or missing stabilizer bar attachments .
    Also, if the motor home is equipped with air bag
    cylinders, it is important that the cylinders be in- 10. Steering and vibration complaints are not always the
    flated to the proper pressure for the load being result of improper alignment . An additional item to be
    carried, in order to maintain adequate ride height. checked is the possibility of tire lead due to worn or
    (See Air Bag Cylinder Inspection information in improperly manufactured tires. "Lead" is the devia-
    the Suspension section of this manual .) tion of the vehicle from a straight path on a level road
    without hand pressure on the steering wheel.
    6. Check for steering gear looseness at frame. Tire balance should also be checked .

    7. Check for improperly operating shock absorbers . NOTE: Alignment should be done with the unit fully
    There may be evidence of a leaking shock(s) . loaded .

    WHEEL ALIGNMENT SPECIFICATIONS - CASTER


    DIMENSION "A"/"BC"
    (IN .) 1-1/2 1-3/4 2 2-1/4 2-1/2 2-3/4 3 3-1/4 3-1/2 3-3/4 4 4-1/4 4-1/2 4-3/4 5
    G-10, 20 3-1/2° 3-1/4° 3° 3° 2-3/4° 2-1/2° 2-1/4° 2° 2°, 1-3/4° 1-1/2°
    G-30 2-3/4° 2-1/2° 2-1/4° . 2° 1-1/2° 1° 3/4° 1/2° 1/4° 0° -1/40
    P-20, 30 3° 2-1/2° 2-1/4° 2° 1-3/4° 1-1/2° 1-1/4° 1° 1/2° 1/2° 1/4° 0°
    MOTOR HOME 5-1/2° 5-1/4° 5° 4-3/4° 4-1/2° 4° 3-3/4° 3-1/2° 3-1/4° 3° 3°
    (32)

    MODEL CAMBER TOE-IN (IN .) 1-BEAM AXLE (OPTION FS3)


    G10, 20 .5° 3/16 TOE-IN (IN .) 3/16 t 1/16
    G30 .2° 3/16
    CASTER'` +2-1/2 0 f 1/2 0
    MOTORHOME (32) 0.1 0 3/64 ± 1/64'"
    CAMBER +1-1/2° t 1/2°
    '~ Toe-in was reduced from 5/16 inch in 1985 as part KING PIN INCLINATION 70 10"
    of a GM trend reducing toe-in. If equipped with (NOT ADJUSTABLE)
    radial tires, some tire manufacturers would suggest
    toe-in specifications of 1/32 inch to 1/8 inch . Refer to Frame Angle Measurement Information in this
    NOTE: 60 minutes equal 1 degree . section of the manual for correction to caster procedure .
    Figure 3-3-Alignment Specifications
    3-2
    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES
    ALIGNMENT CHECK 4. Determine the caster setting following the procedures
    The caster, camber and toe-in specifications for both the in the appropriate shop manual .
    G- and P-Series chassis are shown in Figure 3-3 . The
    caster specifications will vary depending on the ride height 5. Compute the actual caster setting from the frame angle
    measurement shown in Figure 3-2 . This measurement is and caster measurement taken as follows :
    commonly referred to as either Dimension "A" or Dimen-
    sion "BC" depending upon your reference source . This (a) A down-in-rear frame angle must be subtracted
    dimension is also affected by rear axle imbalance of from a positive caster specification .
    weight (left to right) . See Rear Suspension section of this
    manual for further information . (b) An up-in-rear frame angle must be added to in
    the appropriate shop manual.
    Another factor which will affect the caster measurement
    (c) A down-in-rear frame angle must be added to a
    is the frame angle (Figure 3-4) . Frame angle should be negative caster . specification.
    taken into account when determining the proper caster
    setting . (d) An up-in-rear frame angle must be subtracted
    from a negative caster specification .

    LOWER BALL JOINT INSPECTION


    Lower ball joints are a loose fit when not connected to the
    steering knuckle . Wear may be checked without disas-
    sembling the ball stud, as follows :

    1 . Support weight of control arms at wheel hub and drum .

    2. Accurately measure distance between tip of ball stud


    and tip of grease fitting below ball joint.

    3. Move support to control arm to allow wheel hub and


    drum to hang free. Measure distance as in Step 2. If
    the difference in measurements exceeds 2.38 mm
    (.094 or 3/32 inch) for all models, the ball joint is worn
    and should be replaced . (See Figure 3-5 .)

    Figure 3-4 - Frame Angle Measurement

    FRAME ANGLE MEASUREMENT


    To determine the frame angle:

    1 . Park the motor home on a level surface .

    2. Place a protractor with a level gage against the bottom


    of a straight section of the frame rail near the chassis
    midpoint .

    3. Determine the angle the frame rail slopes from level.

    NOTE: Determine if the vehicle has either an up-in-rear


    measurement or a down-in-rear measurement . Figure 3-5 - Lower Ball Joint Check
    SECTION 3-STEERING, SUSPENSION, WHEELS AND TIRES

    STEERING SYSTEM
    The steering system consists of the steering linkage, steer- MAINTENANCE AND INSPECTION
    ing gear, steering pump; hoses, and the steering column
    and wheels . Vehicle direction is controlled from the steer- LUBRICATION OF STEERING LINKAGE
    ing wheel. Rotating the steering wheel rotates the input The steering linkage under normal conditions should be
    shaft (wormshaft) on the steering gear by means of a shaft lubricated with any water-resistant EP-type chassis lubri-
    in the steering column . Rotation of the wormshaft transfers cant every 7,500 miles or six months, whichever occurs
    this motion to the output shaft of the steering gear. The out- first. Lubricate every 3,000 miles or two months whichever
    put shaft of the gear controls the directional position of the occurs first when operating in dusty or muddy conditions,
    front wheels (right or left depending on input) through a or if the vehicle is used "off-road ."
    series of arms or levers referred to as the steering linkage .
    A damper incorporated into the linkage helps to control the
    road shock transmitted to the linkage from the wheels . STEERING LINKAGE, SUPPORT
    ASSEMBLIES (P-SERIES)
    The fit of the shafts in the linkage support assemblies
    (Figure 3-6) should be tight with end play not exceeding
    .003 inch . Check the end play. If the end play exceeds
    .003 inch in either assembly, adjust it to within 0 to .003
    inch . Loosen large lock nut torque cap to 25' Ibs.and then
    loosen 1/16 turn and tighten lock nut . If there is side play,
    replace the bushings (GM Part No. 266316) in the affected
    STEERING LINKAGE assembly .
    GENERAL DESCRIPTION
    The steering linkage is located forward of the front cross STEERING DAMPER CHECK
    member. The P-Series linkage is illustrated in Figure The type of steering damper shown in Figure 3-7 is non-
    3-6 . Steering effort is transmitted to left- and right-hand adjustable, nonrefillable and is not repairable. At each
    adjustable tie rods through a relay rod . The relay rod is lubrication interval, perform Check No. 1 and No . 2 on the
    connected to an idler arm on the right and to the pitman steering damper system .
    arm on the left.
    Check 1
    Check the damper attachments to be sure they are prop-
    erly and securely installed . (Tighten, if loose.) The damper
    P-SERIES assembly should be replaced if the rubber bushings are
    badly worn .
    SUPPORT ASSEMBLY
    Check 2
    Inspect the damper for evidence of fluid leakage . A light
    film of fluid is permissible on the body of the damper near
    the shaft seal. A dripping damper should be replaced .

    Check 3
    Turn the steering wheel so as to extend the piston rod
    from the damper body. If the piston rod is rusted badly,
    replace the damper. If rust is light, clean the rod . Use care
    so that the rod surface is, not damaged .

    NOTE: On vehicles left in long-term storage, the piston rod


    may become quite rusted. The rod must be
    cleaned before the vehicle is moved. Failure to
    * ADJUSTMENT:
    clean the rod will destroy the seals with the first
    End Play should be 0 to .003 inch . inward movement of the rod - making replace-
    Side-to-side clearance requires ment of the damper a certainty.
    bushing replacement (GM Part No. 266316).
    If the damper is not functioning properly, and/or is noisy,
    Figure 3-6 - Steering Linkage refer to a qualified service shop.
    SECTION 3 STEERI NG, SUSPENSION, WHEELS AND TIRES

    GM PART NO.
    79-94:22134593
    85-92 . P3 with FS3 ABSORBER ASM-IDLER
    22046454
    r
    3798007 . . . . ., . . RETAINER

    6270752 . . . . . . . . GROMMET

    9420821 . . . . . . . . 4 NUT

    9440974 . . . . . . . . NUT
    RELAY & TIE
    ROD ASSEMBLY FRAME 9436771 . . . . . . . . 6 COTTER PIN

    357545 . . . . . . . . . ARM ASSEMBLY STEERING


    IDLER & SHOCK ABSORBER

    a
    FRONT CROSS MEMBER

    TORQUE TO 45 FT. LBS . NOTE: TORQUE TO 90 IN. LBS.


    MAXIMUM TORQUE OF 60 FT. LBS.
    PERMISSIBLE TO ALIGN COTTER
    O OBTAIN TORQUE BY RUNNING
    FIRST NUT TO UNTHREADED
    PIN SLOT (1/16 TURN MAXIMUM) . DO PORTION OF SHOCK END .
    NOT BACK OFF NUT FOR COTTER TORQUE JAM NUT AFTER
    PIN INSERTION . TORQUING FIRST NUT .

    Figure 3-7 - Steering Damper

    POWER STEERING SYSTEM Conditions such as hard or loose steering, road shock or
    vibrations are not always due to the steering gear or pump,
    GENERAL DESCRIPTION but are often related instead to such factors as low tire
    The optional power-assist steering utilizes the steering pressure and front-end alignment . These factors should
    column and linkage previously described . However, the be checked and corrected before any adjustment or dis-
    steering gear is different. It combines hydraulic pressure assembly of the power steering gear or pump is
    with the mechanical force of a manual steering system to attempted .
    reduce the steering effort required. In addition to a rede-
    signed steering gear, the system requires a pump with Many factors affect power operation of the steering sys-
    pressure and return hoses connecting it to the steering tem of which the most common are :
    gear. The pump, driven by a belt from the crankshaft,
    circulates the hydraulic fluid through the steering gear. 1 . Fluid level and condition .
    Valves in the steering gear which are controlled by the
    steering wheel direct the flow of fluid as appropriate for 2. Drive belt tension .
    right or left vehicle turns.
    3. Loose component mountings.
    The steering gear is of the recirculating ball type. This
    gear provides for ease of handling by transmitting forces 4. Loose pump pulley .
    from the wormshaft to the pitman shaft through the use
    of ball bearings in the same way as the manual steering 5. Excess front axle weight .
    gear.
    These factors must be checked and corrected before mak-
    ing any further diagnosis of the steering system.
    MAINTENANCE AND INSPECTION
    Complaints of faulty steering are frequently the result of After the source of the problem has been found, determine
    problems other than the steering gear or pump. Those the cause . For example, if the oil level in the reservoir is
    areas of the steering system which can be easily checked found to be low, refill and check the entire hydraulic sys-
    and quickly corrected without disassembly and overhaul tem for oil leaks . Refilling the reservoir will not necessarily
    of any major components should be attempted first . correct the problem.
    SECTION 3 - STEERING, SUSPENSION, WHEELS AND TIRES
    HARD STEERING AT ENGINE IDLE chassis effective on V.I.N. N3310596 . Th e new
    710 gear ratio is 17.5:1 and the older 708 gear was
    The P-Series motor home power steering assist system 14:1 . The new 710 gear cannot be installed on the
    is designed for good response up to the 5,000-Ib. sus- older units due to numerous changes and
    pension capacity. Complaints of little or no steering assist
    supports .
    while at idle or with the driver's foot applying the brake
    are usually the result of the suspension being at or very
    near capacity . The reason this occurs is that the Hydro-
    Boost system has taken some power away from the steer- LEAKAGE CHECK
    ing assist system . At this point, the power steering assist If you suspect leakage in the power steering system, fol-
    system is at borderline capacity. low the guidelines listed below. In some cases you will
    be able to locate the leak easily, but seepage leaks may
    This situation can be corrected by removing the pressure be more difficult .
    on the brake. This will return the necessary pressure to
    the steering assist system allowing proper power steering 1 . With the vehicle's engine off, wipe the complete power
    assistance. Also, if additional weight were added to the steering system dry (gear, pump, hoses, and
    front axle there would be a momentary system stall re- connections) .
    quiring slight movement of the vehicle in order to "feel"
    the power steering assist system operating . GM cannot 2. Check oil level in pump's reservoir and adjust as
    endorse overloading . To avoid problems concerning over- required.
    loading, move some load rearward to remove some of the
    weight from the front axle. Axle weight should never ex-
    ceed tire or axle capacity. Refer to the proper shop manual 3. Start engine and turn steering wheel from stop to stop
    for the power steering pump pressure checking several times. Do not hold in corner for any length of
    time as this can damage the power steering pump. It
    procedures.
    is easier if someone else operates the steering wheel
    NOTE : Typical P-Series - Commercial power steering while you search for the seepage .
    pump pressure is 1,200-1,300 PSI. Typical
    P-Series - Motor home power steering pump 4. Find the exact area of leakage . Potential leak points
    pressure is 1,350-1,450 PSI. are shown in Figure 3-8 .
    In order to improve static steer effort on the P30 Some leaks can be corrected easily . (See Quick Fixes) .
    (motor home chassis, the steering gear has been Refer the problem of more extensive leaks to a qualified
    changed on all 14,500) - 14,800-16,000 GVW serviceman for repair .

    Figure 3-8 - Power Steering Pump Gear Box Leak Points


    SECTION 3 - STEERING, SUSPENSION, WHEELS AND TIRES
    QUICK FIXES NOTE: Noise in the power steering system on the 14,500
    The purpose of this section is to acquaint you with the and 14,800 Ib GVW chassis may be the result of
    types of leakage that can be repaired very easily . It con- air in the system . Air in some cases may be
    tains information on reservoir oil level, the hoses and the trapped at the high point in the steering line from
    hose connections . the reservoir to the steering pump. The air being
    trapped in this line is the result of line routing in
    An overfilled pump reservoir can be a cause for leakage relationship to the pump reservoir . Correct this
    complaint . The oil in the steering system expands as condition by raising the reservoir 4 inches upward
    heated during normal usage . If overfilled, the excess is from the present location on the dash and toe
    forced through the breather cap hole and may be sprayed panel - see Figure 3-9 . This will route the hoses
    over the engine by air blast. Operate the engine and steer- above the steering pump and eliminate the high
    ing system until normal operating temperature is obtained . point where air is being trapped . The above was a
    Remove the reservoir cap and check the graduated level production change in November 1992 beginning
    on the dipstick. Adjust the oil level as required . with V.I.N. 306209 .
    NOTE: See page 6 Bulletin 90-391-5 Automatic Park
    Seepage at the hose connections can be a cause for
    leakage complaint and can be due to loose connection System .
    nuts. If leakage is observed at the hose connections, and
    the nut is not cross threaded, tighten the nuts at the gear
    CAUTION : Automatic transmission fluid should never
    to 30 ft. lbs . of torque . be used in the power steering system if the unit is
    equipped with option F44 -Automatic Park Brake
    The nut at the power steering pump should be tightened System on the 16000#chassis .
    to 40 ft. lbs. of torque . If tightening to this torque does not
    stop the leak, refer to the appropriate shop manual . If
    either the return hose or pressure hose leaks, replace the NOTE: Contamination in the power steering system
    hose. (metal flakes) can be removed by installing an
    A/C filter #25010169 AC-PF 883 in the power
    After the source of a leak has been found and corrected, steering return line. The filter element should
    refill the system with GM Power Steering Fluid (GM Part be checked to insure filter doesn't restrict the
    No. 1050017 - quart size) or equivalent. Avoid the use flow of returning fluid .
    of automatic transmission fluid in the power steering sys-
    tem since it does not contain the additives necessary for
    good seal life. In an emergency situation, automatic trans- Component Replacement
    mission fluid can be used to "get home." However, it Lip seals, which seal rotating shafts, require special treat-
    should be replaced with power steering fluid as. soon as ment. This type of seal is used on the steering gear at
    is practical . the .pitman shaft, at the stud shaft, and on the drive shaft
    of the pump. When leakage occurs in one of these areas,
    refer the problem to a qualified serviceman for repair.

    PUMP BELT TENSION ADJUSTMENT


    1 . Loosen pivot bolt and pump brace adjusting nuts as
    required .

    NOTE: Do not move pump by prying against reservoir or


    by pulling on filler neck, or damage to the pump
    could occur.

    2. Move pump, with belt in place until belt is tensioned


    to the specifications . (See Appendix A - Drive Belts
    and Tension Specifications at the back of this manual .)

    3. Tighten the pump brace adjusting nut . Then tighten the


    pivot bolt nuts.

    4. Recheck the pump belt tension . Adjust as necessary.

    Figure 3-9 - Power Steering Reservoir

    3-7
    SECTION 3-STEERING, SUSPENSION, WHEELS AND TIRES

    SUSPENSION SYSTEM
    The function of the suspension system is to support the MAINTENANCE AND INSPECTION
    vehicle body and chassis over the tires and wheels, and The front suspension must be lubricated periodically in
    to absorb and cushion road shock. The springs in the accordance with the Maintenance Schedule . Grease fit-
    suspension cushion the ride while the shock absorbers tings are indicated in the Lubrication section of this
    dampen or control the excess motion (up-and-down manual .
    bounce) caused by variations in the road surface . The
    designs of the front and rear suspensions are different, When the suspension is being lubricated, the components
    but their function is the same. should also be checked for obvious signs of damage or
    wear. Leakage from the shock absorbers may indicate a
    FRONT SUSPENSION need for replacement .
    GENERAL DESCRIPTION
    WHEEL BEARING LUBRICATION
    The G- and P-Series vehicles incorporate an independent
    coil spring front suspension system, as shown in Figure As a part of normal service, the front wheel bearings
    3-10. The control arms are of unequal length (S.L.A. should be removed, cleaned, inspected and lubricated
    Type) . each 12,000 miles . Repack the wheel bearings with high-
    temperature melting grease - approximately 500°F (GM
    This suspension system consists of upper and lower con- Part No. 1051344 or equivalent) . Refer to the appropriate
    trol arms pivoting on steel threaded or rubber bushings Chevrolet Light-Duty Truck Shop Manual for the
    on upper and lower control arm shafts . The lower control procedure .
    arms are attached to the cross member. The upper control
    arms are attached to a frame bracket . These control arms WHEEL BEARING ADJUSTMENT CHECK
    are connected to the steering knuckle through pivoting
    NOTE: Tapered roller bearings are used on all series
    ball joints.
    vehicles and they have a slightly loose feel when
    properly adjusted. A design feature of front-wheel
    A coil spring is located between the lower control arm and
    tapered roller bearings is that they must NEVER
    a formed seat in the suspension cross member, thus the
    be preloaded . Damage can result by the steady
    lower control arm is the load-carrying member. Double- thrust on roller ends which comes from
    acting shock absorbers are also attached to the lower preloading .
    control arms and connect with the frame to the rear on
    the upper end . The front wheel bearings are tapered roller
    type and are used on all models . 1 . Raise the vehicle and support it at the front lower con-
    trol arm .
    Some P-Series motor homes may be equipped with air
    bag cylinders to increase the load-carrying capacity of the
    2 . Spin the wheel to check for any unusual noise or
    front suspension . These cylinders are positioned in the
    center of the coil springs . roughness.

    3. If the bearings are noisy, tight, or excessively loose,


    they should be removed, cleaned, inspected and lu-
    bricated prior to adjustment. If it is necessary to inspect
    bearings, refer to the appropriate Chevrolet Light-Duty
    Truck Shop Manual .
    FRONT
    SUSPENSION To check for tight or loose bearings, grip the tire at the
    UNIT top and bottom and move the wheel assembly in and out
    on the spindle . Measure movement of hub assembly, if
    movement is less than .001 inch or greater than .005 inch,
    adjust bearings per the following adjustment procedure .

    LOWER WHEEL BEARING ADJUSTMENT


    CONTROL 1 . Remove the hub cap or wheel disc from the wheel .
    ARMS
    CONTROL ARM SHAFTS 2. Remove the dust cap from the hub .
    Figure 3-10 - Independent Front Suspension - 3. Remove the cotter pin from the spindle and spindle
    Typical nut .

    3-8
    SECTION 3 - STEERING, SUSPENSION, WHEELS AND TIRES
    4. Tighten the spindle nut to 12 ft. lbs . while turning the 11 . Lower the vehicle to the ground .
    wheel assembly forward by hand to fully seat the
    bearings. This will remove any grease which could 12. Perform the same operation for each front wheel.
    cause excessive wheel bearing play later. Refer to
    Figure 3-11 .
    AIR BAG CYLINDER INSPECTION
    5. Back off the nut to the "just loose" position. The air bag cylinders should be inspected periodically for
    signs of deterioration or damage. Air bag leaks can easily
    6. Hand tighten the spindle nut. Loosen the spindle nut be checked on the vehicle . Inflate with a small amount of
    until either hole in the spindle lines up with a slot in air conditioning freon No . 12 then locate the leak using
    the nut, (not more than 1/2 flat) . an air conditioning leak detector. To check for possible
    leaks with the air bag removed from the vehicle, submerge
    7. Install the new cotter pin. Bend the ends of the cotter the air bag in water and check for bubbles . (Replace with
    pin against the nut . Cut off the extra length to ensure GM Part No. 367762.) Inflation pressures should be main-
    that the ends will not interfere with the dust cap. tained at 10 PSI minimum to avoid chafing . Under load,
    40-50 PSI is recommended for a 4,300-Ib . suspension, 50
    8. Measure the looseness in the hub assembly . There PSI for a 5,000-lb . suspension . 70 PSI is required on the
    will be from .001 to .005 inch end play when properly 5,300-Ib suspension . 80-90 PSI is recommended for the
    adjusted . F44 5,500-Ib . optional 16,000-Ib . suspension. This unit
    uses an Airlift HD bag Part No. 15631881 . Vendor #40-571
    9. Install the dust cap on the hub .
    NOTE: Air bags are currently used on nearly all motor
    10. Replace the wheel cover or hub cap . homes and are proposed for use on some G-
    Series (cut-away) models for 1988-89 .

    SERVICE TIP - (For units that appear somewhat low in


    front due to operating at near front suspension capacity.)

    1 . Jack up the motor home by the middle of the front


    3. BACK OFF NUT
    UNTIL JUST cross member and allow the wheels to hang .
    LOOSE POSITION .
    2. Remove the air from the air bag and reinflate the air
    bag to the proper pressure .

    2 . TIGHTEN' THE NUT - 3. Lower the unit and bleed off air (as necessary) to main-
    TO 12 FT. LBS . FULLY tain proper air bag pressure .
    SEAT BEARINGS
    - THIS OVERCOMES
    ANY BURRS ON This may provide some ride height improvement as the
    THREADS ./ air bag tends to stretch lengthwise slightly with this
    procedure .

    VEHICLE RIDE HEIGHT - FRONT COIL


    SPRING/AIR BAG REPLACEMENT
    The motor home owner should be cautioned in the use
    of some after-market front coil springs currently available .
    Some after-market front coil springs are merchandised as
    a method to increase ride height for the motor home. To
    obtain this additional ride height, manufacturers have in-
    creased the diameter of the wire slightly and added one
    extra coil. However, use of these after-market springs
    5 . LOOSEN NUT UNTIL EITHER HOLE IN THE SPINDLE should be considered very risky for the motor home owner.
    LINES UP WITH A SLOT IN THE NUT - THEN INSERT
    COTTER PIN . GM recommends the use of only factory-approved re-
    NOTE : BEND ENDS OF COTTER PIN AGAINST NUT. CUT placement parts for this "safety-sensitive" area of the ve-
    OFF EXTRA LENGTH TO PREVENT INTERFERENCE hicle. Some after-market coils are physically too large for
    WITH DUST CAP the normally designed working area of the front coil spring
    6 . WHEN THE BEARING IS PROPERLY ADJUSTED THERE as the wheel goes through its ride travel. On crush, these
    WILL BE FROM .001- .005 INCH END-PLAY after-market springs can create a metal-to-metal "coil-
    (LOOSENESS) . bound" condition before the ride stops come into play.
    (The damage created by using a metal-to- metal solid coil
    Figure 3-11 - Wheel Bearing Adjustment can be compared to installing a piece of well casing in

    3-9
    SECTION 3 STEERING, SUSPENSIO N, WHEELS AND TIRES
    place of a spring, then raising the vehicle in the air and The importance of a near equal Rear Axle-to-Frame/Side-
    dropping the vehicle to the ground.) The force of this to-Side Measurement cannot be overstressed . This near
    metal-to-metal "coil-bound" condition is transferred di- equal measurement has a direct effect on desirable ve-
    rectly into the potential destruction of the lower ball joints hicle handling and on the front-end alignment "A or BC"
    or broken lower control arms. The addition of a spring dimension (with independent suspension) . Generally, a
    shim (donut-type spacer) has a similar effect of promoting near equal "D" dimension (see Figure 3-12) at the rear
    a "coil-bound" condition . axle is needed in order to obtain an acceptable front-end
    alignment .
    Complaints of air bag failures are also the result of these
    after-market front coil springs . The springs have a tend- However, the motor home owner should be cautioned in
    ency to "pinch" the air bag between the coils on crush. the use of certain after-market suspension devices . These
    devices are merchandised as leveling devices to raise the
    Front coil springs should ONLY be replaced by a qualified "sagging" rear of the vehicle which may be caused by an
    service shop. Access to the front coil spring and the air overload situation or a weight distribution problem . Some
    bag is gained by lowering the lower control arm . of these after-market leveling devices severely limit the
    wheel travel that was designed into the GM chassis .
    CAUTION : USE ONLY GM APPROVED REPLACE-
    MENT PARTS FOR THIS SAFETY-SENSITIVE AREA The following case study is presented as an aid to the mo-
    OF THE VEHICLE . tor home owner in identifying potentially dangerous after-
    1984 to Current . . . . . . . . . . . . . . . . . . GM Part No. 14054345 market vehicle leveling devices .
    Prior to 1984 . . . . . . . . . . . . . . . . . . . . . . . . GM Part No. 472222
    GM CASE STUDY: A motor home was loaded to a max-
    NOTE : 1984 to current front springs (GM Part No . imum GVW, both front and rear. Sufficient air was applied
    14054345) can be used for 1983 and prior years to a typical after-market leveling device to establish a
    that require front spring GM Part No. 472222 . "dead-level" frame. In this case study, wheel travel was
    This will raise the front of the vehicle 3/8 inch to limited to 3/4 inch before the after-market device "went
    1/2 inch measured at the "A/BC" measurement solid metal-to-metal" between the rear axle and the frame.
    location shown in Figure A3-2-1 . Study Figure This severe limitation on wheel travel promoted a "crash-
    A3-2-1 at the back of this section of the manual through situation" on even the slightest bump. The force
    to determine if the useful life of the front coil from this "crash-through situation" was transmitted into
    springs is exhausted and replacement of the front the vehicle frame, rear axle and the coach itself . GM has
    coil springs is necessary. determined that these types of after-market leveling de-
    vices can be very damaging to the motor home and also
    can affect vehicle handling and are therefore potentially
    SHOCK ABSORBER DIAGNOSIS very dangerous .
    (Follow the Procedures Outlined Below in the Order If vehicle weights cannot be shifted due to vehicle build,
    Indicated .) consideration should be given to adding spring leaves or
    spacer blocks .
    Inspection and Ride Test :
    TIRE PRESSURE-Check the tire pressure and compare
    it to the recommended specification on the GVW label in
    the motor home . Adjust the pressure to specification as
    required. Poor vehicle control and ride complaint are
    caused in many cases by improper tire inflation .

    SPECIAL SUSPENSION EQUIPMENT - Check the


    Service Parts Identification Sticker for any special sus-
    pension equipment, such as a heavy-duty suspension.
    Vehicles equipped with this type of option have a some-
    what stiffer or harsh ride, and this should be kept in mind.
    Stiffness may occur while vehicle is still new (under 5,000
    miles) . The ride should improve somewhat after 7,000 to
    8,000 miles .

    VEHICLE LOAD CONDITIONS - Unusual load condi-


    tions can affect the ride and handling of the vehicle . If
    unusual loading is apparent, check the distribution of this
    weight . Note if it is all toward one side of the vehicle or
    at the extreme rear of the vehicle . Reposition load as Fioure 3-12 - Rear Axle-to-Frame/Side-to-Side
    required to obtain a more uniform weight distribution . Measurement
    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES
    If the vehicle is within the rear spring rating but heavier ment. With most motor homes, you can add a spacer block
    on one side (tending to lean toward the generator or some of approximately 3/4 inch without replacement of the
    other heavy appliance), you might consider adding a U-bolts. A minimum of 2 full threads on the U-bolt must
    spacer block of sufficient thickness to equalize the left/ extend thru the nut .
    right axle-to-frame measurement . Spacer blocks are not
    sold as GM parts but are fabricated at local machine CAUTION : AS THE BACK OF THE VEHICLE IS
    shops . Installation of a spacer block and/or spring leaf is RAISED, THE REAR HYDRAULIC FLEXIBLE BRAKE
    not covered by the GM warranty. The following information HOSE (RUNNING FROM FRAME MIDPOINT TO THE
    is provided as an aid to the motor home owner for loading AXLE) IS EFFECTIVELY SHORTENED . DAMAGE CAN
    situations. RESULT TO THE REAR HOSE WHEN THE AXLE
    DROPS AWAY FROM THE VEHICLE TO THE LOWER
    NOTE : The addition of a spacer block can actually im- END OF THE WHEEL TRAVEL (WHEN THE VEHICLE
    prove overall ride quality while the addition of a ENCOUNTERS A CHUCK HOLE) . CHECK TO MAKE
    spring leaf tends to reduce the ride quality of the SURE THAT THE REAR HOSE IS LONG ENOUGH TO
    vehicle . AVOID DAMAGE IN SUCH A SITUATION . IF THERE IS
    ANY DOUBT, REPLACE THE REAR HOSE WITH A
    Spacer blocks can be added to either side or both sides LONGER HOSE AND THEN BLEED THE BRAKES .
    of the vehicle and of different thickness to equalize or DRIVE LINE ANGLE MAY ALSO BE AFFECTED .
    "open up" the "D" dimension shown in Figure 3-12 .
    The spacer block has a 3/4-inch hole drilled in the center.
    Spacer blocks are generally 21 /2 inches wide by 6 inches
    long and are installed between the spring pack and spring A slip-fit dowel, as long as the thickness of the spacer
    seat. (See Figure 3-13.) The thickness of the spacer block block, is inserted into the hole of the block. The center
    bolt head of the spring pushes the dowel down into the
    (to equalize left/right side dimensions) is determined by
    pocket in the spring seat and extends into the axle housing
    measuring the "D" dimension on each side and then sub-
    tracting one side's dimension from the other. The result seat hole, as shown in Figure 3-14.
    is the thickness of the spacer block required for the low
    side of the vehicle .
    Raising the back of the vehicle is generally trial and error .
    This is accomplished by driving the vehicle over stacked
    pieces of plywood 1/2 inch to 1 inch thick (in a level area)
    and checking that the side trim of the vehicle is level with
    each height increase . When the side trim is level and eye
    appealing to the owner, measure the height of the pieces
    of wood and add spacer blocks to equal that measure-

    3/4" HOLE
    AND SLIP-FIT
    DOWEL

    DOWEL EXTENDED
    INTO AXLE HOUSING
    SEAT HOLE

    Figure 3-14 - Spacer Block Positioning

    NOTE: There are several different spring center bolt head


    sizes available . The P-Series motor home chas-
    sis requires a 3/4-inch spring center bolt head
    size.

    SPACER BLOCK
    EQUALS THE VEHICLE RIDE AND HANDLING CHECK - After com-
    LENGTH AND pleting the previous checks, drive the vehicle to determine
    WIDTH OF SPRING if the problem has been corrected or to definitely establish
    the type of problem that still exists. If the problem still
    SEAT ON AXLE HOUSING
    exists (poor handling, bottoming, noise, ride sway, etc .),
    the shock absorbers may be the cause . Refer to the ap-
    propriate Chevrolet Light-Duty Truck Shop Manual for
    Figure 3-13 - Spacer Block more extensive test procedures.

    3-1 1
    SECTION 3 STEERING, SUSPENSION, WHEELS AN D TIRES
    REAR SUSPENSION
    GENERAL DESCRIPTION
    Both the G- and P-Series vehicles use a leaf spring/solid
    rear axle suspension system .
    NOTE: 1993 SOP the 14,500-14,800-16,000# units are
    equipped with the new taper leaf spring .
    The rear axle assembly is attached to multi-leaf springs
    by U-bolts . The spring front eyes are attached to the frame
    at the front hangers, through rubber bushings. The rear
    ends of the springs are attached to the frame by the use
    of shackles which allow the spring to "change its length"
    while the vehicle is in motion . Control arms are not re-
    quired with leaf springs . (See Figure 3-15.)
    Ride control is provided by two identical direct double-
    acting shock absorbers angle-mounted between the
    frame and brackets attached to the axle tubes . Figure 3-15 - Rear Spring Installation -
    On G-Series vehicles, the shock absorbers are mounted G-Series -- Typical
    to the front of the axle on the right side, and to the rear
    of the axle on the left side. For P-Series vehicles, both
    right and left shock absorbers are mounted to the front of
    the axle. The U-bolts attaching the rear axle to the leaf springs
    should be checked and retightened to the specified torque
    MAINTENANCE AND INSPECTION after the first 500 miles of vehicle operation . Recheck the
    Since the rear springs and shock absorbers use rubber U-bolt torque each 10,000 miles thereafter . Torque spec-
    bushings in the mounts, no lubrication is required . How- ifications are listed in the chart which follows :
    ever, inspect the suspension periodically for worn or dam-
    aged components such as weak or broken spring leaves, U-BOLT TORQUES- REAR
    leaking shock absorbers, and loose or broken mounting
    bolts, etc . Check for uniformity of ride height between right Model Bolt Diameter Torque
    and left sides . Replace any worn or damaged parts .
    G-10,20 . 9/16 in. 115-130 ft. lbs .
    Rear shock absorbers should be inspected and their op- G/P-20,30 5/8 in. 125-175 ft. lbs.
    eration checked following the same procedures for shock P-30 3/4 in. 200 ft. lbs .
    absorbers listed in this section under Front Suspension .

    Rear shock frame brackets can be purchased


    separately if damaged or broken . Item No. 2.

    1985-92 178" W13 L.H. No. 15638125


    1988-92 208" WB R.H. No. 15638126

    19

    3-1 2
    SECTION 3-STEERING, SUSPENSION, WHEELS AND TIRES

    WHEELS AND TIRES


    Use the proper size torque wrench when installing wheels . INFLATION PRESSURE
    Hand tightening without a torque wrench or the use of a The maximum cold inflation pressures for the factory-
    power impact tool can result in installation torques which installed tires are listed on the Certification Label. (See
    are too high or too low. It will help prevent loosening, of Figure 3-16.) Tires must be inflated to these pressures
    the wheel stud nuts and excessive stress placed on the when the Gross Vehicle Weight Rating (GVWR) or a
    stud bolts . Gross Axle Weight Rating (GAWK) is reached . For partial
    or uneven load distributions (front to rear), proper tire
    inflation pressure can be determined from the procedure
    GENERAL DESCRIPTION under Determining Wheel/Tire Loads in this section . Im-
    proper tire inflation pressures for the load the vehicle is
    The factory-installed tires and wheels are designed to carrying can adversely affect tire life and vehicle
    operate satisfactorily with loads up to and including the performance.
    full rated load capacity when inflated to the recommended
    inflation pressures .

    Correct tire pressures and driving techniques have an


    important influence on tire life . Heavy cornering, exces-
    sively rapid acceleration, and unnecessarily sharp braking
    increase tire wear.

    MAINTENANCE AND INSPECTION


    TIRE INSPECTION AND ROTATION Figure 3-16 -Certification Label
    Front and rear tires-perform different jobs and can wear
    differently depending on the type of roads driven, individ- For improved ride comfort in vehicles rated at 8,600 lbs.
    ual driving habits, etc . To obtain maximum tire life, tires GVWR, it is permissible to use the lower tire pressure
    should be inspected at intervals shown in the Maintenance values shown on the label located on the rear edge of the
    Schedule . For the longest tire life, anytime irregular wear driver's door provided there is a maximum of 200 lbs .
    is noticed, the tires should be inspected and rotated and cargo, no slide-in camper, and there are three or fewer
    the cause of the uneven wear corrected . Be certain to occupants . The lower GVWR and GAWR (rear) reflect the
    check wheel nut tightness (using a torque wrench) and to maximum load-carrying capacity of the tires at lower
    adjust the tire pressures, front and rear, after rotation to pressure .
    agree with the recommended pressures . Recheck the
    torque (Figure 3-18) at 100 and 1,000 miles of operation
    after wheel installation, then, once every 6,000 miles
    thereafter . ' Too low an air pressure can result in tire overloading,
    abnormal tire wear, adverse vehicle handling, and re-
    The outer tire on a dual wheel will skid or drag on a turn. duced fuel economy . The tire flexes more and can build
    because of the difference in the turning radii of the inner up excessive heat, weakening the tire and increasing sus-
    and outer tires . This results in faster wear of the outer tire. ceptibility to damage or failure . Too high an air pressure
    In general, the tire with the largest diameter or least wear can result in abnormal wear, harsh vehicle ride, and in-
    should be positioned at the outside of each dual wheel. creased susceptibility to damage from road hazards.
    In addition, when vehicles are operated continuously on Lower inflation pressures should be used only with re-
    high-crown roads an increase in air pressure of from 5 to duced vehicle loads and the rear tire pressure should be
    10 PSI in the outside tire of each dual produces maximum equal to or greater than the front pressure on single wheel
    tire life. application . After determining the load on each tire by
    weighing the vehicle on a scale, the correct cold inflation
    The "X Method" of rotation is recommended with ra- pressures for the actual tire loads can be obtained from
    dial tires. Due to their design, radial tires tend to wear the Tire/Wheel Load and Inflation Pressure Charts shown
    faster in the shoulder area particularly in the front posi- in Figure 3-17. Refer to the owner's and driver's manual
    tions . This makes regular rotation especially necessary . for additional information on inflation pressure.

    With dual wheel installations, it is recommended that the


    circumference of each tire to be installed on the rear axle DETERMINING WHEEL/TIRE LOADS
    be measured with a steel tape. If all tires do not measure To determine the load carried by each wheel and tire,
    the same, the two larger tires should be installed on one weigh the motor home in two stages . First, position the
    side and the two smaller tires on the opposite side. vehicle with the front wheels on the scale, and take a

    3- 1 3
    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES
    weight reading . Divide this reading by two to determine rected . Because of the specialized equipment required,
    the load carried by each tire/wheel . Next, position the wheel and tire balancing should be performed by a qual-
    vehicle with the rear wheels on the scale, and take the ified service shop.
    second weight reading . Divide this reading by two (single TIRE REPLACEMENT
    rear wheels) or four (dual rear wheels) to determine the When replacing tires, be sure to consult your owner's and
    tire/wheel loads . Then, inflate tires to the proper pressure driver's manual for information regarding the proper tire
    as determined by load. (See Figure 3-17.) selection . Use of the incorrect size or type of tire may
    affect load-carrying capacity, ride, handling, speedo-
    WHEEL AND TIRE BALANCING meter/odometer calibration, vehicle ground clearance,
    It is desirable from the standpoints of tire wear, vehicle and tire clearance to the body and chassis . If replacing
    ride and handling ease to maintain proper balance of only a single tire, it should be paired on the same axle
    wheel and tire assemblies on all models . This may be with the least worn tire of the others.
    accomplished by either of the two types of balancing sys-
    tems in current use which balance wheels either on the CAUTION : DO NOT MIX DIFFERENT TYPES OF TIRES
    vehicle or off . The "on the vehicle" type, however, is the ON THE SAME VEHICLE SUCH AS RADIAL, BIAS, AND
    more desirable in that all rolling components (brake BIAS-BELTED TIRES EXCEPT IN EMERGENCIES, BE-
    drums, bearings, seals, etc.) are included in the balancing CAUSE VEHICLE HANDLING MAY BE SERIOUSLY AF-
    procedure and thereby have any existing unbalance cor- FECTED AND MAY RESULT IN LOSS OF-CONTROL.

    G-SERIES
    (TIRE AND WHEEL LOAD LIMITS ARE SHOWN BELOW. VEHICLE LOADING MUST BE LIMITED SUCH THAT
    NEITHER THE WHEEL LOAD LIMITS NOR TIRE INFLATION ARE EXCEEDED .)
    TIRE SIZE AND LOAD LIMITS -LBS.

    TIRE TIRE REV. LOAD ~ INFLATION PRESSURE - PSI


    SIZE PER MILE RANGE 30 35 40 45 50 55 60 65 70 75 80
    BIAS TIRES USED AS SINGLES
    8.00-16.5 734 C 1360 1490 1610 1730
    8.00-16.5 734 D 1360 1490 1610 1730 1840 1945 2045
    8.75-16.5 712 D 1570 1720 1850 1990 2110 2240 2350
    8.75-16.5 712 E 1570 1720 1850 1990 2110 2240 2350 2470 2570 2680
    BIAS TIRES USED AS DUALS
    8.00-16.5 734 C 1195 1310 1415 1520
    8.00-16.5 734 D 1195 1310 1415 1520 1620 1710 1800
    RADIAL TIRES USED AS DUALS
    8.75R16 .5 712 E 1570 1720 1850 1990 2110 2240 2350 2470 2570 2680

    *`NOTE: Wheel code is located on the wheel just to the right of the valve stem hole.
    G-SERIES
    WHEEL CODE AND LIMITS

    MAX. MAX. MAX.


    WHEEL WHEEL MAX. LOAD PRESSURE
    CODE , LOAD PRESSURE CODE
    SIZE SIZE LBS .
    LBS . PSI PSI

    BR 15x7 JJ 1690 40 YD 16.5x6 2680 85


    CD 15x6.5 JJ 1690 40 YH 16.5x6 2680 85
    XH 15x6 JJ 1585 40 YJ 16.5x6.75 2680 85
    XW 15x6 JJ 1910 70 NO CODE 15x6 .5 JJ 1690 40

    Figure 3-17-Tire/Wheel Load and Inflation Pressure Charts


    3-1 4
    SECTION 3 - STEERING, SUSPENSION, WHEELS AND TIRES
    P-SERIES

    (TIRE AND WHEEL LOAD LIMITS ARE SHOWN BELOW, VEHICLE LOADING MUST BE LIMITED
    SUCH THAT NEITHER THE WHEEL LOAD LIMITS NOR TIRE INFLATION PRESSURE ARE EXCEEDED .)

    RADIAL TIRE SIZE AND LOAD LIMITS - LBS .

    F
    TIRE REV. LOAD INFLATION PRESSURE - PSI
    TIRE SIZE
    PER MILE RANGE 35 45 50 60 65 75 80
    FRONT METRIC RADIAL TIRES USED AS SINGLES
    LT215/85R16 682 C 1495 1785 1940
    LT215/85R16 682 D 1495 1785 1940 2180 2335
    LT235/85R16 653 D 1700 2030 2205 26 23
    LT235/85R16 653 E 1700 2030 2205 2485 2623 2905 3042
    REAR METRIC RADIAL TIRES USED AS DUALS
    LT215/851316 682 C 1360 1625 1765
    LT215/85R16 682 D 1360 1625 1765 1985 2150

    TIRE REV. LOAD INFLATION PRESSURE - PSI


    TIRE SIZE PER MILE RANGE 55 60 65 70
    FRONT METRIC RADIAL TIRES USED AS SINGLES (MICHELIN)
    8R19 .5 617 D 2355 2517 2682 2800
    REAR METRIC RADIAL TIRES USED AS DUALS (MICHELIN)
    8R19 .5 617 D 2287 2442 2597 2700

    BIAS TIRE SIZE AND LOAD LIMITS - LBS.

    TIRE REV. LOAD INFLATION PRESSURE - PSI


    TIRE SIZE PER MILE RANGE 30 35 40 45 50 55 60 65 70 75 90
    FRONT -BIAS TIRES USED AS SINGLES
    7 .50-16 652 C 1620 1770 1930 2060
    7 .50-16 652 D 1620 1770 1930 2060 2190 2310 2440
    7 .50-16 652 E 1620 1770 1930 2060 2190 2310 2440 2560 2670 2780
    8-19 .5 613 D 2270 2410 2540 2680 2800 3170
    8-19.5 613 E 3170
    REAR BIAS TIRES USED AS DUALS
    7 .50-16 652 C 1430 1565 1690 1815
    7 .50-16 652 D 1430 565 1690 1815 1930 2040 2140
    7 .50-16 652 E 2245 2345 2440
    8-19 .5 613 D 2230 2350 2460
    8-19 .5 613 E 2230 2350 2460 2570 2680

    WHEEL;CODE AND LIMITS

    CODE WHEEL MAX. WHEEL MAX.


    SIZE LOAD CODE LOAD
    LBS. PRESSURE PSI SIZE LBS . PRESSURE PSI

    AF or AR 16x6K 2440 80 ZY 19 .5x6 2540 80


    ZT 19 .5x6 2780 95

    Figure 3-17 - Tire/Wheel Load and Inflation Pressure Charts (Continued) See Owners Manual

    3-15
    SECTION 3 - STEERING, SUSPENSION, WHEELS AND TIRES
    RADIAL TIRES USED AS SINGLES
    INFLATION PRESSURE - PSI
    TIRE SIZE TIRE REV. LOAD
    PER MILE RANGE 35 40 45 50 55 60 65
    7.501316 654 D 1620 1770 1930 2060 2190 2310 2440
    DUAL
    7.501316 654 D 1430 1565 1690 - 1815 1930 20 4 0 I 2140

    SINGLES

    TIRE REV. LOAD INFLATION PRESSURE - PSI


    TIRE SIZE PER MILE RANGE 55 60 65 70 75 80 85
    225/701319.5 646 F 2475 2650 2835 3040 3220 3405 3640
    DUAL
    225/701119.5 646 F 2377 2557 2755 2862 2970 3185 3415

    Two wheels are used on the assembly line that turns out the GM P-32 motorhome chassis. Chassis with gross vehicle
    weight ratings (GVWR) of 10,500 pounds to 12,300 pounds use a 19.5 x 6, 8-hole wheel with a 6.5-inch bolt circle -
    part number 15963341 . Chassis with a GVWR of 14,500 pounds to 16,000 pounds use a 19.5 x 6, 10-hole wheel with
    a 7.25-inch bolt circle - part number 14005758.
    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES
    CAUTION : USE A TORQUE WRENCH TO TIGHTEN TYPICAL WHEEL AND STUD BOLT
    LUG NUTS. TIGHTENING BY HAND OR WITH AN IM- FAILURES
    PACT WRENCH IS NOT RECOMMENDED . TORQUE
    SPECIFICATIONS LISTED ARE FOR DRY THREADS Worn/Broken Stud Bolts
    WITHOUT LUBRICATION . UNDER CONDITIONS OF Stripped threads on the stud bolts may be the result of
    ABNORMAL CORROSION, A MODEST AMOUNT OF excessive torquing of the studs (Figure 3-19) or may be
    LUBRICANT ON THE FIRST THREE THREADS OF THE the result of damage during wheel installation (when plac-
    WHEEL STUDS SHOULD ALLEVIATE ANY DIFFICUL- ing the wheel over the studs) .
    TIES. DO NOT USE PENETRATING OIL . DO NOT AP-
    PLY LUBRICANT TO THE BALL SEATS OF THE
    WHEELS OR TO THE BALL FACES OF CAP NUTS.

    SERIES DESCRIPTION TORQUE


    (FT. LBS.)
    G20 1/2 In . Bolts (5) 75-100
    G-30,
    P-20, 30 9/16 In . Bolts (8) 90-120 Figure 3-19- Stripped/Broken Wheel Stud Bolts
    Single Wheels
    9/16 In . Bolts (8) 140 Broken studs are a direct result of operating with loose
    G-, P-30
    Heavy Duty cap nuts or improperly seated wheels.
    Dual Wheels 180
    5/8 In. Bolts (10)
    Worn/Cracked Wheels
    Figure 3-18 - Wheel Nut Tightening Sequence and Worn wheel stud holes will usually be accompanied by
    Torque Specifications evidence of a bright, worn surface on the wheel face. This
    condition indicates that loose wheels were working
    against each other . As shown in Figure 3-20, the stud
    holes are out of shape and a build-up of metal occurs
    WHEEL STUD BOLT REPLACEMENT around them. This condition requires that the wheels be
    When one wheel stud bolt is broken on axles using five- replaced .
    to nine-bolt wheels, all stud bolts should be replaced .
    When one stud bolt is broken on an axle using ten-bolt NOTE : Firestone Steel products are now Accuride
    wheels, the broken bolt, plus the adjacent bolt on each Wheels Henderson Kentucky P.O. BOX 40 ZIP
    side should be replaced . The additional stress placed on 42420-0040 PH 502 826-5000 .
    bolts adjacent to the broken bolt weakens them and is the
    reason for replacement.
    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES

    Figure 3-20 - Worn/Cracked Wheels


    NOTE: For this measurement, the tire should be "run"
    Cracks running from stud hole to stud hole (Figure 3-20) recently so that it is warm to avoid a false reading
    on the bolt circle indicate a loose-mounting condition . of cord "flattening" which is caused from sitting
    Cracks running from hand hole to stud hole, hand hole to stationary.
    hand hole, or hand hole to rim are a direct result of over-
    loading . If this type of failure occurs, the position of the 3. Remove the tire from the rim and measure both the
    failed wheel on the vehicle should be noted and the actual radial and the lateral runout at the bead area of the
    working loads of that axle should be checked . rim as shown in Figure 3-21 . Using chalk, mark the
    high point on the radial runout of the rim .
    BENT RIM CHECK/TIRE TO RIM MATCHING
    The following procedure can be used to check for a bent 4. Check the runout specifications listed in Figure 3-21 .
    rim or to properly match a tire to a rim . If the runout does not exceed the listed specifications,
    remount the tire on the rim . Position the high point of
    1 . Mount the suspect wheel end tire assembly on a suit- the tire (marked with chalk) OPPOSITE (180 degrees)
    able fixture such as an off-car wheel balancer or front from the chalk mark designating the high point of the
    spindle of the vehicle . rim . This procedure presents the least amount of radial
    vibration potential .
    2. Using a dial indicator, measure the center point of the
    tire thread . Mark the high point with chalk (to be used 5. Balance and remount the wheel and tire assembly on
    in Step 4). the vehicle .

    HIGH SPOTS
    1

    a"4
    g TIRE
    WHEEL

    jLOW SPOTS
    WHEEL
    MAXIMUM WHEEL
    RUNOUT SPECIFICATIONS
    FA~nn TIRE
    RADIAL LATERAL
    .030" .055"

    MEASURING RADIAL RUNOUT MEASURING LATERAL RUNOUT

    Figure 3-21- Radial/Lateral Runout Measurement

    3- 1 7
    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES
    EFFECT OF OVERLOADING ON TIRE WEAR
    Tires that are loaded beyond their maximum-rated car-
    00 - rying capacity will have their useful life significantly short-
    ened. As shown in Figure 3-23, tire life decreases rapidly
    90 as overloading increases . For example, it is seen that only
    a 10 percent overload reduces tire life by about 15 percent .
    60 LOSS OF SERVICE DUE An overload of 50 percent reduces tire life by 60 percent .
    TO OVERINFLATION
    w
    U 70

    w
    IL The dotted line is a projection of the solid curve, obtained
    0
    50 "~ F SERVICE DUE with actual tire experience over a long period of time. The
    z NDERINFLATION

    -_ extreme left end of the solid curve shows that running


    w
    40' "
    tires at less than rated load results in a substantial in-
    L
    w

    MAN crease in tread mileage .


    a
    ao

    ZO N E - _-

    10

    0
    40 60 60 100 120 140
    PERCENT OF RECOMMENDED INFLATION

    Figure 3-22 - Effect of Inflation on Tire Wear

    TIRE WEAR
    Proper inflation pressures for various tire loads are shown
    in Figure 3-17. For maximum tire life, these pressure rec-
    ommendations should be followed. Both overinflation and
    underinflation can greatly reduce tire life. Likewise, the
    life of overloaded tires is shortened considerably . Greatest
    tire economy is achieved by selecting tires large enough
    to carry maximum loads without overloading, and by ad-
    justing inflation pressures dpwnward when less than max-
    imum loads are carried .

    Figure 3-23 - Effect of Overloading on Tire Wear


    EFFECT OF INFLATION ON TIRE WEAR
    Overinflation - This is one of the greatest causes of tire EFFECT OF OVERHEATING ON TIRES
    damage. Overinflation does not add strength to a tire, nor When a tire gets extremely hot by operating over a con-
    does it compensate for overloading . Instead, it weakens siderable distance in a severely underinflated or flat con-
    the tire and causes more rapid wear (Figure 3-22). Spe- dition, or with dragging brakes (these are most common
    cifically, overinflation causes (1) rapid wear in center of causes), the internal frictional heat created may build up
    tread, (2) greater susceptibility to impact breaks, (3) weak- to a point where the tire actually bursts into flame . This
    ening of bead, (4) stresses that lead to tread separation, usually occurs in a dual assembly where one tire is flat
    (5) reduced cushioning, leading to increased truck main- and the other tire continues to operate in an overloaded
    tenance costs, and (6) reduced traction and skid and/or underinflated condition . In such cases, either the
    resistance . completely flat tire or the tire carrying the load could build
    up a sufficiently high temperature to ignite, as shown in
    Figure 3-24. Line A of this chart shows time and tire tem-
    Underinflation - This causes tires to flex excessively, perature with a tire operated at proper loading and inflation
    causing heat build-up and increased tire wear (Figure pressure. Line B shows a 20 percent overload and/or
    3-22). Underinflation leads to (1) excessive wear on shoul- underinflation . Note that the tire temperature has moved
    der of tread, (2) irregular tread wear, (3) ply separation, into the HOT area of the chart . Line C of the chart reflects
    (4) greater susceptibility to bruising, and (5) tread a 40 percent overload and/or underinflation which has
    separation . moved into the DANGER area.

    3-113
    SECTION 3 STEERING, SUSPENSION, WHEELS AND TIRES
    NOTE: It is extremely difficult to extinguish a tire fire since
    the internal temperature causes repeated ignition .
    A fire extinguisher should be used to control the
    fire until the tire can be removed from the vehicle .
    The best protection against a tire fire is to avoid
    LINE running on flats and to check operating pressures
    40% OVERLOAD regularly .

    REAR WHEEL DRIVE


    DANGER ALL TIRES OF THE SAME SIZE, TYPE AND LOAD RANGE
    w
    DUAL REAR
    FRONT
    a
    w
    a 20% OVERLOAD LINE
    B
    W
    H HOT
    C7
    2
    Z
    Z
    o
    W LINE

    a
    RATED
    I-- NORMAL
    0 a D
    C
    Z7

    1 2 3
    RUNNING TIME IN HOURS

    or,~ 4ca
    Figure 3-24 - Effects of Time, Temperature and
    REAR TIRES DIFFERENT TO FRONT TIRES
    Pressure on Tire Wear BY TYPE, SIZE OR LOAD RANGE
    DUAL REAR
    FRONT

    OO
    a00

    Figure 3-25

    3-19
    APPENDIX 3-1

    STEERING RELAY AND TIE ROD


    PARTS IDENTIFICATION
    The following illustration has been extracted from the GM Parts Book. The typical Parts Book illustration shows group
    numbers of front-end parts . Major parts numbers have been added for reference.

    (1978 AND PRIOR)

    GM PART NO.
    3956453
    GM PART NO.
    3956454
    1979 TO CURRENT "P(32)" STEERING LINKAGE
    271N.S . SUPPORT ASM, Strg Relay
    1. 6.870 ROD, Strg Relay . . . . . . . . . . . . . . . . 6270303 (See Items 38,39,40,41,42) . . . . . . . . .
    2. 6.242 SEAL, Tie Rod Soc Ball Stud . . . . . . . 328144 28. 8.917 NUT (7/16"-14) . . . . . . . . . . . . . . . . . . .
    3. 8.984 FITTING, Lug Straight (1/4"-28) . . . . . 29. 8.915 NUT (1/2"-20) . . . . . . . . . . . . . . . . . . .
    4. 6.230 ROD, Inr Tie . . . . . . . . . . . . . . . . . . . . 14002550 30. 8.938 PIN, Cotter (3/32" x 1") . . . . . . . . . . .
    5. 8.917 NUT (3/8"-16) . . . . . . . . . . . . . . . . . . . 31 . 6.525 COUPLING, W/Flange Kit, Strg Gr . . . 7828871
    6. N.S . CLAMP, Adj Tube (Part of #7) . . . . . . 32 . 6.525 BOLT, Strg Shft Cplg
    7. 6.232 TUBE UNIT, Tie Rod Adj (3/8"-24 x 1 3/16") . . . . . . . . . . . . . . . . 7807271
    (Includes Items 5,6,8) . . . . . . . . . . . . . 12309226 33 . 6.895 ARM, Strg Idler . . . . . . . . . . . . . . . . . . 14013036
    8. 8.900 BOLT (3/8"-16 x 1 5/8") . . . . . . . . . . . 34 . 6.897 WASHER, Strg Idler
    9. 6.233 ROD, Otr Tie . . . . . . . . . . . . . . . . . . . . 458201 Shk Abs Grommet . . . . . . . . . . . . . . . . 3798007
    10. 8.938 PIN, Cotter (1/8" x 1 1/4") . . . . . . . . . 35 . 8.915 NUT (3/8"-24) . . . . . . . . . . . . . . . . . . .
    11 . 6.164 NUT, Strg Link . . . . . . . . . . . . . . . . . . . 3983037 36 . 7.244 GROMMET, Spl
    12 . 8.938 PIN, Cotter (1/8" x 1 1/4") . . . . . . . . . (1 7/32" OD 7/8" Thk) . . . . . . . . . . . . . 6270752
    13 . 8.917 NUT (5/8"-18) . . . . . . . . . . . . . . . . . . 37 . 6.895 ABSORBER, Strg Relay
    14. 6.895 ARM, Strg Relay and Conn Rod . 14013037 and Tie Rod Shk . . . . . . . . . . . . . . . . . 22011982
    15 . 8 .916 NUJ' (3/4"-16) . . . . . . . . . . . . . . . . . : . 38 . 6 .896 SUPPORT, WBushings Strg Rly
    16 . 8.931 WASHER (3/4") . . . . . . . . . . . . . . . . . . & Conn (Includes Item 39) . . . . . . . . . 3941739
    17 . 6.870 ROD, Strg Conn . . . . . . . . . . . . . . . . . 6271489 39 . 6.896 BUSHING, Strg Rly & Conn Rod
    18 . 6.859 ARM, Pitman . . . . . . . . . . . . . . . . . . . . 6259993 Supt Shf (Included in item 38) . . . . . . 266316
    19 . 6.861 WASHER (1 1/2" OD 7/8 ID) . . . . . . . 40 . 6.896 SHAFT, Strg Rly &
    20 . 6.861 NUT (7/8"-14) . . . . . . . . . . . . . . . . . . . 5667628 Conn Rod Arm Supt . . . . . . . . . . . . . . 3768940
    21 . 6.508 GEAR, Strg('1) . . . . . . . .. . . . . . . . . . . 7834511 41 . 6.897 NUT, Strg Rly &
    22 . 6.898 SEAL, Strg Conn Rod BalStud . . . . . 3865608 Conn Rod Arm Supt Plug . . . . . . . . . . 3768947
    23 . 8.984 FITTING, Lug Straight (1/8"-17) . . . . . 42. 6.897 PLUG, Strg Rly &
    24 . 6.898 SEAL, Strg Lnkg Piv Shf . . . . . . . . . . . 3786454 Conn Rod Arm Supt . . . . . . . . . . . . . . 3768945
    25 . 8.900 BOLT (7/16"-14 x 1 3/4") . . . . . . . . . . . NOTE 1 : For information on serviceable components refer to
    26 . 8.929 WASHER (7/16") . . . . . . . . . . . . . . . . . applicable Assembly illustration .

    3-20
    APPENDIX 3-2

    TYPICAL LOAD HEIGHT CURVES


    -MOTOR NOME
    The following Load Height Curves have been extracted from the 1987 Chevrolet Commercial and Truck Chassis Body
    Builders Book showing Spring Number and Spring Charts for P-Series Motor Home units. As shown on the following
    charts, known weights compared to actual "A/BC"'` or "D" dimensions can determine if the spring is performing
    according to its rating . Actual measurements will be ± 1/2-inch on the chart and normally considered within the spring
    makers production capability . At or near maximum ratings, most GM leaf springs are designed to be in a slight reverse
    arch. Check with your local Chevrolet Branch Office Truck Department for Spring Charts for other years and models .

    '` Depending upon reference sources, this dimension is referred to as either an "A" dimension or a "BC" dimension.
    For the purposes of this manual, both dimensions have been included to aid the motor home owner in the deter-
    mination of spring ratings .

    NOTE: This chart is for the typical P-Series Motor Home.


    Additional model information is available in the
    Body Builders Book.

    6
    472222 = 3,750 LBS. SQUEEZE FORCE
    14054345 = 4,190 LBS. SQUEEZE FORCE.

    WITH PLASTIC AIRBAGS


    5 Fv (14054345)

    J
    uJ
    Q 4
    H
    uj "'A/BC :" FRONT SUSPENSION
    0Cn CROSS MEMBER FLANGE T6
    ~W LOWER CONTROL ARM SPRING RATING

    U 3 BRACKET MUST BE MEASURED


    ZZ PERPENDICULAR TO
    O CROSS MEMBER FLANGE .
    u_ MEASUREMENT IS "IRON TO
    IRON ." RUBBER BUMPER IS
    U
    a 2

    D (P30032) DUAL YD8/F66

    w
    WITH PLASTIC AIRBAGS

    0
    1000 2000 3000 4000 5000 6000 7000 8000 9000
    LOAD SHOWN IS TOTAL AXLE LOAD AT GROUND-FRONT
    (POUNDS)

    Figure A3-2-1- Load Height Curve "A/BC" Dimension - Motor Home

    NOTE : 1984 to Current - A front spring with GM Part No . 14054345 can be used for 1983 and prior years that
    require a front spring with GM Part No. 472222 . This will raise the front of the vehicle
    3/8 inch to 1/2 inch measured at the "A/BC" measurement location shown in the chart
    above .

    3-21
    APPENDIX 3-2

    TYPICAL LOAD HEIGHT CURVES


    -MOTOR NOME (Cont'd)
    NOTE: This chart is for the typical P-Series Motor Home .
    Additional model information is available in the
    Body Builders Book.

    7
    w
    8# P31432Y88 H D. DUALS
    Q 7# P30832 YD9 DUALS P31832 Y138 H.D . DUALS
    P30 32 YD9 DUALS (15599376)
    ILL (1432
    P3 YD9 DUALS
    5000 lbs. each 10,000 total
    I1 6 5599368) 10 leaf 56 by 2.50 by 4.04 (hick
    O 3100 lbs. each 6200 total
    7 leaf 52 by 2.50 by 2.66 thick
    O 9# P30832 G50 DUALS
    H P31132 G50 DUALS
    H P31432 G50 DUALS
    O 5
    m 3750 lbs. each 7500 tota
    Oa 8 leaf 52 by 2 .50 by 2 .97 1thick

    ww
    D
    U
    ~- z 4
    LLJ
    D: TOP F AXLE
    X
    Q TUBE T -
    D OF FRA
    `S
    Q
    w 3 I I
    D

    1AA
    ILL
    O
    O 2
    SPRING RATING

    I
    qN801h,

    2000 3000 4000 5000 6000 7000 8000 9000 10000 11000

    LOAD SHOWN IS TOTAL AXLE LOAD AT GROUND-REAR


    (POUNDS)

    Figure A3- 2-2 - Load Height Curve "D" Dimension - Motor Home
    SECTION 4-PROPELLER SHAFTS AND UNIVERSAL JOINTS

    PROPELLER, SHAFTS AND


    UNIVERSAL JOINTS
    GENERAL DESCRIPTION the center bearing, which is mounted in a bracket attached
    to a frame cross member. The center bearing is perma-
    PROPELLER SHAFTS nently lubricated and sealed .
    The propeller shaft is a steel tube which is used to transmit
    power from the transmission output shaft to the differ- UNIVERSAL JOINTS
    ential . To accommodate various model, wheelbase and The simple universal joint is basically two Y-shaped yokes
    transmission combinations, drive shafts differ in length, connected by a cross member called a spider. The spider
    diameter and the type of splined yoke. Each shaft is in- is shaped like an "X", and arms that extend from it are
    stalled in the same manner . A universal joint and splined
    called trunnions . (See Figure 4-2 .) The spider allows the
    slip yoke are located at the transmission rear extension .
    two yoke shafts to operate at an angle to each other.
    The slip yoke permits fore and aft movement of the drive
    shaft as the differential assembly moves up and down.
    The spline is lubricated internally by transmission lubricant
    or grease. An oil seal at the transmission prevents leakage
    and protects the slip yoke from dust, dirt and other harmful
    materials . (See Figure 4-1 .)

    Since the drive shaft is a balanced unit, it should be kept


    completely free of undercoating and other foreign material
    which would upset shaft balance .

    Both one-piece, two-piece and three-piece propeller


    shafts are used depending on the model .

    On models that use a two-piece shaft, a three-piece or


    more shaft, the shaft is supported near its splined end in
    a rubber-cushioned ball bearing, commonly referred to as Figure 4-2- Universal Joint-Exploded View

    NOTE: Single exhaust requires only 1 shield .


    DIFFERENTIAL

    UNIVERSAL JOINTS

    UNIVERSAL JOINT

    BEARING HEAT SHIELD


    BEARING SUPPORT 15680325
    (CENTER) 1985-1994
    TRANSMISSION

    Figure 4-1 -Propeller Shaft


    SECTION 4 PROPELLER SHAFTS AND UNIVERSAL JOINTS
    MAINTENANCE AND INSPECTION
    Generally, the propeller shaft and universal joints require
    little maintenance. Periodic inspection is recommended,
    however, for proper propeller shaft balance and universal
    joint lubrication . If area around caps appears to be ex-
    cessively dry, it may indicate a need for bearing relubri-
    cation or universal joint replacement. (See Figure 4-2 .) A
    failing universal joint often squeaks on start-up or "klunks"
    with direction change.

    If the center bearing is replaced, the bearing itself does


    not need to be packed with grease. However, chassis
    lubricant should be packed within the dust shields to form
    a dam to aid in preventing water and dirt from reaching
    the bearing . The dust shields are staked into position fol-
    lowing the procedure detailed in the shop manual . (See
    Figure 4-3 .) Typical U-joint and slip spline failures are
    shown in Figure 4-4. Figure 4-3 - Center Bearing

    LACK OF LUBRICATION END GALLING

    BRINNELLING SLIP SPLINE GALLING

    Figure 4-4 - Typical Failures - U-Joints and Slip Spline


    SECTION 4 PROPELLER SHAFTS AND UNIVERSAL JOINTS
    DRIVELINE NOISE AND/OR VIBRATION DRIVELINE BALANCE PROCEDURE
    CHECKS Each piece of a driveline propeller shaft is manufactured
    The following information is presented as an aid to the to be in "balance" by itself. However, there are times when
    motor home owner as diagnostic "thought-starters" and assembly of two or more shafts together creates an un-
    are listed as possible causes for driveline noise and/or desirable running combination .
    vibrations. As applicable, references are made to those
    The following drive shaft balance procedure can be ap-
    areas of this manual providing additional information . plied to a motor home and the procedure can be per-
    formed on the shop floor. The wheels should be blocked
    CHECK IF: and both axle shafts should be removed to prevent
    any possibility of spider gear spin-out during the
    " Drivelines are out of static and dynamic balance . See balancing process . The procedure requires the
    Driveline Balance Procedure section of this manual . service technician to place four chalk marks (numbers 1
    through 4) on the propeller shaft . (See Figure 4-5 and
    " Crosses in the universal joints are worn or damaged . Figure 4-6 .)
    See Figure 4-4 in this section of the manual .

    " Center bearing is worn or loose . See Figure 4-3 in this


    section of the manual .

    " Teeth on the ring and pinion gear of the driving axle
    are worn or pitted .

    Tires - wheels are out of balance .

    " Spring U-bolts are loose .

    " Parking brake drum is warped and/or out of balance .


    See Figure 6-5 of this manual .

    Difference in angular velocity of universal joints results


    from incorrect joint working angles . See Appendix 4-1
    and Appendix 4-2 at the end of this section of the
    manual .

    " Propeller shaft joints are out of phase on one or more Figure 4-5 - Chalk Reference Marks on Propeller
    splines . See Appendix 4-1/Figure A4-1-4 or Appendix Shaft
    4-2/Figure A4-2-6 at the end of this section of the
    manual .
    ROTATE CLAMP HEADS
    " Propeller shaft does not extend far enough into the slip AWAY FROM EACH OTHER
    joint . Propeller shaft should extend into the slip joint
    2/3 to 3/4 of the spline length . This should not be less
    than 2-1/2 inches in length .

    " Weld at the seam of the drive tube running the length
    of the drive tube is cracked or there is a cracked weld
    where the U-joint attaches to the propeller tube.

    " U-joint has a missing needle bearing . This situation


    usually creates a "snapping" noise under load as the
    needles straighten under load. See Figure 4-2 in this
    section of the manual .

    " Transmission rear support mount worn .

    Engine block motor mounts worn. Figure 4-6 - Balance Hose Clamps in Position
    SECTION 4 PROPELLER SHAFTS AND UNIVERSAL JOINTS
    Run the engine and drive shaft speed up to the point 6. Install two hose clamps on the drive shaft as close
    vibration is felt and note the speed showing on the speed- to the rear of the drive shaft as possible, as shown
    ometer . Also, note the "intensity" of the vibration . STOP in Figure 4-6. Position both screw clamp heads 180
    THE ENGINE AND DRIVE SHAFT . Install a hose clamp degrees from the heavy point of the shaft as shown
    and position the screw pointing toward one of the chalk by the strobe light . (See Figure 4-8 .) Tighten clamps .
    reference marks . (See Figures 4-5 and 4-6 .) Retest for
    vibration and note any gain or loss in vibration disturb-
    NOTE: When the strobe light flashed, the heavy point of
    ance. A single hose clamp will usually increase or reduce
    the shaft was down at the bottom 6 o'clock po-
    the vehicle vibration by feel . The screw portion of the hose
    sition . To balance the drive shaft, it is necessary
    clamp is the weight being moved around the shaft .
    to position both clamp heads 180 degrees from
    A wheel balancer with a strobe light helps facilitate the the heaviest point, or at the top of the shaft in the
    12 o'clock position.
    balancing of the propeller shaft . The strobe light shows
    the amount of weight that is needed and the exact location
    where the weight is needed . However, human touch on 7. Run the vehicle through the speed range of the dis-
    a cross member, pinion nose, or transmission extension turbance. If the problem is eliminated go to Step 9.
    housing can be very helpful in combination with the strobe If the disturbance is not gone and the strobe light
    light. shows the clamp heads at the bottom (6 o'clock po-
    sition) of the shaft, go to Step 8.
    1 . Block the wheels and remove both axle shafts .

    2. Mark and number the drive shaft at four points 90 a. If the strobe light shows the two clamp heads at
    degrees apart around each shaft just forward of the the top of the shaft, add one more hose clamp to
    balance weights . (See Figure 4-5 .) the shaft and recheck . If the strobe light still shows
    the three clamp heads at the top (12 o'clock po-
    3. Place the strobe light wheel balancer pick-up unit sition) of the shaft, remove the shaft and reinstall
    directly under the differential pinion nose as far as it 180 degrees on the rear flange. Recheck the
    balance without any clamps . If the disturbance is
    possible. (See Figure 4-7 .) Repeat this step at each
    carrier bearing support (for two, three or more drive gone, proceed to Step 9. If the disturbance is not
    shaft units) . gone, repeat the balance procedure beginning
    with Step 6 .
    4. With the vehicle running in gear at the vehicle speed
    where the disturbance is at its peak, allow the drive- b. Generally if more than three hose clamps are
    line to stabilize by holding a constant speed . Point needed, the shaft should be replaced unless the
    the strobe light at the spinning shaft and note the hose clamps are positioned opposite the welded-
    position of one of the numbers on the shaft . on factory weight . This position of the clamps
    would indicate that the factory weight position is
    CAUTION : NEVER RUN THE, VEHICLE HIGHER THAN counter productive in the original position . If the
    60 MPH. ALL PERSONNEL MUST STAND CLEAR OF hose clamps are positioned opposite the factory
    THE U-JOINT AND BALANCE WEIGHT AREA AS SE- weight, knock off the factory weight and rebalance
    RIOUS INJURY MAY RESULT. the shaft beginning with Step 6.

    5. Shut off the engine. Allow the shaft to stop, then man-
    ually turn the shaft until the chalk numbers are in the However, if the clamps are also 180 degrees from
    same position as shown by the strobe light. their original position after the shaft was rotated 180
    degrees, the drive companion flange on the axle is
    out of balance and must be replaced .

    8. Rotate two of the hose clamps equally away from


    each other toward the top (one each way from the
    original position as shown in Figure 4-8) in small
    amounts until you find the best possible balanced
    condition . In some cases, it may be necessary to use
    one clamp or possibly as many as three clamps to
    obtain a proper balance .

    NOTE: It may be necessary to repeat these procedures


    at each cross member carrier bearing with the
    strobe pick-up contacting the nonmoving metal
    Figure 4-7 - Strobe Light Wheel Balancer Pick-up bearing retainer or against the cross member as
    Unit close to the bearing as practical.
    4-4
    SECTION 4 PROPELLER SHAFTS AND UNIVERSAL JOINTS
    9. Install the axle shafts and road test the vehicle for 10 .;, After final check, drill a 1/8-inch hole through each
    final check of balance. clamp and drive shaft and install a pop rivet to prevent
    slip or tampering.
    NOTE : Vibration felt in the vehicle in the repair stall may
    not be felt by the driver under road conditions.

    STEP 1 STEP 2 STEP 3

    DETERMINE POINT ADD HOSE CLAMPS 180° ROTATE TWO CLAMPS EQUALLY
    OF UNBALANCE FROM POINT OF UNBALANCE AWAY FROM EACH OTHER
    UNTIL THEY BECOME UNTIL BEST BALANCE
    HEAVY SPOT IS ACHIEVED

    Figure 4-8 - Hose Clamp Positions to Balance Shaft

    NOTE : Many years of engineering and testing are used to develop your motor home chassis for a smooth ride
    and handling . '

    Many units are modified by stretching or shortening of the wheelbase to match the style and/or length
    of the body by the coach builder.
    This requires the frame and drive shafts to be cut and some length removed or added which is a long
    standing practice and does not create any problems if properly reengineered and assembled.
    However, many times, vibrations are created because the drive shafts and shaft hangers were not pro-
    perly realigned or rebalanced before delivery . Other times, vibrations and/or damage are caused when
    different types of rear suspension and/or tag axles (non GM) are installed by either the coach company
    or later by the owner of the coach.

    Alterations and/or such modifications noted above which create an owner concern or damage to the
    coach, are the responsibility of the company or the persons altering the chassis components after
    final assembly by General Motors .
    APPENDIX 4-1

    DRIVELINE VIBRATIONS-ONE
    AND TWO DRIVE SHAFT
    SYSTEMS
    The following information is directed to service personnel
    andis presented as an aid to the motor home owner in un-
    derstanding driveline vibrations (as driveline vibration
    problems are often not recognized by the owner).

    Driveline vibrations will generally be a high-speed vibra-


    tion or a "buzz" at drive shaft speed compared to wheel Figure A4-1-1 - Driveline Vibration - Case Study
    and tire vibration that is a much slower speed . Standard Example No. 1
    factory units normally do not have problems unless the
    assembler in production has installed the incorrect length NOTE: The angles shown in Figure A4-1-1 were taken
    hanger bearing support or some part is off in design spec- with a very accurate digital protractor and dra-
    ification . The units most likely to have vibration problems matically indicates an ability to work in extremely
    are modified units where a wheelbase is changed, a drive small figures .
    shaft added or a change that has occurred when the sus-
    pension has been modified or changed (for example, a In the example (Figure A4-1-1) note that the working angle
    spring changed or after-market suspension installed re- between the engine and the first shaft of .44 degrees is
    placing production springs) . well within the driveline rules. The first joint does not pres-
    ent any problems. With a .44-degree working angle and
    On some units that have operated in a heavy-loaded con- no mating joint, a vibration will never be felt. At the back
    dition, the last shaft and pinion nose will change enough two U- joints, the intent is to make a canceling pair within
    to require a driveline and/or pinion nose change . The fol- one-half degree working angle. As shown in the example,
    lowing information should be read by service personnel this is very poor; 1 .54 degrees minus .18 degrees equals
    and understood as a guideline for alignment procedures . a 1 .36-degree difference - clearly beyond the one-half
    degree rule.
    NOTE: Motor homes produced with a wheelbase larger
    than 178 inches will have three drive shafts . However, examine what would happen if a one-degree
    caster wedge were installed to tip the pinion nose up to
    The following driveline rules are for one and two drive more closely follow the rule of setting the pinion to be
    shaft systems . ' "equal to the transmission angle or front-shaft angle or
    an angle between the two ."
    Rule Number 1 - The working angles of each pair of U-
    joints must be within one-half degree of being equal on
    shafts that turn at 3,200 RPM or higher, or within one
    degree of being equal on shafts that turn at speeds below
    3,200 RPM.

    Rule Number 2 - (Involves a two drive shaft, three U-


    joint system .) With a three-joint system there is always an
    odd joint that cannot be'paired with another joint . Since Figure A4-1-2 - Driveline Vibration - Case Study -
    the U-joint between the transmission and the front shaft Example No. 2
    does not have a mate to cancel out its acceleration and
    deceleration, the front shaft should be within one-half de- The example shows quite an improvement . Note that the
    gree of the transmission angle for high-speed shafts and two rear joints are canceling within the one-half degree
    within one degree for low-speed shafts . If the rear-end rule. Another point learned in this case study concerns
    pinion angle is not equal to either the engine/transmission the use of the protractor . A one-degree shim was sent for,
    angle or front shaft angle, it should be at an angle between which was cast one degree but when installed turned out
    those two. There can be one-half degree difference be- to be 1 .26 degrees .
    tween the center and rear U-joint working angles provided
    neither of the working angles exceeds 4 degrees on high- Another move that would seem to defy one of the driveline
    speed shafts, or 5 degrees on low-speed shafts . rules can sometimes be done on light-duty applications .
    This involves (through design considerations) keeping the
    The following is an actual driveline case study of an S- pinion nose as low as possible to help reduce driveline
    truck. The purpose of this example is to indicate that drive- tunnel size and the hump that is needed in the trunk floor
    line problems are not restricted to large trucks . for axle clearance .
    4-6
    APPENDIX 4-1

    DRIVELINE VIBRATIONS-ONE
    AND TWO DRIVE SHAFT
    SYSTEMS (Cont d), 1

    Note the result shown in the case study example (see Before completing a discussion of two-shaft drivelines,
    Figure A4-1- 3) of reversing the shim and tipping the pinion consider the following : "Could the system be reversed
    nose down by one plus degree . and the one-half degree be placed at the pinion end?"
    The answer is a technical yes, but in reality, you are better
    off with the half degree at the engine end . With the solid-
    mount transmission and first shaft, you are generally bet-
    ter off to have your bigger working angles further from the
    passenger compartment at the pinion end . Noise and vi-
    brations are further away and are somewhat absorbed in
    springs and suspension . Concerning this, consider what
    happens to the angles of the middle joint and at the pinion
    Figure A4-1-3 - Driveline Vibration - Case Study - nose as the axle and the drive shaft move through load-
    Example No. 3 ings and ride travel . Chances are small of maintaining
    proper joint relationships . Stay with the one-half degree
    As a result, you end up with even smaller working angles at the engine, and equal and canceling angles as a pair
    but still within the one-half degree cancellation. of Rule at the middle joint and pinion joint. Also, remember with
    Number 1 . This illustrates two very proper approaches to a two-shaft system, that the drivelines must be in proper
    driveline correction (but still returning to the key point of phase at the slip yoke. If off one spline, a vibration com-
    joint working angles canceling in pairs and within one-half plaint will result. The illustrations of Figure A4-1-4 show
    degree) . proper phasing and maximum drive shaft runout.

    MAKE SURE THE YOKES ON EACH


    SHAFT ARE PARALLEL MAXIMUM RUNOUT

    .005" .015" .010" .015"

    rrn r

    Using a magnetic base dial in- 3" I hI


    dicator, perform a radial runout CENTER
    check of the shaft . Readings at OF SHAFT
    each location shown must be
    within limits given .
    Figure A4-1-4- Proper Phasing and Maximum Drive Shaft Runout
    The following examples demonstrate acceptable driveline the one common factor among the various combinations
    combinations and are presented as an aid in reempha- - the joint working angles are equal as a pair and qualify
    sizing the simple single drive shaft two-joint system . Note under Rule Number 1 .

    ,-4,0 `r -- 0
    U +30

    4-5.0 0
    3.0 l,
    .0 -IL3.0 +30

    + 2 .0 .1-1 _+5.0
    +4.0

    Figure A4-1-5-Acceptable Driveline Combinations


    4-7
    APPENDIX 4-2

    DRIVELINE VIBRATIONS -
    THREE "SFIAFT DRIVELINES
    The following information is addressed to service personnel and is presented as an aid to the motor home owner in
    understanding the three-shaft drivelines typical of RV vehicles and farm trucks . Three-shaft drivelines are perhaps the
    simplest and mostinteresting of all drivelines because of the many and varied combinations possible.

    The following are several basic rules :

    Rule Number 1 - The working angle of each pair of U-


    joints must be within one-half degree of being equal on
    shafts that turn at 3,200 RPM or higher, or within one
    degree of being equal on shafts that turn at speeds below Figure A4-2-2 - Driveline Vibrations - Truck Case
    3,200 RPM . No working angle shall exceed four degrees Study - Example No. 2
    on high-speed shafts, or five degrees on low-speed shafts .
    (This is essentially the same rule as found in single and
    two drive shaft systems .) The above example shows equal canceling angles . How-
    ever, the back pair exceed the four-degree maximum
    working angle of Rule Number 1 . Note the last shaft is
    Rule Number 2 - (The concept of the broken back an- negative (uphill to the pinion) . Negative shafts are added
    gle .) The first shaft angle plus the third shaft angle is to positive shafts .
    divided by two and equals the second shaft angle. For
    example : A first shaft of zero degrees plus the third shaft
    of 90 degrees equals 90 degrees divided by two equals
    45 degrees as the proper setting for the second or middle The following chart shows the relationship of shaft speed
    shaft. to maximum allowable working angle .

    Rule Number 3 - When computing working angles, two


    components that are tilted in the same direction are sub- RPM Max working angle RPM Max working angle
    tracted from each other. When connecting components
    are not in the same direction, such as a positive and a 5000 3°15" 3000 5' 5"
    negative angle, the angles are added to determine the 4500 3°40" 2500 7o 0"
    working angle .
    4000 4 0 15 " 2000 8 ° 40"
    3500 50 0" 1500 11°30"

    Figure A4-2-3 - Shaft Speed To Maximum Working


    Angle

    Figure A4-2-1 - Driveline Vibrations - Truck Case


    Study - Example No. 1 In the above truck case study, the requirement was to
    raise the driveline system to eliminate the negative last
    Examine the truck case study shown in Figure A4-2-1 . To shaft running uphill to the pinion . This situation created
    better understand the truck case study, draw a line ver- working angles that were too large . In this case study
    tically down through the middle drive shaft . You will find example, the broken back angle becomes an advantage
    that you are really working with two trucks with single drive and drastically reduces work in the process . (The original
    shafts . As you apply Rule Number 1, you will notice that example shown in Figure A4-2-1 had the pinion nose at
    there is not a problem with the rear pair of joints, but the two and one-half degrees and the center shaft at three
    front half of the truck, with three degrees of working angle degrees.)
    and zero degrees for its mating joint, presents a problem.

    With single-shaft drivelines, one method to employ would Using Rule Number 2, the following presents a case study
    be to align the shafts so the shafts operate in parallel example of a broken back angle out of the front of the
    planes, but at different levels. (See Figure A4-2-2 .) For truck . With the engine as the first shaft, and the middle
    example : Lower the second shaft to six degrees, and by drive shaft considered as the third shaft, determine the
    installing a caster wedge, tip the pinion nose up slightly shaft setting for the second shaft . Use two and one-half
    to six degrees . degrees for the third shaft .
    4-8
    APPENDIX 4.2

    DRIVELINE VIBRATIONS -
    THREE"SNAFT DRIVELINES
    (Cont1d)
    Note that by picking the middle shaft to be the same as
    6 the pinion, you have corrected the rear of the truck to near
    degrees as the first shaft
    ideal cancellation, as well as correcting the front of the
    2 1/2 degrees as the third shaft truck . Changing hanging bearing length is generally a cut-
    8 1/2 degrees divided by two equals and-weld as an overlap to shorten a hanger, or fabricating
    4 1/4 degrees second shaft a spacer block. (You must locally obtain longer bolts to
    make a longer hanger.) Almost everything that applies to
    single-shaft systems applies to three-shaft trucks. Even
    the broken back angle can occasionally be used in some
    Figure A4-2-4 - Drivellne Vibrations - Truck Case specialized single-shaft trucks, such as airport luggage
    Study - Example No. 3 toters where the rear axle is moved forward almost under
    the driver's seat. With a very short drive shaft, parallel
    alignment would make working angles too large. In the
    toter, the pinion becomes the third shaft and the engine
    The following shows a broken back angle installed in the
    front half of the truck case study example . is the first shaft . The manufacturer may install a broken
    back to obtain equal working angles at the transmission
    and the pinion, and reduce working angles in the process .

    It is also important, as in the two drive shaft truck, to have


    the last drive shaft properly phased on the slip spline .
    Make certain the fixed yoke and the splined yoke are in
    the same plane. If they are off even one spline, a vibration
    complaint may result. The illustrations below (see Figure
    Figure A4-2-5 - Driveline Vibrations - Truck Case A4-2-6) show proper phasing and maximum drive shaft
    Study = Example No. 4 runout .

    MAKE SURE THE YOKES ON EACH


    SHAFT ARE PARALLEL MAXIMUM RUNOUT

    .005" .015" 0.10" .015"

    Using a magnetic base dial in-


    dicator, perform a radial runout CENTER
    check of the shaft. Readings at OF SHAFT
    each location shown must be
    within limits given .

    Figure A4-2-6 - Proper Phasing and Maximum Drive Shaft Runout


    SECTION 5 - REAR AXLE

    REAR AXLE
    GENERAL DESCRIPTION " Engine exhaust positioned too close to the transmission
    The rear axle assembly consists of the drive pinion, ring or a pipe leak directing heat on the differential .
    gear, differential and axle shafts in one housing . The drive
    " Break-in lubricant not drained quickly enough after
    pinion transfers power input from the propeller shaft to
    being subjected to high break-in temperatures thereby
    the ring gear which drives the axle shafts and rear wheels .
    destroying the lubrication additives .
    The ring gear is a reduction gear which lowers the speed
    (RPM) of the propeller shaft to a speed which is usable
    for driving the rear wheels . " OVERLOADS-Overloads tend to reduce road speeds
    and cause the vehicle to be operated in lower gears for
    extended periods of time. This increases heat in the
    MAINTENANCE AND INSPECTION engine, transmission, drive-line universal joints and rear
    DIFFERENTIAL FLUID axles .
    The differential requires little maintenance ; however, HIGH SPEED OPERATIONS - Very high speeds tend
    periodic fluid level checks are recommended to ensure to churn the lubricants to the point that aeration occurs .
    smooth operation . In addition, the fluid should be changed Lube oil filled with air bubbles cannot carry the heat
    in accordance with the time and mileage intervals listed away from its point of origin to the housings where it
    in the Maintenance Schedule for the vehicle . can be dissipated into the air stream .

    To check differential fluid level, remove the plug, as shown " Extended period of time between lube oil changes . The
    in Figure 5-1 . If the fluid level is sufficient, fluid will seep
    additives contained in lube oils do wear out on a slow
    out of the opening . If it doesn't, add the necessary amount. and gradual basis . As the additives wear out, the vis-
    Replace the plug, making sure it is properly seated. cosity may change and the lubricating qualities are de-
    pleted. Additionally, the metals content (that occurs
    under normal wear) increases in the gear oil . As this
    process continues, temperatures and friction increase
    within the component until a failure occurs .

    NOTE: Many large fleet operators have the lubricants


    that are drained from their vehicles analyzed to
    determine if the change frequency can be in
    creased or must be decreased . For the individual
    owner the results of this lubricant analysis may
    not justify the expense . The individual owner may
    find that the best method to follow is to drain the
    fluid every fourth oil change and refill, to check
    the fluid level and add fluid as needed at every
    oil change, and in dusty areas or trailer towing
    applications, to drain the fluid at every oil change
    and refill . A large loss of fluid in this system may
    Figure 5-1 - Rear Axle Lubricant Fill Hole indicate a problem. Have the system inspected
    and repaired at once to avoid further damage .

    Normal operating temperature of rear axles and manual


    gear-shifting transmissions is about 1'00 degrees above WHEEL BEARING ADJUSTMENT (TAPERED
    ambient temperature . Both units are cooled by lube oil. BEARING)
    The tube oil carries heat from the friction points to the Before checking bearing adjustment, make sure the
    case where the heat is dissipated into the air flowing past brakes are fully released and do not drag.
    the case. The following are typical examples of overheat
    possibilities . Overheating can be caused by the : NOTE : With any floating axle, wheel bearing lubrication
    is normally supplied by the gear oil in the axle.
    " Housing severely coated with dirt or dried mud which Anytime the wheel bearings are replaced or re
    acts as an insulator holding heat in the housing . moved for inspection, it is a good practice to pack
    the bearings with high temperature wheel bearing
    " Differential operated with low 'lubricant levels due to grease (GM Part No. 1051344) . The grease pack-
    leaks . ing assures ample initial lubrication . As the rear
    axle gear oil works its way to the wheel bearings,
    " Incorrect or mixed lubricant brands which foam and the grease packing dissolves and is washed away
    reduce heat transfer. with the gear oil.
    SECTION 5 - REAR AXLE

    MODEL SOURCE TYPE/CAPACITY RING GEAR SIZE (In.)


    Dana 70 #10,000 10-1/2
    P30 . Chevrolet Dana Dana 80 #10,500 11 .3
    Chevrolet-Saginaw Saginaw #10,000 10-1/2
    P30 (With H22/H23) Rockwell Banjo/11,000# 12
    G30 Chevrolet Salisbury/5700# 10-1/2
    G30 (Dual Wheel) Dana Salisbury/6200# 9-3/4
    G30 (Dual Wheel) Dana Salisburyf7500# 10-1/2
    REAR WHEEL BEARING ADJUSTMENT SPECIFICATION
    RING BEARING OUTER RESULTING
    GEAR ADJUSTING ADJUSTING LOCKNUT BEARING TYPE
    SIZE NUT TORQUE NUT TORQUE ADJUSTMENT OF
    (In.) (Ft. Lbs .)* BACK-OFF* (Ft. Lbs .) (In .) BEARING
    10-1/2 & 11 50 *' 65 .001 TO .010 TAPERED
    9-3/4 50 ** 65 END PLAY ROLLER

    SLIGHT BARREL
    12 90 1/8* 250
    PRELOADED ROLLER

    **Back off nut and retighten to 35 Ft. Lbs. then, back off 1/4 turn . *With wheel rotating .
    ~

    Figure 5-2 - Wheel Bearing Adjustment Specifications

    Check bearing play by grasping the tire at the top and 7. Assemble the snap ring at the end of the spindle to
    pulling back and forth, or by using a pry bar under the retain the key in position .
    tire. If bearings are properly adjusted, movement of the
    brake drum in relation to the brake flange plate will be
    barely noticeable and the wheel will turn freely: If move-
    ment is excessive, adjust the bearing as follows : WHEEL BEARING ADJUSTMENT (BARREL-
    TYPE BEARING)
    1 . Remove the axle shaft and raise vehicle until the wheel
    is free to rotate . Before checking bearing adjustment, make sure brakes
    are fully released and do not drag .
    2. Keyways and threads on the tube and nut must be
    clean and free from chips, burrs and shavings.

    3. Disengage . tang of the retainer and remove retainer NOTE: With any floating axle, wheel bearing lubrication
    from the axle housing tube. is normally supplied by the gear oil in the axle.
    Anytime the wheel bearings are replaced or re
    4. Torque the adjusting nut to 50 ft. lbs., while at the same moved for inspection, it is a good practice to pack
    time rotating the hub assembly and making sure the the bearings with high temperature wheel bearing
    bearing cones are seated and in contact with the spin- grease (GM Part No. 1051344) . The grease pack-
    dle shoulder. r
    ing assures ample initial lubrication . As the rear
    axle gear oil works its way to the wheel bearings,
    Proper wheel bearing adjustment can be made using a the grease packing dissolves and is washed away
    spanner wrench (GM Tool J-2222-L or equivalent) . with the gear oil.
    5. Back off nut until loose . Refer to Figure 5-2 for
    specifications .
    Check bearing play by grasping tire at, top and pulling
    6. If adjusting nut slot is in alignment with keyway in the back and forth, or by using a pry bar under tire. If bearings
    axle spindle, insert the square key into slot . If the ad- are properly adjusted, (installed with slight preload), there
    justing nut slot is not aligned, back off nut a slight will be no movement of the brake rotor and the wheel will
    amount and insert the square key into the slot. Do not turn freely. If there is movement, adjust bearings by using
    back off more than one slot to align the key . the following procedure :
    5-2
    SECTION 5 - REAR AXLE

    1 . Remove axle shaft and raise vehicle until wheel is free


    to rotate . Gross
    Combination
    Welgid (6CWI
    In Pounds

    2. Disengage tang of retainer from locknut and remove under 45,000 81 % (of capacity) 300% of Normal Life
    both locknut and retainer from axle housing tube, with
    GM Tool J-25510 or equivalent. 50 .000 90% 160% of Normal Life

    Rattaeed
    55 .000 100% - Normal L8e

    3. Tighten inner adjusting nut (using GM Tool J-25510 or


    60 .000 109% 160% of Normal Life
    equivalent) to 90 ft. lbs. torque while rotating wheel
    hub at the same time to make sure all bearing surfaces
    are in contact . Then back off inner nut 1/8 turn while 65 .000 118% 36% of Normal Life
    rotating wheel. The wheel should turn freely.
    70 .000 127% 24% of Normal Lilt

    1
    Over 75 .000 136% 18% of Normal Life
    4. Install tanged retainer against the inner adjusting nut . J

    Align inner adjusting nut so short tang of retainer will


    engage nearest slot on inner adjusting nut .
    Figure 5-3 - Average Life of Overloaded and
    Underloaded Gears

    5 . Install outer locknut and tighten to correct specified BENT AXLE HOUSING
    torque (250 ft. lbs.). Then bend long tang of retainer Overloads destroy axle housings and flexed housings
    into slot of outer nut . tend to excessively load inner dual tire. Overloaded wheel
    bearings fail earlier than normal. Check for any grease
    lube leaks at the bottom of the axle housing . A split gasket
    (shown as the shaded area in Figure 5-4) almost always
    indicates an overload, or flex and housing distortion, which
    AXLE HOUSING destroys the gasket between the carrier and the housing .
    A gear set operated at its capacity rating will give 100
    percent of rated life . Taking the same gear set and re-
    ducing the work load will give a very large gain in life.
    Overloading by even very small percentages causes a
    very serious loss in life. Overloading also tells a major
    story on increased tire wear, wheel bearing and axle hous-
    ing failures.

    The graph shown in Figure 5-3 (provided by Eaton Axle


    Division) indicates the approximate percentage of life ex-
    pectancy of axle gear sets and other axle parts. The fig-
    ures are based upon dynamometer tests (conducted by
    Eaton Axle Division) and are the direct result of accurately
    simulated load conditions.
    NOTE: An overloaded (bent) axle housing
    will tend to wear the inner dual tires .
    NOTE: A gear set operated at its capacity rating will give
    100 percent of rated life . Figure 5-4 - Bent Axle Housing
    SECTION 6 - BRAKES

    BRAKES
    GENERAL DESCRIPTION brake hydraulic lines to the front and rear brake assem-
    blies . Hydraulic pressure behind the wheel cylinder cups
    There are two brake systems on the motor home, the
    service brakes and the parking brakes . forces the pistons outward, causing the brakes to be ap-
    plied. Braking action occurs as a result of friction between
    The service brakes use hydraulic pressure from a foot- the brake lining material and the metal surface of the rotor
    pedal-operated master cylinder to actuate cylinders which disc or the drum.
    apply the brakes at each wheel. Fluid lines and hoses
    connect the master cylinder with each of the wheel cyl- As brake pedal force is reduced, brake fluid pressure in
    inders. When the brake pedal is depressed, force is trans- the master cylinder is also reduced. This allows the drum
    ferred through the pushrod to the master cylinder primary brake retractor springs to retract the shoe and lining as-
    piston, which moves forward . Under normal conditions, semblies from contact with the drum which forces brake
    the combination of hydraulic pressure and the force of the fluid out of the wheel cylinder assemblies and back into
    primary piston spring moves the secondary piston forward the master cylinder assembly. The reduction in fluid pres-
    at the same time . When the pistons have moved forward, sure also allows the disc brake caliper pistons to retract
    hydraulic pressure is built up and transmitted through the slightly by action of the piston seal . (See Figure 6-1 .)

    VACUUM BOOSTER

    MASTER
    CYLINDER

    FRONT
    BRAKE
    CALIPER

    HYDRAULIC LINES
    TO REAR-WHEEL
    BRAKES

    BRAKE ROTOR

    FRONT

    Figure 6-1 -Typical Hydraulic System


    SECTION 6 BRAKES

    DISC BRAKES of the outer shoe and lining assembly, forcing the lining
    against the outer rotor surface . As line pressure builds
    Upon application of the brakes, fluid pressure applied to up, the shoe and lining assemblies are pressed against
    the piston(s) is transmitted to the inner shoe and lining, the rotor surfaces with increased force, bringing the ve-
    forcing the lining against the inner rotor surface . The pres- hicle to a stop. (See Figure 6-2 .)
    sure applied to the bottom of the piston bore(s) forces the
    caliper to slide or move on the mounting bolts toward the
    inner side, or toward the vehicle . Since the caliper is one Lining wear is automatically compensated for by the out-
    piece, this movement toward the vehicle causes the outer ward movement of the caliper and piston . Brake fluid fills
    section of the caliper to apply pressure against the back this void as lining wears .

    CALIPER

    NOTE: OVERSIZE SUPPORT PISTON


    KEYS ARE AVAILABLE . BOOT
    REFER TO GM
    BULLETIN NO . 79-T-25
    DATED JANUARY, 1980
    (APPENDIX 6-1 AT THE
    BACK OF THIS
    SECTION)

    '~ INBOARD SHOE

    OUTBOARD SHOE
    I CALIPER SPRING
    ANTI-RATTLE SPRING

    CALIPER INBOARD SHOE


    AND LINING
    OUTBOARD SHOE
    AND LINING

    Figure 6-2 - Disc Brake


    6-2
    SECTION 6 BRAKES

    WHEEL
    WHEEL CYLINDER LINKS CYLINDER SCREWS
    SECONDARY SHOE & LINING BACKING PLATE

    71
    SHOE GUIDE
    PARKING BRAKE STRUT
    STRUT SPRING
    ADJUSTER LEVER J
    ACTUATING LINK -1

    OW
    NAAM

    0
    0

    HOLD _1
    DOWN PINS

    ~ PARKING BRAKE LEVER


    l0((
    `- WHEEL CYLINDER
    PRIMARY SHOE AND LINING
    HOLD DOWN ~--
    HOLD DOWN SPRING
    SPRING & CUP\ I L ADJUSTING SCREW SPRING
    ADJUSTING SCREW
    BRAKE SHOE LEVER RETURN SPRINGS
    RETURN SPRINGS

    Figure 6-3-Typical Brake Drum Assembly

    DRUM BRAKES
    When the brake pedal is depressed, fluid is forced through
    the brake lines into the piston . The wheel cylinder links
    are then forced out against the brake shoes which exert
    braking action on the drum . When the pedal is released,
    the return springs pull the shoes away from the drum.
    (See Figure 6-3 .)

    POWER UNITS
    Additional braking power is supplied through either a vac-
    uum booster or a Hydro-Boost . The master cylinder is
    mounted on the forward end of the vacuum booster or
    Hydro-Boost . (See Figure 6-4 .)

    The Hydro-Boost utilizes hydraulic pressure supplied from


    the power steering pump. A spring accumulator is also
    included in the booster to provide reserve braking power
    in case pressure from the power steering pump is un-
    available . At normal curb idle with 150 lbs. of pedal pres-
    sure, the Hydro-Boost could be expected to produce
    1,600-1,850 lbs. of line pressure measured at any wheel
    cylinder bleeder port. Similar pressures could be expected
    Figure 6-4 - Power Brake Hydro-Boost of most vacuum boosters with good engine vacuum .
    6-3
    SECTION 6 BRAKES

    Customers have expressed concern with their ability to PARKING BRAKE(S)


    push the brake pedal to the floor with the vehicle stationary
    and the engine running . If the Hydro-Boost brake pedal Both the G-Series and P-Series are equipped with a park-
    is forced to the floor, as can be done, and the motion ing brake system . This system is mechanically operated
    stopping function and effectiveness of the brake system by a lever and strut or a pedal which will activate the rear
    is still considered normal, then the pedal travel action of brakes only or the propshaft drum brake unit (P-Series
    the Hydro-Boost brake system is also considered to be motor homes with a GVWR of 14,000 lbs . or more) . Very
    normal . (See Pedal Travel Check in this section of the little maintenance is required, but some periodic adjust-
    manual .) ment is necessary . (See Figure 6-5 .)

    P-SERIES CABLE TO
    REAR WHEEL
    BRAKES
    WITH REAR WHEEL
    PARKING BRAKES NOTE: WITH REAR DRUM OR PROPSHAFT
    DRUM PROPERLY ADJUSTED -
    PROPER ADJUSTMENT OF THE
    OPERATOR ORSCHELN PULL HANDLE
    WILL REQUIRE 90 LBS . PULL OVER
    FORCE.
    WITH PROPSHAFT
    PARKING BRAKE

    Figure 6-5 - Parking Brake System

    See Figure 6-3 for typical brake drum assembly.

    1 . Shoe Kit #1155270

    ' I/ 2 . Drum &Flange #368008

    Figure 6-6
    6-4
    SECTION 6 BRAKES

    MAINTENANCE AND INSPECTION LINING INSPECTION


    FILLING THE MASTER CYLINDER Inspect the brake linings per the vehicle Maintenance
    Schedule and anytime the wheels are removed (tire ro-
    The master cylinder must be kept properly filled to ensure tation, etc .) . Check both ends of the outer shoe by looking
    adequate reserve and to prevent air from entering the at each end of the caliper . Check the lining thickness on
    hydraulic system . However, because of expansion due to the inner shoe by looking down through the inspection
    heat absorbed from the brakes and from the engine, the hole in the top of the caliper housing . Whenever the lining
    master cylinder must not be overfilled. is worn to the approximate thickness of the shoe, the shoe
    and lining should be removed . After removal, measure the
    The -master cylinder is located under the floor on the lining thickness . The shoe and lining should be replaced
    driver's side of the engine (P-Series), or on the cowl anytime the lining is worn to within 1/32 inch of a rivet or
    (G-Series). The position of the master cylinder on the P- of the shoe at any point, or when wear indicator contacts
    Series may require the use of a flashlight and mirror to the rotor. Always replace linings in sets (both right and
    check the fluid level . left front) .
    Thoroughly clean the reservoir cover before removal to Some front disc brakes have a wear indicator that makes
    avoid getting dirt into the reservoir . Remove the cover and a noise when the linings wear to a degree where replace-
    diaphragm . Add fluid as required to bring the level to ment is required. (See Figure 6-6 .) The spring clip is an
    1/4 inch (plus or minus 1/8 inch) from the lowest portion integral part of the inboard shoe and lining . When the
    of the top of each reservoir . Use Delco Supreme No . II lining is worn, the clip contacts the rotor and produces a
    Hydraulic Brake Fluid (DOT No. 3) or equivalent. warning noise .,
    Do not use shock absorber fluid or any other fluid which
    contains mineral oil . Do not use a container which has
    been used for mineral oil or a container which is wet from
    water . Mineral oil will cause swelling and distortion of rub-
    ber parts in the hydraulic brake system and water will mix
    with brake fluid, lowering the fluid boiling point . Keep all
    fluid containers capped to prevent water contamination .

    CAUTION : CHECK FOR LEAKS IF A LARGE AMOUNT


    OF FLUID IS REQUIRED.

    PEDAL TRAVEL CHECK


    At periodic intervals, the motor home owner should in-
    spect the vehicle brake system for "pedal travel." Brake
    pedal travel is the distance the brake pedal moves toward
    the floor from the fully released position (foot not applied
    to the brake) . Brake pedal inspection should be made with
    the brakes "cold ." With the engine turned off, depress the
    brake pedal a minimum of four (4) times to exhaust all
    vacuum and/or accumulator pressure . Applying approxi-
    mately 90 pounds of pedal pressure, the distance the Figure 6-7 - Disc Brake Wear Indicators
    brake pedal should travel is as follows :
    Check the flatness of the brake pads. Place inboard and
    G-Series with power brakes . . . . . . . . . . . . . . . . . . . . 3.5 inches outboard pad surfaces together and check for a gap be-
    P-Series with drum rear brakes . . . . . . . . . . . . . . . . 3.5 inches tween the pad surfaces . If more than a .005-inch gap is
    P-Series with disc rear brakes (JF9) . . . . . . . . . . 6.0 inches measured at the middle of the pad (midway between at-
    taching lugs), the pad must not be used. This applies to
    new or used brake pads. Whenever the front disc brakes
    BRAKE HOSE INSPECTION are relined, the rear brakes should also be checked .
    The flexible hydraulic brake hose which transmits hy-
    draulic pressure from the steel brake pipe on the frame
    to the rear axle and to the calipers should be inspected
    regularly in accordance with the vehicle Maintenance BRAKE DRUM INSPECTION
    Schedule . The brake hose assembly should be checked Whenever brake drums are removed, they should be thor-
    for road hazard damage, for cracks and chafing of the oughly cleaned and inspected for cracks, scores, deep
    outer cover, and for leaks and blisters . A light and mirror grooves and out-of-round condition .
    may be needed for an adequate inspection. If any of the
    above conditions are observed on the brake hose, it will A cracked drum is unsafe for further service and must be
    be necessary to replace it. replaced . Do not attempt to weld a cracked drum .
    SECTION 6 - BRAKES

    Smooth up any slight scores . Heavy or extensive scoring BRAKE CALIPER NOISE
    will cause excessive brake lining wear, and it will probably Sometimes on vehicles with high mileage, a noise or rattle
    be necessary to turn the drum on a lathe in order to true condition caused by wear at the brake caliper and knuckle
    up the braking surface . slide surfaces may be encountered . This condition does
    not affect the operation of the brake system, but the noise
    or rattle condition can be corrected by installing an over-
    If the brake linings are slightly worn and the drum is sized key and spring available as a service replacement.
    grooved, the drum should be polished with fine emery GM Bulletin 79-T-25 (Jan . 1980) in Appendix 6-1 at the
    cloth but should not be turned . At this stage, eliminating back of this section provides details for selecting the
    the groove in the drum would necessitate removal of too proper size replacement key and how to install the key.
    much metal, while if left alone, the grooves and lining
    ridges match and satisfactory service can be obtained .
    BRAKE PEDAL/STOPLIGHT ADJUSTMENT
    NOTE: The adjustments listed below do not change with
    If brake linings are to be replaced, a grooved drum should time or miles . An incorrect adjustment would nor-
    be turned for use with new linings . A grooved drum, if mally be noted in the first few miles of vehicle life
    used with new lining, will not only wear the lining, but will or after service work of some kind performed un-
    make it difficult, if not impossible, to obtain efficient brake der the dash resulting in system malfunction .
    performance .
    1 . Check for a full upward and full release of the brake
    pedal. Determine if the stoplight switch, cruise control
    An out-of-round drum makes accurate brake shoe ad- switch or any other item does not allow full upward
    justment impossible and is likely to cause excessive wear pedal travel. (See Figure 6-7 .) The stoplight switch/
    of other parts of brake mechanism due to its eccentric brake pedal mounting bracket provides automatic ad-
    action . An out-of-round drum can also cause severe and justment when the brake pedal is manually returned
    irregular tire tread wear as well as a pulsating brake pedal . to its mechanical "up-stop" position .
    When the braking surface of a brake drum exceeds the
    factory specification limits in taper and/or being out of 2. Pull the brake pedal fully rearward against the pedal
    round, the drum should be turned to true up the braking stop until audible "click" sounds can no longer be
    surface . heard . This moves the stoplight switch assembly in a
    tubular clip, as shown in Figure 6-7, and provides a
    proper adjustment.
    BRAKE ROTOR INSPECTION
    To prevent brake roughness, the rubbing surfaces of the NOTE : Proper adjustment of the stoplight switch allows
    rotor must be flat, parallel and with lateral runout held to .06 inch to .36 inch free pedal travel and will turn
    a minimum . The surface finish should be smooth to avoid on the stoplight switch after approximately .40
    pulling or erratic brake performance . Light scoring which inch travel. (See Figure 6-8 .)
    results from normal use is not detrimental to brake op-
    eration if the scoring does not exceed .015 inch in depth .

    Lateral runout, the side-to-side movement of the rotor as


    it rotates, if'excessive (over .004 inch total indicator read- CRUISE CONTROL
    ing), can cause vibration when the brakes are applied . It ONLY
    is checked using a dial indicator gage which a qualified
    service shop should have. (WITHOUT CRUISE
    CONTROL)
    DISC BRAKE SQUEAL OR SQUEAK
    A persistent amount of "squeal or squeak" is often as-
    sociated with heavy-duty disc brake usage . These noises
    are common for both foreign and domestic disc brake
    systems . Heat, humidity and severity of usage seem to
    be contributing factors to brake noise . Changing the brake
    pads, or rotor refinishing as a repair, is often considered
    a temporary repair, or even, by some technicians as use- BRAKE PEDAL
    less . The recommended aproach is to have an inspection MOUNTING BRACKET
    to assure there is free and proper operation of all caliper,
    parts . At this point, the owner should realize that the brake (WITH CRUISE CONTROL)
    noise exists, but is not detrimental to overall brake life.

    NOTE: Refer to bulletin section on pads that will help


    reduce brake noise on pre 1992 units. Figure 6-8 - Brake Pedal/Stoplight Switch Assembly
    6-6
    SECTION 6 BRAKES

    3. Check the 31-inch rod that runs down the front of the NOTE : The following procedure is for manual bleeding
    chassis and connects the brake pedal to the Hydro- of the brakes only. If possible, obtain approved
    Boost for proper adjustment. (See Figure 6-8 .) The rod commercial pressure-bleeding equipment or the
    can be adjusted (longer or shorter) using the screw GM Tools Vacuum Brake Bleeder . (See the GM
    adjustment located at the bottom of the rod . Block the Wheel Service System Brake Bleeder in Appen-
    wheels and hold the inside pedal in the "full-up" po- dix 6-2 at the back of this section for further in-
    sition . Check that there is free entry of the special bolt formation regarding Brake Bleeder specifications,
    through the relax4d pedal rod lever connecting the usage and ordering information .)
    linkage into the Hydro-Boost . Turn the adjustment
    screw to lengthen or shorten the rod as necessary. With power brakes, remove the vacuum reserve by ap-
    plying the brakes several times with the engine off . Then,
    4. Tighten the adjusting lock nut to 22-30 ft. lbs. then complete the following steps:
    tighten the nut on the special bolt and install a new
    cotter pin . 1 . Fill the master cylinder reservoirs with brake fluid and
    keep at least one-half full of fluid during the bleeding
    NOTE : Newer model rods can not be adjusted. operation . (See Figure 6-1 .)

    2. If the master cylinder is known or suspected to have


    air in the bore, then it must be bled (before bleeding
    any wheel cylinder or caliper) in the following manner:

    a. Disconnect the forward (blind end) brake pipe con-


    nection at the master cylinder.
    PEDAL BUMPER b. Allow brake fluid to fill the master cylinder bore until
    .06" TO .36" FREE it begins to flow from the forward pipe connector
    PEDAL TRAVEL port.

    c. Connect the forward brake pipe to the master cyl-


    inder and tighten .

    d. Depress the brake pedal slowly one time and hold.


    Loosen the forward brake pipe connection at the
    master cylinder to purge air from the bore. Tighten
    the connection and then release the brake pedal
    slowly. Wait 15 seconds . Repeat the sequence, in-
    cluding the 15-second wait, until all air is removed
    .40" PEDAL TRAVEL from the bore. Care must be taken to prevent brake
    REQUIRED TO TURN fluid from contacting any painted surface.
    STOPLAMP SWITCH ON e. After all air has been removed at the forward con-
    PEDAL ROD LEVER nection,, bleed the master cylinder at the rear (cowl)
    PEDAL ROD END connection in the same manner as the front, as in
    Step "d" above .
    Figure 6-9 - Actuating Rod/Brake Pedal/Stoplight f. If it is known that the calipers and wheel cylinders
    Adjustment do not contain any air, then it will not be necessary
    to bleed them.

    3. Individual wheel cylinders or calipers are bled only after


    BLEEDING BRAKE HYDRAULIC SYSTEM all air is removed from the master cylinder.
    A bleeding operation is necessary to remove air whenever
    it is introduced into the hydraulic brake system . a. Place a proper size box-end wrench over the
    bleeder valve . Attach transparent tube over valve
    It may be necessary to bleed the hydraulic system at all and allow tube to be hand submerged in brake fluid
    four wheel cylinders if air has been introduced through in a transparent container . Depress the brake pedal
    low fluid level or by disconnecting the brake pipes at the slowly one time and hold. Loosen the bleeder valve
    master cylinder. If a brake pipe is disconnected at any to purge the air from the cylinder. Tighten bleeder
    wheel cylinder, then that wheel cylinder only needs to be screw and slowly release pedal. Wait 15 seconds .
    bled. If pipes are disconnected at any fitting located be- Repeat the sequence, including the 15-second wait
    tween the master cylinder and wheel cylinders, then all until all air is removed . It may be necessary to re-
    wheel cylinders served by the disconnected pipe must be peat the sequence ten or more times to remove all
    bled. the air .
    SECTION 6 BRAKES

    4 . If it is necessary to bleed all of the wheel cylinders and c. Check the reservoir fluid level, filling it to the proper
    calipers, the following sequence should be followed : level if necessary, following operations 1 through
    1) Right-rear wheel cylinder; 2) Left-rear wheel cylin- 10. This step and step "d" are extremely important
    der ; 3) Right-front caliper ; 4) Left-front caliper . as low fluid level and/or air in the fluid are the most
    frequent causes of objectionable pump noises .
    5. Check the brake pedal for "sponginess" and the brake
    warning light for indication of unbalanced pressure . d. Check for the presence of air in the fluid. Air will
    Repeat entire bleeding procedure to correct either of show up as a milky-looking fluid. If air is present,
    these two conditions. attempt to bleed the system as described in op-
    erations 1 through 10. If it becomes obvious that
    the pump will not bleed after a few trials, refer to
    BLEEDING HYDRO-BOOST BRAKE SYSTEM the appropriate shop manual for more detailed test
    procedures .
    Whenever the booster is removed and reinstalled, the
    steering system should be bled as outlined below. 13. The presence of trapped air in the system will cause
    the fluid level in the pump to rise when the engine is
    turned off. Continue to bleed the system until this
    NOTE: Power steering fluid and brake fluid cannot be condition no longer occurs .
    mixed. If brake seals contact steering fluid or
    steering seals contact brake fluid, seal damage
    will result. POWER BRAKE UNITS
    The hydraulic lines connecting the power steering pump,
    Hydro-Boost unit and steering gear, as well as the com-
    1 . Fill fluid reservoir to the proper level and let the fluid ponents themselves, should be checked regularly for
    remain undisturbed for at least two minutes. signs of leaks, damage or deterioration on vehicles so
    equipped . For vehicles with vacuum boosters, inspect the
    2. Start the engine and let it run momentarily . vacuum hoses and booster chamber for damage or
    deterioration .
    3. Add fluid if necessary.
    NOTE: Power steering fluid and brake fluid cannot be
    4. Repeat above procedure until the fluid level remains mixed . If brake seals contact steering fluid or
    constant after running engine . steering seals contact brake fluid, seal damage
    will result.
    5. Raise front end of the vehicle so that the wheels are
    off the ground . Both the vacuum booster and Hydro-Boost should be
    serviced by a qualified repairman .
    6. Turn the wheels (off ground) right and left, lightly con-
    tacting the wheel stops .
    PARKING BRAKE
    7. Add fluid if necessary.
    Adjustment of the parking brake cable is necessary when-
    8. Lower the vehicle . ever holding ability is not adequate or whenever the center
    brake cables have been disconnected . An improperly ad-
    9. Start engine and depress the brake pedal several justed parking brake cable may also cause the brakes to
    times while rotating the steering wheel from stop to drag. On 16,000# GVW units, the transmission must be in
    stop . neutral .

    10. Turn engine off and. then pump the brake pedal 4-5 The service brakes must be properly adjusted as a base
    times to deplete accumulator pressure. for parking brake adjustment ; conversely, the parking
    brake must be properly adjusted for the service brake to
    11 . Check the fluid level and refill as required . function as intended .

    12. If fluid is extremely foamy, allow vehicle to stand for


    a few minutes with the engine off and repeat above Inspection
    procedure . If a complete release of the parking brake is not obtained,
    unless it is forcibly returned to its released position, or if
    a. Check belt tightness and check for a bent pully. application effort is high, check parking brake assembly
    (Pulley should not wobble with engine running .) for free operation . If operation is sticky or a bind is ex-
    perienced, correct as follows :
    b. Check to make sure hoses are not touching any
    other parts of the vehicle, particularly the sheet 1 . Clean and lubricate brake cables and equalizer with
    metal . Delco Brake Lube (or equivalent) .
    6- 8
    SECTION 6 - BRAKES
    2. Inspect brake assembly for straightness and alignment 3. Loosen nut at intermediate cable equalizer and then
    (replace if necessary). adjust nut to give light drag at rear wheels . (See NOTE
    at the end of this procedure .)
    3. Clean and lubricate parking brake assembly with Delco
    Brake Lube (or equivalent) . 4. Readjust parking brake lever knob to give a definite
    snap-over-center feel . Proper pull-over force is 90
    4. Check routing of cables for kinks or binding . pounds .

    NOTE: This fastener is an important attaching part in that


    it could affect the performance of vital compo-
    Drum Balance nents and systems, and/or could result in major
    An imbalanced parking brake drum can cause vibrations . repair expense . It must be replaced with one hav-
    If a vibration occurs, perform the following to check for an ing the same part number or with an equivalent
    imbalance problem with the parking brake drum : part if replacement becomes necessary. Do not
    use a replacement part of lesser quality or sub-
    1 . Place the transmission into NEUTRAL and increase stitute design ;
    the engine speed to the approximate speed that the
    vibration is felt while driving the vehicle on the road . Propeller Shaft Drum-Type Brake
    Adjustment (Adjustment - Drum On)
    2. If the vibration has disappeared, check the parking Refer to Figure 6-9 .
    brake drum on the back of the transmission if so
    equipped. 1 . Using a jack, raise vehicle so that at least one rear
    wheel is off ground . Block wheels and release the hand
    3. Disconnect the propeller shaft at the back of the trans- brake.
    mission and remove the drum .
    2. Remove cotter pin and clevis pin connecting the pull
    4. Retest as in Step 1; If the vibration is gone, replace rod and relay lever . This will assure freedom for full
    the drum . (See Figure 6-9 .) shoe release .
    NOTE: If a strobe light wheel balancer is available, po- NOTE : It may be necessary to knock out lanced area in
    sition the strobe pick-up against the transmission brake drum (or backing plate) with punch and
    pan . Adapt the procedure listed in the Driveline hammer to gain entry to adjusting screw through
    Balance section of this manual to check for a brake drum . Be sure to remove any metal that
    balanced drum. Add weight under the retaining has fallen inside the parking brake drum.
    bolt of the parking brake drum as necessary .
    3. Rotate brake drum to bring one of the access holes
    into line with adjusting screw at bottom of shoes (man-
    ual transmission), or top of shoes (automatic
    transmission) .
    Cable Adjustment
    FOOT PEDAL TYPE (G-P series) - Before adjusting 4. Expand shoes by rotating adjusting screws with a
    parking brake, check service brake condition and screwdriver inserted through hole in the drum . Move
    adjustment. outer end of screwdriver away from the drive shaft.
    Continue adjustment until shoes are tight against drum
    1 . Loosen the equalizer adjusting nut . and drum cannot be rotated by hand. Back off adjust-
    ment and check drum for free rotation .
    2. Apply parking brake four notches from fully released
    position. Only 1 notch on P series . 5. Place parking brake lever in the fully released position .
    Take up slack in the brake linkage by pulling back on
    3. Tighten the equalizer nut until a moderate drag is felt cable just enough to overcome spring tension . Adjust
    when the rear wheels are rotated forward . (See NOTE clevis of the pull rod or front cable to line up with hole
    at the end of this procedure .) in the relay levers .

    4. Fully release parking brake and rotate the rear wheels. a. Insert clevis pin and cotter pin,-then tighten clevis
    No drag should be present . locknut .

    ORSCHELN LEVER TYPE (P-SERIES) - b. Install anew metal hole cover in drum to prevent
    contamination of the brake.
    1 . Turn adjusting knob on parking brake lever counter-
    clockwise to stop. c. Lower rear wheels . Remove jack and wheel blocks.
    See Note under Cable Adjustment procedure in this
    2. Apply parking section .

    6-9
    SECTION 6 BRAKES

    AUTOMATIC APPLY PARKING BRAKE


    1990 P3 MOTOR HOME (16,000# GVW ONLY)
    The parking brake system on the 199016,000 pound GVW hydro-boost unit on to the power steering gear to port #1 of
    P3 motorhome chassis incorporates a unique automatic the HR-1 relay valve thus pressurizing the system . All fluid
    apply feature with an internal expanding parking brake. The is then directed back to the power steering pump by way of
    system is different than the 1989 and 1991 systems of the port #2 on the relay valve . Pressurized fluid is then directed
    same model . The parking brake is spring applied and to port #3 of the HR-1 relay valve where it is held at port "A"
    hydraulically released. Hydraulic pressure is supplied by of the manual apply control valve . Fluid (assuming the shift
    the power steering pump. Full brake disengagement re- selector lever is not in the "park" position) is directed out of
    quires that 95-115 PSI pressure exist at the brake actuator . port "B" of the manual valve to port °D" of the shift actuated
    control valve. Ports "C" on the manual valve and "F" on the
    The parking brake can be applied by using a hand button shift valve are used to exhaust fluid and direct it back to the
    or automatically when the shift lever is in the park position . power steering pump reservoir and are always at zero
    The system features an HR-1 relay valve serving as a flow pressure. Port "E" on the shift control valve is used as a
    control point. The HR-1 reduces and directs flow to and "signal" pressure (fed to port #4 of the relay valve) to shuttle
    from a spring actuator operating the parking brake (See the relay valve to either channel pressurized fluid to or
    Figure 6-10) . exhaust it out of the hydraulic brake actuator (port #5 of the
    relay valve) thereby releasing or applying the park brake
    Hydraulic System (Fig . 6-10) assembly .
    Steering fluid under pressure is supplied from the power
    steering pump which is then routed through the brake

    Figure 6-1 0
    SECTION 6 - BRAKES

    Various modes of operation are as fluid that was previously pressurized at port #4 of the relay
    valve, is allowed to pass through the shift valve and exhaust
    follows : back to the power steering pump reservoir . With the lack of
    Vehicle in park, engine running, manual pressurized fluid at port #4 on the relay valve, pressurized
    apply control valve in the "released" position fluid from port #1 of the relay valve is blocked inside of the
    valve preventing it from reaching port #5 and charging the
    (Fig. 6-11) brake actuator . Ports #5 and #6 of the relay valve are now
    Pressurized fluid is directed from port #3 of the relay valve internally connected. This allows the fluid in the brake
    to port "A" of the manual valve, on through the manual valve actuator to exhaust through the relay valve and on to the
    to its port "B" and then on to port "D" is blocked and power steering pump reservoir. With no hydraulic pressure
    prevented from entering the valve . Also, ports "E" and "F" at the actuator, spring pressure is free to apply the park
    are now hydraulically connected . With this connection, any brake.

    Figure 6-1 1
    SECTION 6 BRAKES

    .Vehicle in any gear position other than "park", actuates the relay valve which blocks the connection of
    engine running, manual apply control valve ports #5 and #6 in the relay valve and prohibits the exhaust-
    ing of the brake actuator. Ports #1 and #5 of the relay valve
    in the "released" position (Fig. 6-12) are internally connected allowing pressurized fluid to be
    Ports "E" and "F" of the shift valve are not hydraulically directed to the brake actuator which forces the actuator
    connected . Port "E" is connected with port "D" directing a spring to be compressed and the park brake to release .
    signal feed to port #4 of the relay valve . This signal feed

    Figure 6-1 2
    SECTION 6 BRAKES

    Vehicle in apy gear position other than "park", pressurized fluid from port #1 to port #5 in the valve and
    engine running, manual apply control valve opening the passage between ports #5 and #6 allowing the
    in the "applied" position (Fig. 6-13) fluid from the actuator to exhaust. With no pressurized fluid
    over and
    to release the actuator, spring pressure takes
    Ports "A" and "B" of the manual valve are not connected . applies the park brake.
    Pressurized fluid at port "A" is blocked, preventing it from
    entering the valve . Ports °B" and "C" are hydraulically Operational Features
    connected . This allows any fluid that was previously di-
    rected to port ""D'" of the shift valve to exhaust back to the 1 . In the event the vehicle stalls, the wheels can be spun
    power steering pump reservoir . With no pressurized fluid freely for at least ten minutes until pressure is drained
    available at port "ID" of the shift valve, no signal feed can be from the brake actuator and the spring brake reapplies .
    supplied to port #4 of the relay valve (via the internal
    connection between ports "D" and "E" of the shift valve 2 . A parking brake light in the vehicle warns the operator
    based on the position ofthe shift valve) . This lack of a signal when the brake is applied . This brake light will come on
    feed allows the relay valve to actuate, blocking the flow of when the pressure at the actuator is less than 60 PSI .

    Figure 6-1 3
    SECTION 6 BRAKES

    AUTOMATIC APPLY PARKING BRAKE


    1991-1993 P3 MOTOR HOME (16,000# GVW ONLY)
    The parking brake system on the 1991 and 1993 16,000 the relay valve, this triggers a release of pressure from
    pound GVW P3 motorhome chassis incorporates a revised port "D" of the relay, valve through port "ER" to the
    system from the 1990 . The Park position brake is spring reservoir . This allows the spring controlled actuator to
    applied and hydraulic released, the same as 1990. The apply the parking brake. The spring will apply the
    1991-93 system incorporates a manual Parking brake brake by traveling as far as the brake adjustment de-
    pedal which applies the system when the shift indicator is mand requires to balance brake apply and spring
    in any position other than Park. force.

    With the shift selector in park; Engine running ; and the When the valve is released from the park position, the
    manual foot lever in the released position, fluid will fluid charge at the shift control valve port "SC" is
    flow from the steering gear to port "SR" on the relay diverted to port "DC". The shift control port "EC" is
    valve, through the relay valve and out port "TW" to the blocked off. The fluid charge at the relay valve port
    control valve supply port "SC" . Once the system is "SR" is diverted to port "D", this pressurizes the park-
    charged, the pressure should range between 130 and ing brake system and actuator. The fluid pressure
    150 psi . Any excess fluid will be discharged through working against the spring pressure in the actuator
    port "R" back to the pump. The supply port or charge releases the parking brake.
    port "SC" is blocked off due to the control valve posi-
    tion in the park mode. The manual foot lever should still be applied whenever
    the vehicle is shifted into park. This will alert the driver
    Any previously built pressure in the control valve flows of the need for adjustment in the parking brake
    through the control valve out port "EC" back through system.

    78 77
    66. Parking Brake Control Rod
    70
    70 . Bolt 74 . Connector 67. Steering Column
    71 . Actuator Air Bleed 75 . Actuator Inlet Pipe 77. Transmission Control Equalizer
    72. Actuator 76 . Actuator Bracket 78. Jam Nut
    73 . Inlet Pipe Seal 1. Parking Brake Cable 79. Control Valve Lever

    1. Power Steering Pump


    2. Reservoir
    3. Parking Brake Pedal
    4. Actuator
    5. Parking Brake SR - Supply to Relay Valve
    6. Pressure Switch TW - Supply to Control Valve
    7. Control Valve R - Return to Pump
    8. Relay Valve TWE - Control Valve Exhaust
    9. Steering Gear 10 ER - Exhaust to Reservoir
    10 . Master Cylinder D - Delivery to Actuator
    C - Control Signal
    DC - Delivery From Control Valve
    SC - Supply to Control Valve
    EC - Exhaust From Control Valve

    6-1 1
    SECTION 6 BRAKES

    43 . Actuator Cable P-Motorhome Model


    28 29 Removinglinstalling Parking Brake Pedal 44 . Clevis Pin
    on P Motorhome Models Relay Lever Assembly
    45 . Clevis Pin
    46 . Washers (3)
    47 . Washers (2)
    48 . Cotter Pin
    49 . Cotter Pin 52
    50 . Front Parking Brake Cable
    31 51 . Clevis Pin
    52 . Cotter Pin
    56 . Bracket

    50

    28. Bracket
    29. Bon
    30. Parking Brake Pedal
    31 . Brace
    43
    32 . Nut

    Relay and Control Valve

    64 . Bolt
    65. Control Valve
    66 . Parking Brake Control Rod
    67 . Steering Column
    68 . Relay Valve
    69 . Nut

    P-Motorhome Model Cable Components

    50 . Front Parking Brake Cable


    43. Actuator Cable
    53 . Brake Drum
    54. Actuator Bracket
    55 . Bolt and Clip
    56. Bracket

    6-1 2
    APPENDIX 6-1

    BRAKE CALIPER NOISE


    Reference : General Motors Dealer Service Technical 3. Lay a straight edge across the forward caliper surfaces
    Bulletin No. 79-T-25 (January, 1980) "C" and "D" (shown in the following illustration) and
    measure with a feeler gage the,maximum depth of any
    1974-1979 G-, P-30 Series Models with JB-8 or JF-9 wear on these surfaces. Calipers worn to a depth of
    Brake Option .050 inch or more should be replaced .

    The following information has been extracted from the


    above mentioned bulletin .

    A noise or rattle condition caused by wear at the brake


    caliper and knuckle slide surface may be reported on
    some high-mileage vehicles as a loose or rattling front
    end on all but smooth roads. This condition does not affect
    the operation of the brake system . The J13-8 and JF-9
    brake systems have a caliper retention design which in-
    corporates a key and a leaf spring retained in a "V"
    groove .

    Vehicles which have the caliper rattle condition can be


    corrected by installing an oversized key and newly de-
    signed leaf spring available from General Motors Parts
    Division. The service keys will be available in five sizes
    (at .040-inch increments) to compensate for varying de-
    grees of wear.

    Follow the procedure given below for correction of com-


    plaint vehicles:

    1 . Remove caliper from knuckle by unscrewing key re-


    tention screw and tapping out key and spring.

    2. Clean surfaces "A", "B", "C", and "D" (shown in the


    following illustration) with a wire brush, filing smooth 4. Reinstall the caliper back into the knuckle . Install a
    any nicks and/or gouges . new standard size key .and reinstall the key retention
    screw, but do not install the caliper support spring at
    this time .

    5. Insert a screw driver into center of key/bumper gap


    and pry firmly to assure that caliper is seated against
    three slide surfaces -,"A", "B", "C .''

    6. Measure bumper gap with largest feeler gage (or stack


    of gages) that will fit into the gap for its full length .

    7. Select a replacement key according to the table on


    page 6-12 .

    8. Install selected replacement key and new design


    spring, GM Part No. 14023437, and reinstall retention
    screw .

    NOTE:

    " If retention screw is damaged or shows signs of exces-


    sive wear, replace with new part (GM Part No . 331478) .

    " The spring has been redesigned from a "C" to an "M"


    shape . The "M" spring must be installed with the large
    radius in contact with the key.

    6-13
    APPENDIX 6-1

    BRAKE CALIPER NOISE (Cont'd)


    BUMPER GAP (IN .)
    MORE THAN BUT NOT" EXCEEDING REPLACEMENT KEY I.D. GM PART NO.
    0 .060 Standard Size 1 14023439
    .060 .100 .040 Oversized 11 14026793
    .100 .140 .080 Oversized 111 14026794
    .140 .180 .120 Oversized 1111 14026795
    .180 .220 .160 Oversized 11111 14026796
    Replace Anchor Plate/Knuckle and
    .220 - Caliper and use new standard size key
    and new spring .

    °C" SHAPE SPRING (OLD DESIGN)

    "M" SHAPE
    SPRING (NEW DESIGN)
    APPENDIX 6-2

    VACUUM BRAKE BLEEDER


    The following information has been extracted from the GM
    Dealer Equipment Catalog . Vacuum brake bleeder fea-
    tures, specifications and ordering information has been
    described .

    FEATURES
    " Vacuum operation

    " Can be used for all types of cars, trucks, busses and
    motor bikes .

    " Fluid is retained in the canister, eliminating costly paint


    damage from splashing .

    " Brake set equipped with universal rubber connector on


    40-inch quick-connect tubing and GM adapter .

    SPECIFICATIONS
    Air Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4 CFM
    Minimum vacuum capacity . . . . . . . . . . . . . . . . . . . . . . . . . .60%
    Connection thread . . . . . . . . . . . . . . 1/4-inch female thread
    Canister volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 gal .

    HOW IT WORKS
    The brake bleeder is used as outlined below:

    1 . Connect the brake bleeder to an air supply (80 to 175


    PSI) and the hose with the rubber connector end to
    the brake bleed screw.

    2. Depress the lever on the bleeder top to create a vac-


    uum in the canister.

    3. Apply a suitable wrench to the bleed screw, and open .


    Air and brake fluid will now be drawn out of the system.
    APPENDIX 6-3

    BRAKE LINING LIFE


    EXPECTANCY
    VEHICLE #1 VEHICLE #2
    BRAKES APPLIED AT "Y" BRAKES APPLIED AT "X"

    ~10P
    VEHICLE 2

    B .1U .'s fill


    TOTAL HEAT GENERATED IN BRAKES IS THE SAME FOR BOTH VEHICLES
    B .TU .'s MMUJ
    I--x.900 HP ABSORBED -y
    150 HP ABSORBED
    VEHICLE #1 AND VEHICLE #2 TRAVELING AT SAME SPEED WHEN
    BRAKES ARE APPLIED

    The following information is provided courtesy of Gray-


    Rock Company as an aid to the motor home owner in BRAKE DRUMS ON VEHICLE #1
    understanding brake lining life expectancy and premature DURING BRAKE APPLICATION
    drum failure . GM provides no statement as to the accuracy
    of this information, although it would appear to be correct .

    A brake is a heat machine . A soft touch on the brakes


    pays off in any model vehicle in the form of brake life and
    fuel economy . Each time brakes are applied, you are con-
    verting forward motion (that you bought and paid for as
    fuel costs) into heat energy of stopping .

    MINIMUM INPUT
    Brakes change energy of motion to heat energy, and this FOR SAFE STOP
    energy is the same for any stop from a given speed. Many
    drivers take advantage of good brakes by stopping in 500°F - NORMAL HEAT
    shorter distances than necessary. The following example CONCENTRATION AT DRUM SURFACE
    demonstrates improper braking techniques and the re-
    sults . (See diagram above.)
    BRAKE DRUMS ON VEHICLE #2
    DURING BRAKE APPLICATION
    Assume both drivers (Vehicle No. 1 and No. 2) are op-
    erating identical vehicles and making a stop from the same
    speed . Vehicle No. 1 anticipates the stop and applies the
    brakes at point "Y" as shown in the diagram above . Heat
    is generated at a rate that the brakes of Vehicle No. 1
    can handle - about 500°F at drum surface . The driver of
    Vehicle No. 2, shown in the diagram, doesn't apply his
    brakes until he reaches point "X."

    Although the work load on the brakes of both vehicles is


    the same, in the case of Vehicle No. 2, the work load is MAXIMUM INPUT
    "poured" into the brakes in 1/6th the time. This means "K FACTOR" WILL ALLOW
    that the brakes must absorb 900 horsepower instead of
    just 150 . Vehicle No. 2 develops up to 2,000°F temper- 1800-2000°F - HIGH HEAT
    ature at drum surface and at a rate faster than it can be CONCENTRATION AT DRUM SURFACE
    transferred and dissipated. The result is short lining life
    and premature drum failure .
    6-16
    SECTION 7 -- ENGINE

    ENGINE
    Your Chevrolet Motor Home Chassis is equipped with
    either the 5.7L or 7.4L (Mark IV) gasoline engine or the
    6.2L diesel engine . Both the gasoline and diesel engines
    are four-cycle designs . That is, there are four distinct
    strokes (intake, compression, power and exhaust) in the
    power cycle of each. engine cylinder. The power cycle of
    a cylinder takes plce through two .revolutions of the
    crankshaft.

    NOTE: There is a "truck rule of thumb" that says, "For


    good engine life, the engine shall not cruise for
    long periods of time at speeds in excess of 80
    90 percent of engine governed speed or as
    rated ." Full-rated speed is acceptable for short
    durations such as when the transmission is going
    through its shift points . The chart shown in Figure
    7-1 shows the general relationship of engine
    speed to engine life.

    PRINCIPLES OF INCREASED ENGINE LIFE


    Avoid Engine Idling For Long Periods Of
    Time
    Long periods of engine idling will drop engine temperature
    and result in the incomplete burning of fuel. Raw unburned
    fuel can wash lubricating oil off cylinder walls and result
    in diluted crankcase oils and poor lubrication to all moving Figure 7-1- Engine Speed to Engine Life
    parts .

    High Operating Temperatures Increase Oil Water Temperature Is Important To Engine


    Oxidation Rate Operation And Engine Life
    High engine temperatures that are caused by heavy loads, Water temperature of 195 degrees Fahrenheit or higher
    faulty cooling systems, incorrect timing, improper spark assures that cylinder walls are heated to a proper tem-
    plugs, preignition and detonation, help to speed the oxi- perature needed to support good combustion and that
    dation of oils . Every 20 degree increase of temperature other working parts of the engine have expanded evenly
    will double the oxidation rate. (See Figure 7-10.) to favorable clearances for oil lubrication .

    Extreme heat causes the'oil to oxidize which forms tar When water temperature , is too low, the cylinder
    and gum deposits inothe oil . Varnish will also form and walls retard the heating of air during compression and
    result in ring sticking, valve sticking and malfunction of delay ignition . This causes incomplete combustion, ex-
    other vital engine parts . cessive exhaust smoke, poor emissions, and high fuel
    consumption .
    Clean oil coolers have proven successful in maintaining
    acceptable engine temperatures .
    Water Condensation In A Cold Engine
    Allow Engine To "Cool Down" Slightly Creates Unnecessary Engine Wear
    Before Shut-Down It has been well established that low operating tempera-
    If an engine has been heavily worked, it is a good policy ture increases engine wear. The products of combustion
    to disengage the load from the engine and allow the en- in a "cold-running" engine combined with moisture will
    gine to idle for a few minutes before turning off the ignition . form a corrosive film of oxide on the cylinder walls and
    This practice allows the engine to cool gradually and pro- engine components.
    motes a desirable dissipation of heat from any localized
    area of concentrated temperature . Such a practice avoids Engineers have estimated that as much as eight times
    the rapid cooling that can cause warped valves, valve the cylinder and engine wear occurs to an engine oper-
    "tuliping," block distortion, cracked manifolds, etc. (See ating at temperatures to 100 degrees Fahrenheit com-
    the Exhaust Manifold and Plug Wire Failure section for pared to an engine operating at a temperature of 195
    additional information, page 7-4 .) degrees Fahrenheit.
    SECTION 7 ENGINE

    Avoid Initial "Scuffing" After Engine Each is equipped with an electronic ignition system which
    Rebuild has no breaker points or condenser . The system uses a
    spark plug in each cylinder to start combustion.
    After an engine has been overhauled, a pressurized oil
    system helps prevent damage to newly installed engine
    parts caused from a lack of lubrication. The system sends Typical 7.41- engine ratings and basic specifications are
    a supply of oil through the oil lines to the lifters, bearings, shown in Figure 7-2 and 7-3 .
    etc ., before the engine starts .

    Design engineers have approximated that' several


    hundred engine revolutions are required before the av- DIESEL ENGINE
    erage lubrication system will supply the required amount The V-8, 6.21- diesel engine is similar to a V-8 gasoline
    of oil to the vital moving parts . This time lapse results engine in many ways but major differences exist in the
    because a normal oil pump must prime itself and then cylinder heads, combustion chamber, fuel distribution sys-
    pump the oil throughout the system . tem, air intake manifold and the method of ignition . The
    cylinder block, crankshaft, main bearings, rods, pistons
    If a newly overhauled engine is "dry" when started, the and wrist pins are similar to those on a gasoline engine
    newly installed parts will be more sensitive to break-in but are of a heavy-duty design because of the high
    abuse due to the high frictional temperatures caused by compression ratio required in the diesel engine to ignite
    the momentary lack of oil . fuel. Ignition of the fuel in a diesel engine occurs because
    of heat developed in the combustion chamber during the
    compression stroke . Thus, no spark plugs or high-voltage
    GASOLINE ENGINE ignition are necessary for a diesel engine .
    Both the 5.71-(350 Cubic Inch Displacement) and the 7.41-
    Mark IV (454 Cubic Inch Displacement) engines have
    eight cylinders and are designed to operate on no-lead Typical 6.21- engine ratings and basic specifications are
    gasoline . shown in Figure 7-4 .

    1982-1989 1990-1994
    Basic Specifications Basic Specifications
    Engine type . . . . .. .. .. . . . . . . . Valve-in-head Engine type . . . . . . . . . . . . : . . . . . . . . . . . . Valve-in-head
    Piston displacement . . . (Liter/Cu
    .. . . In. ..) . . . . . . . . . . . . 7 .41454 Piston displacement (Liter/Cu . In .) . . . . . . . . . . . . 7.4/454
    Bore & stroke (nominal) . . . . . . . . . . . . . . . . 4 .25" x 4.00" Bore & stroke (nominal) . . . . . . . . . . . . . . . . 4 .25" x 4 .00"
    Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .9 :1 Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .9 :1
    Carburetor type . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Barrel Carburetor type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TBI
    Exhaust - Single . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . All Exhaust - Single . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . All
    Engine Ratings - Typical Engine Ratings - Typical
    All States All States
    Heavy Duty Emissions Heavy Duty Emissions
    (8501 lbs. GVWR and above) (8501 lbs . GVWR and above)
    SAE net horsepower (77 °F) . . . . . . . . . . . 240 @ 3800 rpm SAE net horsepower (77 °F) . . . . . . . . . . . 230 (?a 3600 rpm
    SAE net torque ft-lb (77°F) . . . . . . . . . . . 375 @ 3200 rpm SAE net torque ft-Ib (77 °F) . . . . . . . . . . . 385 Q 1600 rpm
    250 ..... .. .............s... s40 230 -500
    240 520 220
    I
    230 ::: 500
    210
    220 460
    200
    210 : :cast 460
    190
    200 440
    180
    180 420
    170
    180 400
    :a33
    170 380 180
    z
    m
    160 0 ~' ISO
    .H.
    : 360 3
    0
    150 340 140
    N
    140 320
    C
    130
    K
    130 300 S
    120 F
    120 280
    110
    110 260
    100
    100 240
    80
    80 220
    :::.': s0
    ..3-
    . ..-.--~ ....3 .3 .339*. 200
    70
    70 160
    60
    60
    ::ISilt 160
    $0 1 I I I I 1 I I I I I
    50 1 140
    I I I I I I I I I I I 0 4 8 12 16 20 24 28 32 38 40 44 48
    0 4 8 12 16 20 24 28 32 36 40 44 48
    REVOLUTIONS PER MINUTE (+100) ENGII4E RPM (+100)

    Figure 7-2 - Typical 7.4L Engine Ratings and Figure 7-3 - Typical 7.41- Engine Ratings and
    Specifications Specifications

    7-2
    SECTION 7D ENGINE FUEL SYSTEMS

    Engine Specifications Engine Specifications


    Engine type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four cycle Engine type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four cycle
    No . of cylinders . . . . . . . . . . . . . . .. . . . . . . . .. . . . . .. . . .. . . 8 No. of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
    Bore & stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.06" x 3 .82" Bore & stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .98" x 3 .82"
    Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395 cu . i n . Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 cu . i n .
    Injection pump . . . . . . . . . . . . . . . Stanadyne Mechanical Type Injection pump . . . . . . . . . . . . . . . Stanadyne Mechanical Type
    Brake HP . . . . . . . . . . . . . . . . . . . . . . 155 BHP @ 3500 RPM" Brake HP . . . . . . . . . . . . . . . . . . . . . . 190 BHP @ 3400 RPM'
    Peak Torque . . . . . . . . . . . . . . . . . . . 285 lb . ft . @ 2000 RPM' Peak Torque . . . . . . . . . . . . . . . . . . . 380 lb . ft . C 1700 RPM"
    Comp . Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 .3 :1 Comp . Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 .5 :1
    'HP and Torque range from 140HP/255 Ib . ft . to rating on chart . Combustion chamber . . . . . . . . . . . . . . . . . . . Indirect injection
    Turbo boost . . . . . . . . . . . . . . . . . . . . . . . . 10 psi @ peak torque
    Turbo mfgr. . . . . . . . . . . . . . . .. . . . . . . . . . . . . Borg Warner/11-11
    Performance Curve R PO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L65 H .D . engine

    300 Performance Curve


    280
    aaaaaa .. ...aa . ..ar " . ;,.aaa . .aaaa 260 .uuuarunun.uuuuoou
    .a "aaaaaaaaaaa.aaaaaaaa . ._aaaaaa .as .. .. .aaaa .raa ".aaaaa .aaa.aa.a
    "" r " a.aaa.aaararr " aa """" i " .~ " rra 240 W a " argame. .soon "a ..aa "rr 400
    "a " a "aaa .. """ aa . .r .""aa .a " .aaaaa 240 ~aaaaaa"""
    nowaaaarr "" aa ""aar " rraaa
    """ aaaanow " a ""a "" raraarr "" aa "" r . 220 a .raaaaa~a " aaa ." aaa .a" aa .r.aa "aa
    MOOMMEM us ".aaaa " aa Memo one
    a """" aaaaaar .aa "". .aa " a .. .ar:aaar.~rraa .a .aaa .. .a. .aa.a 350 oD
    .. . . .aarar . .a .. . . .a .a.rr . .aaa. .a 220
    160
    rraaaaaaaaaar.a " aaaaa . . " aa~-~aaa . aaara. . . " aa .aaa .a i~~aa .ar .. . .r.a W
    " raaaaa """ aa " "" r "aaaa~~ . .a " aaaa raaara "" raaa ""a " raaa . ;,a "aaaaa300 "". "
    200 """ a.-," "aa O=,
    140 ..ar .r .aa.aa. .. .r .r. ..aar". .aaa a
    .ra . . ..a . .arar . .!i. . . . ..a .. .r . .a "aara. .a "aa " aaa .aa .aa.a.r~. .araa
    aaaaaaa " aaa . "ar :r.a .aaaa """" i "" a "" a" aaa ""aaraa" .r .a.aaa:~a.aaraa
    a 180 r" aaraar "" aar "a """ a "" ~ "a ""rr""aa 250
    = 120 a. .a ..aar. .a . .. . . . .r~ . . .r.r ..raa
    m "" r. """"". """"." "a"""""" aa .aaaaaa" aa .a. .a a .aaaa.aaa ".a
    HHHHaaa"UM "ar. . . aaa . "a .a .aaa 160 a.r" ." raa.HaaW ." . "Mara.. . ara .
    aaa.aa .aa .r . rr " r """ar"""""rr . "" aa " rarar """a .
    x
    W
    100 aara . """ rra "a .aa "" a.aaaar .aar "aa
    " aaaaaar~ " aaa " ara".aa aa ""aa "" ra "aa .
    a. " rara. ..a.aai~aaa """"" r.aara.a
    .~ uouv.oou . . . . a"a . ... a
    ..aaaaria .a . . .. .a .a.a .aas "a.a 140 aaaa ..aaaa .arraa. .. .aaaaaaaaa.aa.
    ..aon r, some HOME MMEMEMMONEVEMM
    80 r aa .r ." aaaai .aa .s a . .aaa . "a .aaa.a
    as " ar~ .raar. . .aaar . .aaaa . " aaa. .a O a..a .aa..rir .a ..a ..aa.r .a..a ...a
    as " ar, . .raaa.a ..a .a .aaaa .aaa . " a " a 120 aas"""
    a ..raa .ar".r.a. .aa ..r .a. .rrr. .r .a
    raar, aa "ra " r.ir" .. .raraa. .a
    60 """ araa""" aa " rrara """ra """ aa "a " r .. .r .. .rr. .. .. . . .ar . .a .aa . . .ara
    r. .r . .ri .ara .. .a . ..r . . . . " ar. .. .r
    aaa . . .r . .r .a .r . . . .a . .. .rr .a .ra .a 100
    a "" .a .. " a .aaaa ..a .aaaa .a . .aaa . .a
    40 . "ar.r~aaa . .ar.a.aaaaaaaaa .aaaaaa
    . .a .ara . ..r .a . .aaa. . .aaa . .a .a . .a as" iri" sa. ". .aaaa "aa " aaaaa .aaaa.
    "" aar "UM .r " aaa "" .rarrr. . .raarr" OMEN none Me@
    . " a sonso . . . ". .a .rr . . . .a ... .a . .a 80
    ar" ra .a .a . . .a.aaaaa "aaa "" .aaaaar
    1200 600 2000 2400 2800 3200 3600
    60 .r ..a.aaa..a. .. .a ...aa .. .aaaaaa .a
    ENGINE SPEED - RPM """ aa " rr "" a "rar " aa "" aaara """""a
    . .aa.aa .raaaa.ra . ..arrrra .aaaaaa
    POWER OUTPUT AT SAE J1349 conditions
    1200 1600 2000 2400 2800 3200 3600
    Figure 7-4 - Typical 6.21- Engine Ratings and ENGINE SPEED - RPM
    Specifications POWER OUTPUT AT SAE J1349 conditions

    Figure 7-5 - Typical 6.51- Turbocharged Engine


    Ratings and Specifications
    SECTION 7D - ENGINE FUEL SYSTEMS

    GM's 6.51. V8 TURBO DIESEL Serpentine Belt Drive


    ENGINE The 6.51- features a single serpentine drive belt with an
    automatic tension adjuster which improves belt life. The
    Turbocharged system maintains the desired belt tension needed to run
    the integral components while allowing for the easy
    The 6.5L features a completely integrated Borg Warner/IHI replacement .
    turbocharger. This turbocharger is waste-gated on the
    exhaust side of the turbo with an all-new wastegate that is
    patented by GM and is specifically designed for this Draincock
    system . This new wastegate provides very tangible bene- Water Separator
    fits. By design, it reduces overall stress on the internal
    is
    engine components . To accomplish this, the wastegate is As the water separator an integral part of the fuel
    filter on
    the 6.5L, the method of draining off the water has been
    designed to reduce turbo-boost pressure after maximum
    designed for convenience . The water separator draincock
    torque is obtained . This turbocharger delivers a top-boost allowing
    of 10 psi at 1700 RPM and produces outstanding respon- has been located up front on the top of the engine,
    for easy draining when required .
    sive acceleration on demand with no detectable turbo-lag .

    Crankshaft Bearing and Seal Optimized Combustion Chamber


    The crankshaft bearings used in the 6.5L are made of a To provide smokeless performance and to meet stringent
    more fatigue resistant bearing material . This material emissions standards without sacrificing power, the 6.51-
    promotes a higher stress life of the bearings. The rear was designed with an optimized combustion chamber. This
    crankshaft seal is a one-piece seal that greatly reduces the design provides an optimum balance of air in the pre-
    chances of leakage . chamber in the head and of air in the cylinder. This balance
    of air enhances a more even and complete burning of the
    Fuel Filtration System fuel.

    The double filtration fuel filter on the 6.51- combines the fuel
    filter, water separator and fuel heater all in one canister. Its Horsepower & Torque
    location and top-load vertical design allows easy filter
    cartridge replacement . The 6 .5L Turbo Diesel has a horsepower rating of 190
    3400 RPM and a torque rating of 380 Lb.-ft . @ 1700 RPM,
    New Piston Design and provides a 30% torque rise over a usable 2800 RPM
    range.
    The 6.5L bulkhead area was designed to handle the higher
    cylinder firing pressures of a turbocharged engine. In addi-
    tion the coolant passages and the oil galleries were sized
    to provide the increased flow required by a turbo engine .
    SECTION 7 ENGINE

    EXHAUST MANIFOLDS was removed . The more heat present when the manifold
    is removed, the greater the "apparent" shrinkage of the
    There are three types of materials used in the various manifold .
    years and models of the G- and P-Series motor home
    chassis . Each material described below has specific fea- The manifold may be installed in the following manner:
    tures and drawbacks to be considered before being se-
    1 . Install the two (2) center attaching bolts and torque the
    lected by the design engineer.
    bolts to 10 ft. lbs. Install additional bolts if alignment is
    possible.
    " CAST IRON - Cast iron has been used for many years
    for the 454 CID engines including some current year
    engines . Cast iron is good for its ability to withstand 2. Connect the exhaust pipes, crossover pipe, etc . to al-
    heat and it is easy to produce and machine . However, low the engine to "run."
    a drawback to using cast iron a$ an exhaust manifold
    3. Start the engine and allow the engine to run (5 to 12
    is that it can crack easily and has a slight tendency to
    warp. minutes) until the manifold expands allowing easy in-
    stallation of the remaining bolts .
    NODULAR IRON - Nodular iron has been used on 4 . Torque the center bolts to a full 40 ft, lbs . torque and
    many 350 CID and 454 CID engines . The nodular
    manifold is 5/16 in. thick versus 3/16 for the cast apply slightly less torque for each bolt as you proceed
    iron. Nodular iron has some of the same properties toward each end . (See Cast Iron Manifold Cracking
    of cast iron but is not as prone to cracking . Also, section below for additional information .)
    nodular iron has less tendency to warp and become
    NOTE: This procedure is not considered detrimental to
    distorted than conventional cast iron.
    the exhaust manifold in any way and can be used
    to save the expense of a new manifold.
    " STAINLESS STEEL - Stainless steel had come into
    use with some past production 454 CID engines
    with the new emissions Systems . Starting in 1985 CAST IRON MANIFOLD CRACKING
    midyear through 1989 federal and 1989 California. It Before installing a new manifold, the dowel pin holes
    is very difficult to produce and the materials cost is and bolt holes should be increased 1/32 inch in
    high. The net result is that the total cost of using diameter to enable the manifold to expand and con-
    stainless steel manifold vs. the manifold cast family tract without buckling . The reason for this is that in
    itself is extremely high. some of the larger engines, the manifold actually in-
    creases in length as much as 1/8 inch when going from
    With any manifold, the extremes of use are great. At one atmospheric temperature to operating temperature .
    moment the manifold is 40 degrees Fahrenheit below zero Apply a liberal amount of anti-seize compound
    and a few minutes later the manifold itself is white hot . #1052771 to the manifold face and head face to in-
    Or, the manifold is white hot and the vehicle goes through crease manifold life . The compound appears to create
    a water puddle and quenches the manifold . Any and all a hard slate-like film with a very low coefficient of fric-
    parts can withstand a given amount of cycles or use before tion allowing the manifold to expand and contract and
    failure. GM warrants exhaust manifolds as part of . the can be purchased through any Chevrolet dealership
    normal, published warranties with the realization that it is parts department .
    very possible to produce a defective manifold . However,
    in instances where repetitive failures occur, the owner and When installing a manifold on 454 engines, torque the
    service technician should examine the actual applications center bolts to a full 40 ft. lbs . torque and slightly less
    of use as to the cause of the failure (i .e ., overload, road torque for each bolt as you proceed towards either end .
    splash, poor air flow, incorrect bolt torque, incorrect parts
    or improper installation) . NOTE : If the bolts are not tightened enough, leaks will
    occur. If the bolts are overtightened, the manifold
    NOTE: Experience shows that installing exhaust cannot expand and will buckle . Use a torque
    manifold gaskets rather than resurfacing the wrench whenever possible.
    manifold is only a short time repair . Leaking
    manifolds should be resurfaced or replaced CAST IRON WARPING
    and do not use a gasket but use anti-seize
    compound #1052771 to increase manifold life. Often times a warped cast iron manifold is caused by
    loose, poorly torqued attaching bolts or a broken attaching
    SERVICE TIPS bolt. If the manifold is not held firmly against the block for
    proper heat absorption, exhaust heat can add to a warp-
    NODULAR IRON MANIFOLD SHRINKAGE age problem. The repair procedure may not require the
    At times a service technician may experience a problem manifold to be replaced providing a quality machine shop
    with replacement of a manifold after it has been removed can resurface the face of the manifold flat . This can be
    for service . The technician is unable to reinstall the at- an advantage as the cast iron has been "cured" with many
    taching bolts due to shrinkage of the manifold. This com- heatings and coolings. Remachining the surface flat may
    plaint is a result of heat present at the time the manifold actually be a better repair than manifold replacement .
    7-3
    SECTION 7 ENGINE

    EXHAUST MANIFOLD AND PLUG Care must be taken in the design of the right side panel
    as to provide proper clearances around any hoses, wires
    WIRE FAILURE and engine dress items and also to provide clearance for
    Chevrolet has determined that right side exhaust manifold the tire throughout its movements . The panel should ex-
    and right side spark plug wire failure may be the result of tend rearward to a point parallel to the number seven
    inadequate air flow. This is due to the absence of a wheel- spark plug wire. The panel should be shaped and posi-
    well panel on the right front wheel opening . This situation tioned similarly to the left side panel currently installed on
    allows necessary engine cooling air flow to exit the engine the vehicle . Care must be taken to leave an opening at
    compartment prior to passing the exhaust manifold and the rear of the engine compartment to allow cooling air to
    spark plug wires and therby cooling the manifold and exit the engine compartment as on the left side panel .
    spark plug wires as occurs on the left side of the engine See Figure 7-5 .
    compartment . See Figure 7-4 .
    The motor home owner should be advised that when stop-
    ping the vehicle for fuel fill or rest stops after sustained
    highway driving, the engine should be allowed to idle for
    a period of three to five minutes before turning off the
    engine . This "idle time" allows the cooling fans enough
    time to reduce and stabilize the underhood temperature
    thereby increasing effective component life (spark plug
    wires, exhaust manifolds, belts, hoses, etc .).

    EXHAUST MANIFOLD LEAKS


    The following information is provided as an aid to the
    motor home owner of vehicles experiencing difficulty of
    both right and left exhaust manifold leaks . The information
    has been extracted from a Chevrolet Dealer Service Bul-
    Figure 7-4 - Inadequate Engine Compartment letin and intended to be used in conjunction with the right
    Air Flow panel air flow correction described above .

    This condition can be corrected by fabricating a metal


    panel similar to the one used on the left side of the vehicle . Reference : Chevrolet Dealer Service Bulletin
    Adding the panel forces the air flow to pass along the right No. 86-255 (November, 1987)
    side of the engine compartment therby providing a cooling
    effect and greatly extends the manifold and spark plug
    wire life. See Figure 7-5 . `Some 1981-86 vehicles with 7.4L engines and cast iron
    manifolds may experience a condition where an exhaust
    leak develops between the manifold and the cylinder head
    mating surface causing a "noise condition ."

    Starting in 1987, an improved cast iron exhaust manifold


    using nodular iron instead of grey iron was released on
    the 1987 RV vehicles with the 7.41- engine . The nodular
    iron manifold is less susceptible to heat warpage than the
    previously used grey iron exhaust manifold . This manifold
    can be used to repair leaking exhaust manifolds on earlier
    year trucks and motor homes. This manifold is NOT inter-
    changeable with tubular manifolds used with the H5D
    (Federal Emissions NA5/NA6 equipped trucks built after
    July 1, 1985, with Heavy Duty Emissions and dual air
    pumps) emission system .
    NOTE: To Install the improved manifold, parts in
    Figure 7-5 - Corrected Engine Compartment Air Flow Figure 7-6-A are required .

    NOTE: Installation of the right hand engine heat splash


    shield GM Part #15680348 was implemented on
    7-15-92 VIN #321432 see Figure 7-6-C.
    SECTION 7 ENGINE

    LEFT EXHAUST PIPE TO ENGINE OIL


    FILTER INTERFERENCE
    The following information was extracted from a Chevrolet
    Dealer Service Bulletin relating to left exhaust manifold
    header pipe redesign .

    Reference : Chevrolet Dealer Service Bulletin


    No. 86-250 (September, 1987)

    Some 1985-86 P-3 models equipped with a 7.4L engine


    and H5D emissions may exhibit a situation where the
    left exhaust manifold pipe contacts the oil filter. This
    Figure 7-6 - Typical Manifold condition was corrected (effective S.O.P. 1987) with
    NOTE: A recent study by our engineering department the release of a redesigned exhaust manifold pipe. See
    has revealed that a substantial increase in ex- Figure 7-6-B. This new pipe provides increased
    haust manifold life can be obtained by cutting clearances between the oil filter and the exhaust pipe.
    the manifold attaching support in 3 places be-
    tween bolts #2 & 3 and 4 & 5 and 6 & 7 with a This new exhaust manifold pipe may be obtained through
    metal saw which allows each runner to move GM-SPO (GM Part No. 15559924) and may be used on
    independently. See Figure 7-6. earlier production vehicles manufactured with a 7.4L en-
    gine and H5D emissions .
    PARTS INFORMATION -
    IMPROVED CAST IRON MANIFOLD
    GM PART NO. USAGE QUANTITY.

    14103191 Manifold-Exhaust LH 1
    10045732 Manifold Assembly- 1
    Exhaust RH
    14053573 Stud-Exhaust 3
    Manifold LH
    14053574 Stud-Exhaust 3
    Manifold RH
    587575 Spring-Exhaust 6
    Manifold
    9422297 Nut-Exhaust 6
    Manifold (3/8-16)
    120395 Washer-Exhaust 6 Figure 7-6-B - Redesigned Left Exhaust Manifold Pipe
    Manifold (3/8-Flat)
    15592451 Seal Assembly- 2
    Exhaust Manifold
    3909821 Bolt-Exhaust 16
    Manifold
    (3/8 x 1-3/16)
    10017198 Plug-Oxygen Sensor 1
    (18mm) LH Side
    5617102 Gasket-Oxygen 1
    Sensor Plug LH Side
    10068600 Shield-Starter 1
    9439915 Nut-Starter Shield 2
    (114-20)
    1052771 Anti-seize Compound 1

    NOTICE : THE RIGHT HAND MANIFOLD


    ASSEMBLY INCORPORATES A
    SHORTER HEAT STOVE . TO
    PROTECT STARTER WIRING, A HEAT
    SHIELD (GM PART NO. 10068600) Figure 7-6-C
    MUST BE INSTALLED .
    Figure 7-6-A

    7-5
    SECTION 7A ENGINE LUBRICATION

    ENGINE LUBRICATION
    pump pressure tries to pump oil through a clogged filter .
    GENERAL DESCRIPTION When the pressure causes the bypass valve to open, the
    The oil pan acts as a reservoir for holding the oil waiting oil bypasses the filter and the engine continues to receive
    to be circulated through the engine. The oil pan is attached lubrication . Replacement of the filter at proper intervals
    to the bottom side or pan rail of the engine. will prevent damage to the engine due to a clogged filter .
    A pressure-feed type pump is mounted to the bottom side
    of the rear main bearing cap . From the filter, the oil is pumped through the drilled gal-
    leries in the case to the various moving metal parts in the
    Extending down from the pump and into the oil, is a pick- engine. After being pumped to the critical engine parts,
    up tube with a screen cover to filter out foreign material. oil drains back to the crankcase. Also, as the crankshaft
    Oil is picked up by this tube and pumped through the rotates it slings oil off the crankpins to cover cylinder wall
    gear-type oil pump. In the gasoline engines, the distrib- pistons, piston pin and piston rings. Oil drains off these
    utor, driven by a helical gear on the camshaft, drives the parts and back to the engine pan .
    oil pump . For the diesel engine, the pump is driven from
    the engine camshaft by means of an intermediate shaft . There is also a second bypass valve. This is the oil-cooler
    The oil is next pumped from the engine and through a bypass valve. It works much the same as the oil filter
    cooler located in front of the radiator which cools the oil bypass valve and opens to allow an alternate route for
    and thus helps to remove engine heat (Figure 7-7). the oil if the cooler should become clogged .
    From the filter, the oil passes through a cooler. If this full-
    flow filter becomes clogged, the engine is equipped with There is an oil pressure switch which is assembled to the'
    a bypass valve which is spring loaded. This valve protects top rear of the cylinder block to sense oil pressure in the
    the engine from oil starvation byopening when increased main gallery .

    RADIATOR

    ENGINE

    OIL FILTER

    Figure 7-7-Typical Engine Oil Cooler Installation- Mark IV-1986 and Earlier
    7-6
    SECTION 7A - ENGINE LUBRICATION
    OILS Hot
    Weather
    QUALITY
    Engine oils are labeled on the containers with various API
    (American Petroleum Institute) designations of quality. For
    gasoline engines, Chevrolet recommends the use of an
    oil with the API designation "SG," either alone or shown
    with otherdesignations such as "SG/CC ." Oilswhich are
    not labeled "SG" should not be used. Fordiesel engines,
    Chevrolet recommends the use of oil designate of
    "SG/CE" or "SG/CD ." Other designations including
    "SG" alone should not be used for diesel engines . Us-
    ing oils of a quality other than those recommended for
    Chevrolet gasoline and diesel engines respectively
    could cause engine damge .
    Cold
    Weather

    VISCOSITY Figure 7-8- Oil Viscosity Chart-Gasoline Engine


    Engine oil viscosity (thickness) has an effect on fuel econ-
    omy. Lower viscosity engine oils can provide better fuel
    economy ; however higher temperature weather condi-
    tions require higher viscosity engine oils for satisfactory DIESEL ENGINES - For temperatures above 32°F,
    lubrication . Using any viscosity oils other than those SAE 15W-40 is the preferred viscosity grade . SAE 30 oil
    recommended could cause engine damage . can be used for continuous daily driving and all driving
    where the temperature will not be less than 32°F.
    When choosing an oil, consider the range of temperature
    your vehicle will be operated in before the next oil change . These oils combine excellent film strength with the
    Then, select the recommended oil viscosity from the ap- best available additive package to prevent wear and
    plicable chart shown in Figure 7-8 or Figure 7-9 . protect against piston ring sticking at higher mileages .
    DO NOT USE SAE 10W-40 oils in diesel engines,
    GASOLINE ENGINES - For temperatures above 0°F, because most of them can cause piston ring sticking
    SAE 10W-30, is preferred for a single-choice multi-vis- and engine damage .
    cosity oil. However, for heavy-duty expressway driving in
    summer temperatures, there can be an advantage to a SAE 30 SG/CE and SF/CD oils are generally not suitable
    single-viscosity straight SG/CD 30 oil . when temperatures fall below 32 0 F because of cold
    starting considerations . The use of SAE 15W-40 SG/CE
    NOTE : 10W-40 is missing from the chart shown in Figure or SF/CD at these lower temperatures (and in extremely
    7-8 . 10VV-40 has been removed from all GM rec- cold areas SAE 10W-30 SG/CE or SF/CD) may be
    ommendations, because GM Research Labora necessary.
    tories have found generally a 1 .2% fuel economy
    penalty compared to 10W-30. Of the oils sur-
    veyed, some contained inadequate additives or
    even no additives and some did not meet the
    Hot
    10W-40 viscosity requirements . GM testing Weather
    showed 10W-40 oils tended to be more prone to
    high mileage ring sticking. These problems ap- ,C .
    peared more frequently in 10W-40 oils than in +38
    10W-30 oils.
    +60
    As a rule of thumb, in heavy-duty applications and sus-
    tained high-speed expressway driving, a single viscosity +32 0
    grade oil such as SAE 30 will be more satisfactory than
    multi-viscosity oils such as SAE 10W-30 . Multi-viscosity 0 -18
    oils have an advantage of cold weather starting ease and
    -20 -2s
    better initial lubrication with cold engine oils .
    SAE IoW-30
    Notice that on the temperature chart shown in Figure
    7-8, there is a trend away from the thinner viscosities as Cold
    temperature goes up. The reason is that light oils do not Weather
    have enough body for heavy-duty loads and high
    temperatures . Figure 7-9 - Oil Viscosity Chart - Diesel Engine
    7-7
    SECTION 7A - ENGINE LUBRICATION

    Study the chart shown in Figure 7-9 carefully and follow DEGREES F LIFE EXPECTANCY
    its recommendations . As always, NEVER exceed the rec-
    ommended oil change intervals since oil quality deterio- 70 100 years
    rates rapidly with mileage, as carbon accumulates in the
    90 50 years
    oil.
    110 25 years
    SG/CD oils have generally proven to be the most suc-
    cessful oils in diesel applications . The diesel combus- 130 12 years 6 months
    tion process tends to produce sticking piston rings 6 years 3 months
    150
    and high-sulfur fuels create problems that SG/CD
    chemistry is best suited to correct . Purchase fuels 170 3 years 1 .5 months
    with a sulfur content of less than 0.4% . When sulfur
    content raises to between 0.4% and 1 .0%, it is a good 190 570.70 days
    practice to change oil at one-half the normal interval . 210 285 .35 days
    When fuel sulfur content is above 1 .0%, oil should be
    changed at one-fourth the normal interval . 230 142 .67 days

    SG/CE oils are generally best suited to gasoline 250 71 .33 days
    engines . Gasoline engines do not have to cope with 270 35.66 days
    much of a sulfur problem and rarely develop ring stick-
    ing problems with proper oil change intervals . Gasoline 290 17.83 days
    engines, because of their temperatures and flat tappet Figure 7-10 - Temperature vs. Oil Life Expectancy
    cams, need oils of superior anti-wear properties and the
    SG/CE chemistry is much better for this application . of base oils and additives . In fact, most of the additives
    used in synthetic engine oils, are identical to those used
    TEMPERATURE in conventional engine oils; in at least one so-called syn-
    Normal engine lube oil temperature in a heavy-duty truck thetic oil, mineral oil is used as the base.
    engine is between the engine water temperature and 50
    degrees above coolant temperature . When the temper- The mineral oil used in conventional engine oils is a mix-
    ature of the engine lube oil exceeds the temperature of ture of hydrocarbons (hydrogen and carbon) obtained
    the engine coolant by more than 50 degrees the engine from crude oil pumped from the ground and refined by
    lube oil cooler is not doing its job properly and requires physical separation processes such as distillation and sol-
    immediate attention . Severe oxidation problems will occur vent extraction . The base oil used in most synthetic engine
    to lube oils that are subjected to high heat and extended oils is obtained by chemical reaction processes involving
    oil change intervals . materials produced from the same crude oil . For example,
    an acid and an alcohol can be obtained from crude oil
    The oxidation rate of lube oils doubles with each 20 de- and reacted to produce an ester - a commonly used
    grees of increase in lube oil temperature . Also, oxidation synthetic base oil - which is a fluid composed of hydro-
    occurs in lube oil that is not being used or is in storage . gen, carbon and oxygen .
    Figure 7-10 indicates the expected oxidation rate of a lube
    oil containing a moderate amount of oxidation inhibitor The performance quality of a finished engine oil, either
    under temperature increases of 20 degrees . conventional or synthetic, depends on a careful selection
    of the base oil and additives to produce the desired
    ENERGY CONSERVING OILS characteristics .
    It is recommended that you select an oil not only of the
    proper quality and viscosity, but also a fuel-saving pro- Chevrolet currently recommends the use of SG engine
    duct. These oils can be found in dealer service depart- oil only. To determine whether an oiI meets SG quality re-
    ments, service stations and other retail stores. They are quirements, engine dynamometer tests (called Sequence
    identified by words such as: "Energy Conserving," "En- Tests) are run which evaluate the ability of the oil to pre-
    ergy Saving," "Conserves Gasoline," "Gas Saving," vent wear, deposits, and rust and corrosion, as well as
    "Gasoline Saving," "Friction Reducing," "Improved Gas- thickening of the oil itself.
    oline Mileage," "Improved Fuel Economy" or "Fuel Sav-
    ing," etc . Be sure the fuel-saving oil you choose is of
    The Sequence Tests have been carefully developed over
    the recommended viscosity and API designations .
    many years to ensure that an SG engine oil will perform
    Some fuel-saving oils do not meet the requirements nec-
    satisfactorily in car engines under a wide variety of service
    essary for your vehicle's engine .
    conditions . Oil change intervals are selected based on
    many miles of car test and field service experience . Oil
    SYNTHETIC ENGINE OILS quality, engine design, type of service, and change inter-
    Synthetic engine oils and conventional, mineral-oil-based val, must be carefully balanced to ensure satisfactory
    engine oils have some similarities . They are both blends engine performance and durability. The current recom-

    7-8
    SECTION 7A ENGINE LUBRICATION
    mended oil change intervals apply to any SG engine " Operating in dusty areas
    oil, conventional or synthetic .
    " Towing a trailer or car
    Information currently available on synthetic oils does not
    justify. any additional lengthening of the oil change inter- " Idling for extended periods and/or low-speed operation
    vals. Any engine part failures caused by using an oil be-
    yond the recommended change intervals will not be " Operating when outside temperatures remain below
    covered under the New Vehicle Warranty . freezing and when most trips are less than 4 miles (6
    kilometers) .
    MAINTENANCE AND INSPECTION NOTE: Refer to the owner's manual and vehicle Main-
    To provide proper lubrication for the engine and to help tenance Schedule for the oil type, viscosity and
    prevent engine damage, the oil level should be checked alternate change intervals recommended for the
    periodically to ensure that there is an adequate amount operating conditions encountered.
    of oil . Also, the engine oil must be drained and replaced
    with fresh oil, and the oil filter replaced at the intervals
    recommended in the appropriate Maintenance Schedule . CHANGING THE OIL FILTER
    The oil filter is a spin-on type which can be removed with
    CHECKING OIL LEVEL a band-type filter wrench . The replacement filter should
    " Warm - The best time to check the engine oil level is be installed and hand tightened following the instructions
    when the oil is-warm, such as during a fuel stop. First, with the filter.
    allow a minimum of 10 minutes for the oil to drain back
    to the oil pan . Then pull the dipstick out, wipe it clean
    and push it back down all the way. 454 ENGINE OIL FILL CAPACITY
    NOTE: Failure to allow sufficient time for the oil to drain The 454 engine used in the motor home has a crankcase
    back into the oil pan can give an erroneous "low capacity of six (6) quarts plus one (1) quart for the AC-
    oil" reading and the appearance of excessive oil PF35 oil filter for a total of seven (7) quarts. The seven
    consumption . This applies to both gasoline and (7) quart system has been in place for many years.
    diesel engines . Approximately 10 minutes are re-
    quired for full drain-back . NOTE : After an oil and filter change, an incorrect dipstick
    reading could occur showing an overfill. Chevrolet
    Pull the dipstick back out and look at the oil level on the has determined the problem to be in the dipstick
    dipstick . Some dipsticks are marked with "Add" and "Full" and/or tube calibration . Through the process of
    lines . Others are marked "Add 1 Qt." and "Operating converting to metric, several different parts
    Range ." In all cases, keep the oil level above the "Add" sources, and some stack-up and assembly tol-
    line . Push the dipstick back down all the way after taking erance, it is difficult to fully understand the prob-
    the reading . Add oil if needed. lem. Chevrolet has determined that there is not
    a durability problem with operating the seven (7)
    " COLD -- If you check the oil level when the oil is cold, quart system down as much as two (2) quarts.
    do not run the engine first . The cold oil will not drain Nevertheless, to comply with the original design
    back .to the pan fast enough to give a true oil level . criteria and for other technical reasons, it is rec-
    A good method of checking oil is as follows : At the end ommended you verify the dipstick calibration .
    of a day's driving, pull the dipstick out slightly from the
    tube so that the tube is not sealed by the cap at the top An accurate procedure is as follows :
    of the dipstick . Leave the dipstick in this position overnight .
    Before starting the engine again the following day, seat 1 . Drain the engine oil when hot and remove the oil
    the dipstick and check the oil level. This method will allow filter. Allow 10 minutes for complete drain .
    the oil to drain down easily and provide a more accurate
    reading . 2. Install a new AC-PF35 oil filter and 6 quarts of oil .

    CHANGING THE OIL 3. Start engine and run 5 minutes and shut off and
    allow 10 minutes for oil to drain down from the
    Oil can be-drained from the engine through the drain hole
    heads .
    in the bottom of the oil pan . Replacment oil is added
    through the fill tube at the top of the engine and near the
    4. Dipstick the engine 3 times, and with a small file,
    radiator. Generally, the recommended oil change interval
    make a mark at the fluid edge in the dipstlck that
    for heavy-duty service is 3,000 miles. More frequent in-
    will indicate the new "add oil" mark.
    tervals are recommended if any of the following severe
    operating conditions are encountered:
    5. Add 1 quart of oil, let set 5 minutes and again
    " Frequent long runs at high speeds and high ambient dipstick the engine 3 times and make a mark at the
    temperatures fluid edge which will indicate the full mark.
    7- 9
    SECTION 7A ENGINE LUBRICATION
    If these conditions are encountered, they can be corrected
    DIPSTICK REPLACEMENT by replacing the oil level indicator (GM Part No .
    Some owners of the 1987 P-30 motor home chassis with 10085674) . The new oil level indicator incorporates a "T"
    7 .4L carbureted engines may realize problems with the handle on the end and 'a twist on the shaft making it easier
    oil level indicator (dipstick) assembly. Problems include to install, and the new indicator has relocated oil fill level
    (1 .) the oil level indicator is difficult to reinstall or (2.) the markings .
    gage shows an incorrect oil level.
    APPENDIX 7-1

    GUIDELINE FOR ENGINE OIL


    CONSUMPTION
    The following information has been provided as a guide Charts could be produced for gasoline engines just as
    to the motor home owner concerning engine oil con- well, but generally in the automotive industry most appli-
    sumption. GM has produced the following guideline based cations are not stationary uses. Rather, the normal high-
    upon information developed by Detroit Diesel . way usage includes everything from idle, to wide-open
    throttle, to pulling a trailer . You have learned from the
    Many attempts have been made byvarious manufacturers Detroit Diesel information that the bigger the engine and
    to establish how much oil consumption can be expected corresponding horsepower the greater the thirst for oil and
    by the owner. Detroit Diesel established a series of charts petroleum products . For the standard automotive appli-
    that took individual engine families from the smallest to cation, General Motors has developed a graph illustrating
    the largest . As an example, the smallest engine family the relationship between minimum acceptable engine oil
    (2-71) operating at 2,100 RPM could be expected in a consumption and fuel usage . (See Figure A7-1-1 .) En-
    10-hour working period to use about one-half quart of oil: gines with oil consumption below the level indicated by
    The largest engine normally used in stationary application the "acceptable" line are potential candidates for repair .
    (about seven feet high by nine feet long in an engine Note that engines working harder, i .e. using more fuel,
    stand) is d 16-cylinder engine (called a 16V-71T) that will have higher oil consumption . Heavy-duty trucks, for
    normally uses 8 or 9 quarts of oil at 2,300 RPM in a 10- example, will not achieve the same level of oil economy
    hour working period. In a stationary application, a very as passenger cars and, therefore, should not be consid-
    accurate prediction can be made, because the engine ered for repair at the same levels .
    generally runs at a given RPM, is of a known size and is
    doing a given task, so the operator can easily use the
    charts.

    i
    - MARGINAL OIL
    CONSUMIJTION
    - DIFFICULT TO DIAGNOSE /
    - POSSIBLE CAUSE:
    EXTERNAL LEAKS,
    MALFUNCrI01NING PCV /
    SYSTEM
    * MISSING, WORN OR
    MISLOCATED VALVESTEM
    SEALS

    - HIGH OIL CONSUMPTION


    -CAUSE NORMALLY IDENTIFIABLE
    - MAY INVOLVE
    0 ANY OF THE ABOVE
    *PISTON, PISTON RING, OR BORE'
    SCORING OR WEAR
    " VALVE GUIDE SCUFF OR WEAR
    " MISSING OR BROKEN RINGS

    10 15 20 25 30 35

    FUEL MPG
    (MILES PER GALLON)

    Figure A7-1-1- Engine Oil Consumption vs. Fuel Usage


    7-11
    APPENDIX 7-1

    GUIDELINE FOR ENGINE OIL


    CONSUMPTION (Cont'd)
    The graph shown in Figure A7-1-1 does not consider time is using the best weight engine oil for the operating tem-
    as a factor, however, two time-related factors are involved: perature before starting heavy repair in the piston ring and
    (1 .) Judgements of excessive oil consumption should not bore area.
    be made until the engine is fully broken in (approximately
    5,000 miles) and (2.) A sudden or significant change in Manufacturers of power piston rings state that piston rings
    oil consumption (when operating conditions remain the in today's engines, control oil very effectively. If 1/10th of
    same) should be considered when deciding if repair is a drop of oil would be consumed per explosion when
    justified . driving at 60 MPH, an eight-cylinder vehicle would use
    about 90 quart§ of oil on a 600-mile trip. The actual av-
    Engines with very high oil consumption normally have erage consumption of oil per explosion in today's engines
    obvious, easily diagnosed causes . Scuffed bores, broken is from 1/1,000th to 2/1,000th of a drop.
    or overlapped rings, or worn valve guides or seals are
    typical examples . NOTE: If a service technician determines that your en-
    gine valve seals need replacement, the recom-
    Engines with marginally high oil consumption (indicated mended seals for the 454 engine are the
    by the darkened section of the graph in Figure A7-1-1) Orange VITON engine seals (GM Part No.
    are very difficult to diagnose even after disassembly. In 460527) . VITON is an extremely good material
    these cases, initial efforts to correct the complaint should for heavy-duty usage and is standard in the 454
    be directed at replacement of easily accessible items like & 427 truck engine.
    gasketed areas with heavy leakage, PCV valve or oil sep-
    arator, or valve stem seals, and verifying that the owner
    SECTION 7B - ENGINE COOLING SYSTEM

    ENGINE COOLING SYSTEM


    GENERAL DESCRIPTION Using the pressure relief cap in conjunction with the
    overflow tank, the design intent is to assure a 100 percent
    To remove the excess heat from the engine and to main- filled radiator at all times with any air or bubbles being
    tain normal engine operating temperatures, both of the pushed out of the radiator into the overflow tank. However,
    gasoline engines, and the 6.21- diesel engine use liquid if the coolant level is too low initially, the cycle between
    cooling systems . Components of a typical system include the system and reservoir will not take place.
    a pump, thermostat, radiator, coolant recovery tank and
    hoses.
    THERMOSTAT
    In operation, the pump circulates coolant through pas- The thermostat consists of a restriction valve actuated by
    sages in the engine cylinder block and heads ,where it a thermostatic element to help regulate the operating tem-
    absorbs heat. The hot coolant flows out of the engine perature of an engine . This is mounted in the forward part
    through a hose to the radiator . In the radiator, the coolant of the intake manifold, under the coolant outlet on the 5.71-
    loses heat to the outside air circulating around the radiator and Mark IV gasoline engines and in the coolant crossover
    core tubes. Cooled coolant then flows out of the radiator, pipe located at the front of the engine on the 6.21- diesel
    through a hose back to the engine . (Figures 7-12 and 7-13) . Thermostats are designed to
    open and close at predetermined temperatures .
    The engines have pressure-type cooling systems with
    thermostatic control on coolant circulation . The cooling
    system is sealed by a pressure-type radiator filler cap
    which causes the system to operate at higher-than-
    atmospheric pressure .

    The higher pressure raises the boiling point of the coolant


    which increases the cooling efficiency of the radiator . The
    15-pound pressure cap used raises the boiling point of
    coolant to approximately 262°F at sea level .

    All models have a closed cooling system using a round


    pressure cap (Figure 7-11) and a coolant reservoir . Cool-
    ant can be added without removing the radiator cap.

    Figure 7-12 - Coolant Thermostat Location --


    7.4L Mark IV Gasoline Engine
    Figure 7-11- Radiator Pressure Cap
    All Chevrolet engines have a pellet-type thermostat
    A pressure-vacuum valve radiator cap (Figure 7-11) is (Figure 7-14) which is used in the coolant outlet passage
    used. As the engine warms up, pressure is developed due to control the flow of engine coolant . It provides fast engine .
    to the temperature expansion of the coolant . When pres- warm-up and regulates coolant temperature levels . A wax
    sure reaches the preset cap value (usually 15 PSI), the pellet or power element in the thermostat expands when
    big spring compresses and the large gasket contacting heated and contracts when cooled . The pellet is con-
    the radiator neck unseats and allows the surplus coolant nected through a piston to a valve. When the pellet is
    and air to flow into the coolant overflow tank. As the sys- heated, pressure is exerted against a rubber diaphragm
    tem cools upon shutdown, the coolant shrinks in volu- which forces the valve to open . As the pellet is cooled the
    metric size creating a partial vacuum in the radiator . This contraction allows a spring to' close the valve. Thus, the
    partial vacuum overcomes a small hidden spring and the valve remains closed while the coolant is cold, preventing
    very center relief valve of the cap unseats. Consequently, circulation of coolant through the radiator, but allowing the
    coolant from the overflow tank returns to the radiator to coolant to circulate through the engine to warm it quickly
    start the process over again . and evenly .
    7- 1 3
    SECTION 713 - ENGINE COOLING SYSTEM
    would not reduce the maximum operating temperature 30
    degrees . If an engine is overheating, it is obviously op-
    erating above both 165 and 195 degrees Fahrenheit.

    ENGINE COOLING FANS


    Both the 5- and 7-blade engine cooling fans tend to be
    very noisy and draw a lot of horsepower. By varying the
    fan speed, both horsepower losses and noise are lowered
    except in maximum cooling demand situations . According
    to numerous industry tests, maximum cooling is required
    less than five percent of the total vehicle time. With the
    fan operating on low speed 95 percent of the time, there
    is a reduction in noise level and substantial savings in
    fuel.

    The fan should be viewed as a two-speed fan - low and


    high speed . When in the hi-speed mode, the noise level
    will be more than double . Noise levels are somewhat log-
    arithmic in nature. Viscous drive fans always provide
    some air flow across the radiator and air conditioning . This
    type of fan drive also helps maintain design temperature
    Figure 7-13 - Coolant Thermostat Location - differential between inlet temperature and outlet temper-
    ature to a 10°F and 15°F differential at maximum engine
    6.21. Diesel
    speed and load. Good cooling system design avoids ex-
    cessively cold coolant from going back into the bottom of
    FLANGE PISTON the block. School bus engines will sometimes have heat
    shock problems because in addition to the radiator there
    are as many as four or five heater-and-defrosters and very
    long lines removing large amounts of heat from the coolant
    above and beyond the radiator capacity .

    The variable drive fan is controlled by a temperature-sen-


    sitive clutch . (See Figure 7-15 .) The clutch housing is
    constructed of lightweight metal which is filled with silicone
    oil and hermetically sealed .

    Thermostat control of the fluid clutch permits the fan to


    operate only when additional air flow is required to reduce
    COIL SPRING radiator coolant temperatures . During periods of opera-
    tion, when radiator discharge air temperature is low, (be--
    WAX PELLET RUBBER DIAPHRAGM low approximately 150°F), the fan clutch limits fan speed
    to 800-1,400 RPM. At this RPM, the clutch is disengaged
    Figure 7-14 - Thermostat - Typical since a 'small oil pump, driven by the separator plate,
    forces the silicone oil into the reservoir between the sep-
    arator plate and the front cover assembly. Also the pas-
    As the engine becomes warm the thermostat pellet ex- sage from this cavity to the clutch area is closed by a
    pands and the thermostat valve opens, permitting the sliding valve . (See Figure 7-16, Line A.)
    coolant to flow through the radiator where heat is passed
    through the radiator walls. This opening and closing of
    the thermostat valve permits enough coolant to enter the As operating conditions produce a high radiator dis-
    radiator to keep the engine operating temperature above charge air temperature (above approximately 150°F), the
    the lowest operating value stamped on the thermostat . temperature-sensitive bimetal coil tightens to move the
    sliding valve plate, allowing the flow of silicone oil into the
    The engine thermostat is often the first item that is sus- clutch chamber to engage the clutch, providing maximum
    pected and replaced when the engine overheat condition fan speed of approximately 2,200 RPM . (See Figure
    is encountered. The thermostat is only designed to keep 7-16, Line B .)
    the engine operating temperature above the thermostat
    minimum or rated temperature . It has no way to control The clutch coil is calibrated so that with a road load at an
    temperature above this . If an engine is overheating, re- ambient temperature of approximately 90°F, the clutch is
    placing a thermostat rated at 195°F with one rated at 165°F at a point of shifting between high and low fan speeds .
    7-1 4
    SECTION 7B - ENGINE COOLING SYSTEM

    Figure 7-15- Engine Cooling Fans


    NOTE : The 2nd design was interim 1988 to 4-1-89. The 3rd design started 4-2-89. Part #15643265 stamped RL -
    the clutch is engaged at all speeds to help reduce the radiator temperature and fan noise. It engages only
    the amount required to keep the radiator within the operating temperature.

    PASSENGER CARS, LIGHT-DUTY TRUCK


    AND MOTOR HOMES

    I/ .
    4500
    4000 /
    N' = Nf (FAN SPEED WITHOUT I
    FAN DRIVE)
    3500 /
    o IW

    0 3000
    y
    lw

    a 2500 ONE . .
    I

    4
    MEN
    w

    z 2000 I
    ME, z
    W

    Q
    I
    f ll!

    1500 la

    BNNE
    I~
    1000 PP_
    Z ENGAGED AN SPEED

    O
    500
    I
    Fu
    r
    0 1000 2000 3000 4000 5000
    I
    INPUT SPEED = N'

    Figure 7-1 6- Typical Speed and TemperatureModulations


    SECTION 7B - ENGINE COOLING SYSTEM
    No attempt should be made to adjust the calibration of NOTE: The heater hose routing should not be altered
    the engine fan clutch assembly as each assembly is in- from the standard system . If an auxiliary heater
    dividually calibrated at the time of manufacture . is added, it should be routed similarly to the RPO
    (C36) rear heater . Where the heater water return
    In extreme high temperature for rescue and multi-stop is routed to the radiator outlet tank, a shut-off
    delivery vehicles or winter snowplow applications where valve should not be placed in the heater circuit .
    the snow blade interferes with air flow, disconnecting the
    fan clutch thermostat control increases air flow through A nipple has been provided in the radiator outlet tank for
    the radiator by allowing the fan speed to more closely heater return water (Figure 7-18) . The temporary rubber
    follow engine speed until approximately 2,000 RPM. shipping cap should be removed, and the heater return
    (suction) hose should be attached to the radiator nipple
    To disconnect the bimetal coil spring thermostat on Eaton using the clamp supplied with the shipping cap.
    and Delco types, move the spring end tab out of the re-
    taining slot and position counterclockwise (Figure 7-17) .

    Figure 7-17-Spring End.Tab


    Figure 7-18 - Radiator Outlet Tank - Heater Return
    CAUTION : DO NOT REMOVE THE SPRING COM- Water
    PLETELY . COMPLETE REMOVAL OF THE SPRING
    CAN CAUSE THE FAN TO "FREE WHEEL" AND
    CAUSE OVERHEATING .

    RADIATOR/HEATER AND ENGINE


    DEAERATION SYSTEM (After 1983 Model)
    Heavy-duty cooling equipment is required when air con-
    ditioning or auxiliary belt-driven equipment is 'installed.

    Continuous coolant flow is necessary from the heater con-


    nection on the engine to the heater connection on the
    radiator to control oil temperatures during closed ther-
    mostat (warm-up) operation . Shutting off this flow may
    result in premature engine or transmission failure .

    If a heater unit is not installed in the vehicle or a heater


    shut-off valve is required, a line connecting the heater
    connection on the engine to the heater connection on the
    radiator must be installed . When a shut-off valve is re-
    quired in the heating system, it must be "tee'd" into the
    system in such a manner as to maintain a continuous flow
    between the engine heater connection and the radiator
    heater connection at all times . Figure 7-19-6.2L Diesel Engine Hot Water Flow

    7-1 6
    SECTION 78 ENGINE COOLING SYSTEM

    The 454 CID gasoline engine is essentially-the same as The coolant level should be at the "Full Cold" mark when
    the 6.21- diesel engine shown in Figure 7-19 except that the system is cool or at ambient temperature . After the
    hot water comes from the thermostat housing . Hot water vehicle has been driven sufficiently to obtain normal op-
    enters the bottom of the heater core and exits out the top erating temperatures, the level should be above the "Full
    for better heat dissipation . Cold" mark.

    MAINTENANCE AND INSPECTION Periodically, the radiator cap should be removed to ob-
    The coolant level, appearance and strength should be serve coolant level in the radiator .
    checked periodically . It should be drained and replaced
    at the intervals recommended in the Maintenance Sched- CAUTION : TO HELP AVOID THE DANGER OF BEING
    ule, or sooner if it is dirty. Hoses should be checked reg- BURNED, DO N,PT REMOVE THE RADIATOR CAP
    ularly for signs of damage or deterioration and hose WHILE THE ENGINE AND RADIATOR ARE STILL HOT.
    clamps tightened if necessary. SCALDING FLUID AND STEAM CAN BE BLOWN OUT
    UNDER PRESSURE IF THE CAP IS TAKEN OFF TOO
    Check hoses for cuts or abrasion damage . If the hoses SOON .
    have become hard and brittle and show signs of cracking
    as a result of engine heat, they should be replaced . Hoses
    Coolant levels in any radiators with coolant recovery bot-
    should also be replaced if they are soft and spongy, or
    tles should be maintained to the top of the filler neck.
    swollen as a result of exposure to oil and grease. Any
    flaking or deterioration of the inner lining of the hose is
    also reason for replacement. Such particles can clog the The recovery bottle should be at its appropriate mark
    cooling system, reducing its efficiency. when checking .

    The radiator cap should be washed with clean water and Regardless of whether freezing temperatures are ex-
    pressure checked every 12 months . pected or not, cooling system protection should be main-
    tained at least to -34°F, to provide adequate corrosion
    COOLANT LEVEL protection and loss of coolant from boiling . When adding
    The need for additional coolant can be detected by ob- solution due to a loss of coolant for any reason or in areas
    serving the level of coolant in the "see through" reservoir where temperatures lower than -34°F may occur, a suf-
    while the engine is at normal operating temperature . The ficient amount of an ethylene glycol based antifreeze that
    radiator cap need not normally be removed . (See Figure meets GM specification 1825-M should be used (GM Part
    7-20.) No. 1052753 - Gallon or equivalent) .

    Figure 7-20 - Coolant Recovery Bottle


    7- 1 7
    SECTION 713 ENGINE COOLING SYSTEM
    Antifreeze with a glycol content less than required for
    -34°F protection, also has a boiling point that is less than FREEZING POINT & TEMPERATURE
    the temperature indicating light setting . The chart shown BOILING POINT FREEZE BOIL'`
    in Figure 7-21 shows the boiling point of water and of
    glycol in relation to pressure, and as CONCENTRATED 33% by Volume Solution 0°F 220°F
    ANTIFREEZE IS FLAMMABLE the chart shown in Figure 40% by Volume Solution -12°F 222°F
    7-22 shows the relationship of the freeze point/flash point 50% by Volume Solution -34°F 227°F
    of antifreeze at various percentages by volume of solution . 60% by Volume Solution - 63°F 232°F
    Understanding this potential fire source requires studying 68% by Volume Solution -90°F 241°F
    the chart of Figure 7-21 in relation to the information pre- (Maximum Freezing
    sented in Figure 7-22. It should be noted that an antifreeze
    Protection)
    related fire is the result of sustained driving while the
    vehicle is in an "overheat condition" indicated by a full Concentrated -8°F 320°F
    scale reading of the temperature gage and/or steam from Flash Point (Cleveland
    under the hood. These fires appear after catastrophic en- Open Cup)
    gine damage has occurred. 68% by Volume Solution None
    Concentrated 257°F
    BOILING POINT (°F) Fire Point (Cleveland
    PRESSURE Open Cup)
    (LBS ./SQ. IN.) GLYCOL MIX
    WATER (5A/50) 68% by Volume Solution None
    Concentrated 266°F
    0 212 223 .5
    1 215 .3 227 .2 * At sea level atmospheric pressure. The boiling
    2 218 .5 230 .0 point decreases about 2 degrees Fahrenheit per
    3 221 .6 1,000 feet of altitude and increases about 2.5
    233 .0
    4 224 .6 236 .0 degrees Fahrenheit per pound of pressure
    5 227 .4 developed in the system .
    238 .8
    6 229 .8 241 .6 Figure 7-22 - Coolant Freeze Point/Flash Point
    7 232 .8 244 .0
    8 234 .8 246 .2 " Alcohol- or methanol-based antifreeze, or plain water,
    9 237 .1 249 .2 are not recommended for your engine at any time. They
    10 239 .4 251 .7 will not provide proper protection against corrosion .
    11 241 .6 254 .5
    12 243 .7 256 .3 " Additives in addition to a good quality ethylene glycol
    13 245 .7 258 .3 based antifreeze meeting the GM specifications are not
    14 247 .8 260 .3 required or recommended . Many of the claims for ad-
    15 249 .7 262 .5 ditives are associated with better heat transfer or cool-
    16 251 .7 ing, but these claims are not supported by test data. In
    264 .4
    17 some instances, the ingredients may be incompatible
    253 .6 266 .2 with the recommended coolant . Also, when used alone
    Figure 7-21 - Boiling Point vs. Pressure Chart - with water as is sometimes suggested, the additive may
    not provide the corrosion protection given by the rec-
    Water/Glycol
    ommended coolant solution .
    NOTES :
    Factory-installed temperature gages have been cali- THERMOSTAT CHECK
    brated so the owner sees a mid-range reading as the If the thermostat is suspected of not operating properly,
    "normal" operating temperature . The reason for this is it can be removed and tested as follows :
    that many owners tend to perceive 212°F as the boiling
    point. However, this is not the case in an engine with 1 . Disconnect the battery negative cable at the battery .
    a 15-lb. pressure system and a 50/50 solution of glycol
    and water, as shown in Figure 7-21 . If the engine is 2. Drain the cooling system until the radiator coolant level
    equipped with a master gage or with one of the various is below the thermostat.
    digital electronic gages installed by RV manufacturers,
    the temperature reading of the engine will be higher 3. Remove the coolant outlet attaching bolts and remove
    than that of the factory-installed system . No matter the outlet and thermostat.
    which gage system is utilized, the motor home owner
    must realize that the purpose of any gage is to provide 4. Hang the thermostat on a hook in a minimum of 33%
    a warning of any rapid change in temperature from the glycol solution at 25 degrees above the temperature
    "normal" reading of that particular gage. stamped on the thermostat valve. Submerge the valve
    7- 1 8
    SECTION 7B ENGINE COOLING SYSTEM
    completely and agitate the solution thoroughly . Under 4. Connect the battery negative cable .
    this condition, the valve should open .
    5. Fill the cooling system with an ethylene glycol anti-
    5. Remove the thermostat and place it in a 33% glycol freeze 'and water mixture of 50/50.
    solution that is 10 degrees below the temperature in-
    dicated on the valve . With the valve completely sub- 6. Start and run the engine with radiator cap removed
    merged and the solution agitated thoroughly, the valve until the radiator upper hose becomes hot (thermostat
    should close completely . open) .

    If the thermostat tests O.K., it can be reinstalled . If not, it 7. With the engine idling, add coolant to the radiator until
    should be replaced. the level reaches the bottom of the filler neck.

    Prior to installing the thermostat, make sure the thermo- 8. Install the cap, making sure arrows line up with the
    stat housing and coolant outlet sealing surfaces are clean. overflow tube.

    1 . Place a 1/8-inch bead of RTV sealer (GM Part No.


    1052366 or-equivalent) all around the coolant outlet
    sealing surface on the thermostat housing . FLUSHING COOLING SYSTEM
    Various methods and equipment may be used to perform
    2. Place the thermostat in the housing . this service . If special equipment such as a back flusher
    is used, equipment manufacturer's instructions- should be
    3. Install the coolant outlet while the RTV sealant is still followed. However, it is advisable to remove the ther-
    wet. Torque the retaining bolts to 20 ft. lbs. mostat before flushing the system .
    APPENDIX 7.2

    RADIATOR ADDITIVES
    The following information has been extracted from GM The major portion of these additives is either water,
    Research Laboratories investigations concerning radiator ethylene glycol, or a mixture of the two. Inhibitors have
    additives for the prevention of overheating in the engine been added that are typical of those commonly used in
    cooling system . The information is provided as an aid to antifreeze or in summer inhibitor additives . Some of the
    the motor home owner in understanding the effects of inhibitors in the additives may be incompatible with inhib-
    using radiator additives . itors in antifreeze solutions ; for example chromates are
    often incompatible with ethylene glycol antifreeze. If the
    The object of the investigation was to review the use of additives are used with water alone, the inhibitors may
    radiator additives that are being marketed with the claim not provide sufficient protection to all metals, and in some
    that they improve heat transfer and reduce the coolant cases they may cause excessive corrosion ; for example,
    temperature in the engine cooling system . amine inhibitors are aggressive to copper alloys and nitrite
    attacks solder unless other inhibitors are present to com-
    pensate for these effects.
    Conclusions were:
    The one variant in some cases is the use of a surface
    1 . These radiator additives are composed principally of active agent that may increase heat transfer at a metal
    either water, ethylene glycol, or a combination of the surface . One laboratory has shown increased heat trans-
    two, and inhibitors such as those commonly used in fer under controlled laboratory conditions but not in au-
    antifreezes . Some additives contain oil and/or a sur- tomotive service . However, surface active agents are
    face active agent . often unstable at high temperatures, and they would not
    be expected to endure for long . The disadvantage of the
    2. Tests with these additives fail to show any added bene- surface active agent, as well as oil, is its tendency to cause
    fit in heat transfer or reduction in coolant temperatures .
    increased foaming in the cooling system .
    3. When these additives are used with water alone, they Most of the claims are associated with better heat transfer
    will probably provide less corrosion protection than an or cooling, but these claims are not supported by testdata.
    antifreeze used at the recommended concentration ; Since the bulk of the material is water or ethylene glycol,
    when used with conventional water-glycol solutions, it should not be expected that the addition of these ad-
    the additive inhibitors may not be compatible with those
    ditives would prevent overheating or make the engine run
    from the glycol antifreeze. any cooler than when a quart of water or antifreeze had
    been added . It is possible that, in practice, the addition of
    4. Engine damage may result from loss of coolant due to a quart of this material may restore the coolant to the
    overheating if the vehicle owner follows the recom- proper level, which provides better cooling, but so would
    mendation to use these additives with water alone. the addition of water or ethylene glycol antifreeze.
    (The boiling point of water is below the temperature at
    which the warning light is activated and the driver may The claim that these additives provide better heat transfer
    not receive warning of a boiling condition .) when added to water alone, is apparently based on the
    fact that they contain inhibitors that prevent the formation
    5. It is recommended that a strong position be taken of corrosion products that would impair heat transfer .
    against the use of these additives . However, the suggestion that they can be used with water
    alone may offer a problem . First, the concentration of
    There has been a proliferation of additive products on the inhibitors may be less than that normally provided by a
    market that are purported to increase the cooling capa- good antifreeze at the minimum recommended concen-
    bility of the cooling system . These products are usually tration of 33-1/3 percent and second, the inhibitors may
    sold in one-quart containers at a price ranging between not be as effective in preventing corrosion as those in a
    $2.00 and $3.50 . well-formulated antifreeze . Furthermore, the boiling point
    of water is 12 degrees lower than that of a 44 percent
    Although a number of claims are made for these products, ethylene glycol solution (262°F vs. 250°F at 15 PSIG), and
    such as added corrosion protection, the removal ofscale, this may lead to loss of coolant and damage to the engine
    and pump lubrication, the principal claim is that associated because the warning light is set to come on at higher
    with improved cooling . temperature than that of the boiling point of water.
    APPENDIX 7-3

    ENGINE COOLING
    INSTRUCTIONS TO RV
    MANUFACTURERS
    The following information is provided as an aid to the 3. The grille opening should be "open" in configuration .
    motor homeowner in understanding the essentials of the Small holes for the grille opening tend to restrict air
    engine cooling requirements as provided to major RV flow more than large holes although both may have
    manufacturers . All chassis manufacturers (Chevrolet/ the same frontal area.
    GMC, John Deere/Ford, Dodge) furnish the various RV
    manufacturers with Body Builders Books which provide 4. Cooling can be improved by inserting filler panels
    basic instructions for the correct building procedures on between the outer vertical side edges of the
    an individual chassis . radiator and grille. In addition, a filler panel should
    be fitted horizontally from the bottom of the
    Essential engine cooling requirements are : radiator out to the bottom of the grille . This will pre-
    vent air from by-passing the radiator and exiting
    1 . All chassis manufacturers require a minimum grille through the front wheel house area or under the
    opening stated in square inches to provide sufficient radiator . These panels will force the air through the
    air to cool the manufacturer's engine . The instructions radiator .
    also indicate the grille to be a minimum of four inches
    from the radiator core. Listed below are the minimum 5. A flexible air-tight seal must be provided between the
    frontal areas for the major manufacturers . upper radiator support and the body to aid idle cooling
    and prevent hot air recirculation. The seal assures that
    Chevrolet/GMC . . . . . . . . . . . . . . . . . . . . .360 square inches incoming "ram air" must go through the radiator core
    John Deere/Ford . . . . . . . . . . . . . . . . . . .530 square inches rather than by passing the radiator core (going up and
    1976 Dodge . . . . . . . . . . . . . . . . . . . . . . . . . 367 square inches over the core) .
    1979 Dodge . . . . . . . . . . . . . . . . . . . . . . . . . 430 square inches
    6. Bug screens should be avoided if at all possible. If
    Dodge and John Deere specify a maximum 45-degree conditions require a bug screen, motor home owners
    air entry angle . are advised to be alert to possible engine overheating
    problems as well as temperature changes . The
    2 . Large objects should not be placed in front of the ra- screen's mesh should be - at most - half as dense
    diator core or grille such as batteries, spare tires, as that of standard household screening . Household
    washer bottles, coolant overflow tanks, bicycles, etc., screening will create an overheating condition . The bug
    as these types of items restrict air flow to the radiator screen should be removed immediately upon leaving
    core . the bug infested area.
    SECTION 7C , ENGINE FUELS

    ENGINE FUELS
    GASOLINE ENGINE and loads. However, if excessive valve seat wear does
    occur, cylinder heads may be rebuilt with hardened valve
    Fuel Types seat inserts to avoid recurrence of the problem .
    Unleaded Gasoline - (In GM Vehicles Designed for
    Leaded Fuels) The need for leaded gasoline in the U.S. For those engines designed for leaded gasoline, GM rec-
    is decreasing as older vehicles designed for leaded gas- ommends that they continue to be fueled with leaded gas-
    oline are replaced with new ones requiring unleaded gas- oline as long as such gasoline is available .
    oline. Furthermore, the U.S. Environmental Protection
    Agency (EPA) began phasing down the concentration of Lead Substitute Additives - GM has not issued a serv-
    lead in leaded gasoline during July, 1985 . These two facts ice bulletin recommending the use of any lead substitute
    taken together could result in limited supplies of leaded additive by the individual customer . GM has taken the
    gasoline being available for vehicles designed for such
    position that many additives on the market today do not
    fuel .
    have sufficient data and testing to factually back up some
    of the claims being made . Some additives may in fact
    The lead phasedown was based on health considerations actually be counterproductive to the government's rea-
    and a desire to eliminate fuel-switching - the practice of soning for lead removal and create undesirable emissions
    using leaded gasoline in vehicles equipped with catalytic problems as well as being detrimental to overall engine
    converters . Due to the fact that lead destroys the emission life . There is a consensus among fuel and lube engineers
    control properties of catalysts, leaded gasoline should not that the use of lead substitute additives should not be a
    be used in engines equipped with these devices . GM sup- consumer decision and that if the need for an additive
    ports this EPA effort to reduce lead emissions and to becomes established, the product should be blended into
    reduce fuel-switching . the gasoline as the fuel is produced by the the gasoline
    supplier to ensure better chemistry control .
    All GM gasoline-fueled engines in (1 .) passenger cars
    starting in 1971, (2.) 1971-78 trucks less than 6,000 lbs.
    Gasohol - Gasohol, a mixture of 10 percent ethanol
    GVW, and (3.) rucks less than 8,500 lbs. GVW starting
    (grain alcohol) and 90 percent gasoline may be used in
    in 1979, were designed to use unleaded gasoline and are
    Chevrolet gasoline engines without voiding the warranty .
    unaffected by lead reduction efforts .
    However, because of the composition of gasohol, engines
    will tend to operate leaner with gasohol than with gasoline.
    For all GM gasoline-fueled engines in (1 .) pre-1971 pas- This can result in drivability conditions usually associated
    senger cars and trucks, (2.) 1971-78 trucks over 6,000 with leaner mixtures. Also the increased volatility of
    lbs. GVW, and (3.) trucks over 8,500 lbs . GVW starting gasohol can contribute to hot weather drivability problems
    in 1979, concerns exist about engine knock and exhaust if adjustments are not made to the gasoline blend during
    valve seat durability when such engines are operated on the refining process .
    gasoline without lead .
    The higher octane rating of gasohol compared to most
    The octane quality of leaded regular gasoline is generally unleaded gasolines, could help" reduce the tendency for
    higher compared to unleaded regular gasoline . Thus, spark knock. But, gasohol contains less energy than gas-
    switching from leaded regular to unleaded regular in ve- oline, and fuel economy may or may not be quite as good.
    hicles designed for leaded regular may cause some en- However, in some instances, depending on the entire de-
    gines to knock. Occasional light knock is of little concern. sign and calibrations, and certain operating conditions, it
    However, persistent, heavy knock can cause engine dam- is possible to get improved fuel economy .
    age and should be avoided . Two alternatives are available
    to avoid knock. The first is to use unleaded premium gas- Exhaust emission levels may change up or down with the
    oline (or a mixture of unleaded regular and unleaded pre- use of gasohol, again, depending on the calibration of the
    mium) . The other is to retard the engine's basic spark engine . At the present time, however, the EPA has not
    timing. restricted the use of gasohol .

    The lead in gasoline creates a "cushion" between the If gasohol is spilled on a painted surface, some dulling or
    valve and valve seat to minimize wear. Valve seat wear softening of the paint may result.
    is aggravated by operating at high engine speeds and
    loads, particularly for long periods of time . Engines de- NOTE: Refer to the information contained in Appendix
    signed to use unleaded gasoline have hardened valve 7-4 and Appendix 7-5 at the end of this section
    seats to compensate for the removal of lead. of the manual concerning the use of gasohol in
    vehicles equipped with gasoline engines, and po-
    Engines designed to use leaded gasoline can avoid ex- tential problems of using methanol/gasoline
    cessive wear if operation is limited to reasonable speeds blends .
    7-22
    SECTION 7C - ENGINE FUELS
    DIESEL ENGINE does not impede the flow of fuel through the system . This
    introduces two other factors which affect diesel fuel -
    Fuel Types Cloud Point and Pour Point. The Cloud Point represents
    the temperature at which a predetermined percentage of
    NOTE : Do not use starting fluids . Such aids can cause
    the wax content in the fuel solidifies . The Pour Point rep-
    immediate engine damage . resents a lower temperature at which the fuel cannot be
    made to flow.
    Diesel fuel is available in No. 1 or No. 2 grades. The
    difference between the grades is that No . 1 diesel fuel The moisture content of the fuel can also affect cold
    has had much of the paraffin (wax) removed . While the weather starting and performance . Water can separate
    wax content increases the amount of energy in the fuel, out of the fuel, settling in low points of the fuel line and
    it can clog the fuel filter(s) in cold weather, and stop the freezing, or forming minute ice particles which flow into
    flow of fuel to the engine . the filter(s) and tend to clog the filter(s) .

    The Cetane Number used in rating diesel fuels is an in- Additives can be used to lower the Pour Point of the fuel,
    dication of the energy content of the fuel - the higher the and to prevent moisture freezing in the fuel. However$
    Cetane Number, the higher the energy content . The additives will have little effect on the Cloud Point . Mixing
    higher Cetane rating will improve the cold-starting per- different grades of diesel fuel can also be used to change
    formance of the engine, as long as the higher wax content the Pour Point and to change the Cloud Point as well.
    APPENDIX 7.4

    USE OF GASOHOL IN GASOLINE


    ENGINES
    The following information was extracted from a Chevrolet The increased volatility of gasohol also can contribute to
    Dealer Service Information Bulletin relating to the use of hot-weather drivability problems if, during the refining
    gasohol in vehicles equipped with gasoline engines . process, adjustments are not made to the gasoline blend .
    In general, gasohol has a higher octane rating than most
    Reference : Chevrolet Dealer Service Information Bul- unleaded gasolines, and it could help reduce the tendency
    letin No. 80-1-3 (July, 1979) for spark knock.

    Gasohol, a fuel generally composed of 10 percent ethanol Fuel Economy


    (grain alcohol) and 90 percent gasoline, is receiving con- Gasohol (10 percent ethanol, 90 percent gasoline) con-
    siderable attention as a fuel for gasoline engines. It is tains less energy than gasoline by itself . Consequently,
    possible that other kinds of alcohol, such as methanol fuel economy of gasohol may not be quite as good as
    (wood alcohol) may be added to gasoline in the future ; gasoline. However, there are differences in engine design
    however, this bulletin deals only with gasohol containing and calibration which make it possible in some instances
    up to 10 percent ethanol . (Gasohol containing methanol to achieve better fuel economy with gasohol .
    is not being marketed at this time.) The purpose of this
    bulletin is to provide information which may be helpful in
    answering questions about gasohol which may arise Service Adjustments
    regarding : Specified engine settings must not be changed for
    gasohol use . The service specifications for which the ve-
    " Availability hicle has been certified must be maintained.
    " Drivability
    " Fuel Economy Warranty Coverage
    " Service Adjustments The use of gasohol containing up to 10 percent ethanol
    " Warranty Coverage will not void the vehicle warranty. Dealers are requested
    " Emission Levels to inform their Area Service Manager of any fuel system
    failures which are believed to be related to gasohol use .
    Availability If gasohol contacts a painted surface, it may cause dulling
    or softening of the paint. Dulling or softening of paint due
    Gasohol currently is available at many retail stations in to contact with gasohol is not covered under the vehicle
    the Midwest and some retail stations on the East Coast . warranty.
    Nationwide availability is expected to increase .
    Any drivability condition which is related solely to gasohol
    Drivability use is not covered under the vehicle warranty.
    Due to the composition of gasohol, vehicles equipped with
    gasoline engines will operate leaner with gasohol than Emission Levels
    with gasoline . This leaner operation with gasohol may Some changes in vehicle exhaust emission levels may
    tend to cause drivability conditions usually associated with occur when using gasohol. For example, carbon mon-
    leaner mixtures . However, drivability of vehicles with Com- oxide (CO) emissions will decrease in most vehicles, due
    puter Controlled Catalytic Converter (C-4) or Closed Loop to leaner mixture, but hydrocarbons (HC) and oxides of
    Catalytic Converter (CLCC) Systems probably will be af- nitrogen (NO x) emissions may either decrease or in-
    fected less, because these systems compensate for the crease, depending on how the engine is calibrated . Ex-
    leaning effect of gasohol. haust emission levels of vehicles equipped with C-4 or
    CLCC systems should be affected less than vehicles with-
    NOTE: (Provided as a reference for the motor home out these systems . The generally higher volatility of gas-
    owner .) If your vehicle is several years old, you ohol compared to gasoline may result in increased
    should plan on changing all of the fuel filters at evaporative emissions .
    least once and the carburetor filter more than
    once. The reason given for this is that alcohol in At the present time, the Environmental Protection Agency
    itself is a solvent which dissolves the deposits left is not restricting the use of gasohol . However, local or
    by gasoline in the fuel system . state regulations, if applicable, must be observed .
    APPENDIX 7-5

    METHANOL/GAPOSE SOLINE BLENDS


    POTENTIAL PROBLEMS
    The following information has been extracted from a GMC METHANOL/GASOLINE BLENDS
    Newsletter and is provided as an aid to the motor home
    owner concerning the potential problems posed by meth- POSE POTENTIAL PROBLEMS
    anol/gasoline blends . Gasoline quality is an important factor in providing sat-
    isfactory engine and vehicle performance and fuel system
    Reference : GMC Truck & Bus Group Newsletter life . Gasoline has traditionally been composed entirely of
    (January, 1984) a mixture of hydrocarbons and its quality generally has
    been sufficient to prevent problems with vehicle perform-
    ance and fuel system materials .
    USE OF GASOLINE/ALCOHOL
    BLENDS EXPLAINED IN In recent years, howevet, the quality of some gasolines
    OWNER'S MANUALS has changed . Economic and other factors have led sup-
    Owners of 1984 model GM automobiles are given pliers to use alcohols as gasoline components . The first
    specific information in their owner's manuals on of these was ethanol (grain alcohol), which was popular-
    what types of fuel may be used in their vehicles . On ized in gasoline under the name "Gasohol." Vehicle per-
    the subject of gasoline/alcohol blends, the manuals formance and fuel system durability with gasolines
    state : containing up to 10 percent ethanol, by volume, have
    generally been satisfactory .
    Gasoline/Ethanol Blends
    Blends of unleaded gasoline and ethanol (grain al- More recently, methanol (wood alcohol), an alcohol with
    cohol), sometimes known as gasohol, are available distinctly different properties than ethanol, has become a
    in some areas . You may use these blends in your gasoline blending agent. The,addition of methanol to gas-
    car, if they are not more than 10 percent ethanol, oline for use in motor vehicles is receiving increased at-
    without jeopardizing the New Vehicle and Emission tention due to favorable economics, excess methanol
    Warranties . Be sure the gasoline/ethanol blend has production capacity, and the desire to reduce petroleum
    octane ratings no lower than those recommended imports .
    for unleaded gasoline . Most drivers will not notice
    operating differences with blends of up to 10 percent General Motors recognizes the favorable aspects of pure
    ethanol, but some may. In that case, your dealer
    methanol as a future alternative fuel and certainly will
    can make certain adjustments, provided they do not
    produce cars that can use methanol if it becomes gen-
    violate the Federal Emissions Standards . If you are
    erally available . However, current use of methanol in gas-
    still not satisfied with ethanol-gasoline blend per- oline can pose problems if used in today's cars over an
    formance, you may prefer to use unleaded gasoline .
    extended period - even at low methanol concentrations
    Other Gasoline/Alcohol Blends in gasoline .
    Some fuel suppliers sell gasoline containing alcohol
    without advertising the presence of alcohol or giving GM is concerned about the rapid increase in the use of
    it a special name such as gasohol . If you are not methanol/gasoline blends in today's cars for two reasons :
    sure whether there is alcohol in the gasoline you
    buy, check with the service station operator . " There is no hard evidence on how much methanol can
    be blended with gasoline without adversely affecting
    DO NOT USE gasolines containing methanol
    vehicle operation and durability .
    (methyl or wood alcohol) that do not also contain
    cosolvents and corrosion inhibitors for methanol.
    " There is no adequate service station pump labeling
    Also, DO NOT USE gasolines that contain more
    system that will tell motorists the methanol content of
    than five percent methanol even if they contain co-
    the fuel they are purchasing.
    solvents and corrosion inhibitors. Fuel system dam-
    age or vehicle performance problems resulting from
    the use of such fuels are not the responsibility of There is limited information that suggests small amounts
    General Motors and may not be covered under the (up to five percent) of methanol in gasoline may be suit-
    new vehicle warranties . able if a cosolvent- an ingredient that prevents the gas-
    oline and methanol from separating when trace amounts
    Although gasolines containing five percent or less of water are in the fuel - and a corrosion inhibitor to
    methanol and appropriate cosolvents and inhibitors prevent damage to fuel system components are used.
    for methanol may be suitable for use in your car, Evidence on the suitability of such blended fuels is in-
    evidence of their suitability is as yet incomplete ; complete and, therefore, their use cannot be endorsed by
    therefore GM cannot, at this time, endorse their use. GM at this time.

    7-25
    APPENDIX 7-5

    METHANOL/GAS'LOLINE
    BLENDS POSE POTENTIAL
    PROBLEMS (Cont1d)
    It is likely some engines and fuel systems will be sensitive Historical Perspective
    to methanol/gasoline blends that contain higher concen- Alcohol/gasoline mixtures have been studied for more
    trations (greater than 10 percent) of methanol - even if than 50 years. In the 1960s and early 1970s, the use of
    the fuels contain cosolvents and corrosion inhibitors. This these blends was proposed (not always appropriately) as
    sensitivity is generally related to compatibility with mate- a way to reduce vehicle exhaust emissions and improve
    rials commonly used in vehicle fuel systems, such as fuel fuel economy . However, because the cost of alcohol was
    tank plating and certain rubber parts in carburetion sys- significantly higher than that of gasoline, the widespread
    tems. Also, drivability - performance of the vehicle - is use of alcohol/gasoline blends was not economically
    adversely affected . feasible.
    GM is continuing to evaluate methanol/gasoline blends in Two significant actions of the past decade have renewed
    both laboratory and vehicle tests to determine the effects and expanded interest in alcohol/gasoline blends .
    of the blends on fuel system materials, engine deposits,
    drivability, emissions and fuel economy . First, the severe interruptions of petroleum imports em-
    phasized the need to increase production of domestic
    There are economic advantages that encourage blending energy sources and reduce dependence on imported oil.
    methanol with gasoline. The average national tank price
    for unleaded gasoline sold to service station dealers (ex- The production of alcohol fuels, particularly ethanol, be-
    cluding taxes) in August, 1984 was approximately 94 came politically attractive in the late 70s at the height of
    cents a gallon, while methanol's cost was between 45 and the energy crisis . Its use was encouraged through tax
    49 cents a gallon . On the other hand, ethanol's cost was subsidies . Commonly sold as Gasohol, it is now also mar-
    between $1 .62 and $1 .80 per gallon . Ethanol/gasoline keted as unleaded, super unleaded, or premium unleaded
    blends are competitive with gasoline only if a tax subsidy gasoline (depending on its octane level), marked "with
    is allowed, but methanol/gasoline blends are not only ethanol ."
    competitive, they are enticing for the refiner, blender and
    retailer. Also, during the recent recession, capacity for production
    of methanol from natural gas far exceeded demand . Meth-
    The U.S. Environmental Protection Agency (EPA) has anol thus assumed a new attraction as a gasoline blending
    granted waivers, legally allowing the blending of methanol agent. The outlook for use of pure methanol as an au-
    in gasoline . Waivers cover methanol concentrations as tomotive fuel is positive because the technical knowledge
    high as 12 percent, as long as cosolvents are used . GM necessary to design and build methanol-fueled engines
    and other auto companies have not agreed with the EPA's and vehicles is rapidly developing . (See Figure A7-5-1 .)
    decisions granting waivers for methanol/gasoline blends . In blends with gasoline, as stated earlier, methanol may
    The concern over use of methanol/gasoline blends has not be suitable for use in either existing vehicles or future
    been heightened because illegally high levels of methanol model year vehicles unless the vehicles are modified .
    have been found in some gasolines .
    NOTE: Several trade publications have predicted a sharp
    An EPA probe that began in the spring of 1983 in the increase in the amount of methanol used as au-
    Detroit area, revealed illegally high levels of methanol in tomotive fuel by the end of the decade . The
    gasoline . Out of 250 samples of unleaded gasoline from "Lundberg Letter" projects methanol fuel use in
    about 150 service stations, about eight percent - or 20 1990 will be 40 times greater than in 1980.
    samples - had levels of methanol above those allowed
    by waivers, or did not contain cosolvents . The second action which increased interest in alcohols
    as fuels was the reduction in the amount of lead antiknock
    Because of concern over the compatibility of methanol/ additives used in gasoline . This reduction spurred by the
    gasoline blends with current vehicle engines and fuel sys- EPA, occurred for two reasons:
    tems, and illegal blending of methanol in gasoline, a num-
    ber of states are planning to require that the methanol " The need for unleaded gasoline in cars equipped with
    content of the fuel be posted on dispensing pumps. Al- catalytic converters.
    though this is a step in the right direction, GM believes
    that motorists would be better served by a uniform labeling " The need to limit the emissions of lead into the atmos-
    system nationwide . This would eliminate confusion phere (by lowering permissible lead concentrations in
    caused by states adopting different labels . leaded fuel).
    7-26
    APPENDIX 7-5

    METHANOL/GASOLINE
    BLENDS POSE POTENTIAL
    PROBLEMS (Cont'd)
    " DRIVABILITY . Drivability is generally worse with
    methanol/gasoline blends than with gasoline alone . In
    hot weather, the generally high volatility of the blends,
    compared with gasoline, causes a greater tendency
    toward vapor lock problems. Cold weather problems -
    stalling and hesitation - have been reported.

    " SEPARATION . The presence of even trace amounts


    of water in the fuel system may cause methanol/gas-
    oline blends to become cloudy and separate into two
    layers, a gasoline layer on top and an alcohol/water
    layer on the bottom . A vehicle will not run satisfactorily
    on the alcohol/water mixture and corrosion of fuel sys-
    tem parts and deterioration of rubber parts can be
    greatly accelerated by contact with this mixture . Water
    tolerance of blends is increased by cosolvents, but even
    these do not completely eliminate the separation
    problem.

    " FUEL ECONOMY . In late-model cars, fuel economy


    (miles per gallon) generally decreases with the addition
    of methanol to gasoline. This is due to the lower energy
    content (per gallon) of methanol compared with gaso-
    line. For example, a blend of 10 percent methanol in
    Figure A7-5-1- U.S. Fuel Methanol Forecast gasoline contains about five percent less energy per
    gallon than gasoline .
    Alcohols offer a means of replacing some of the oc-
    " EVAPORATIVE EMISSIONS. Unless major changes
    tane (antiknock) quality previously provided by lead
    are made in the distillation characteristics of gasoline,
    compounds .
    the addition of methanol to it significantly increases va-
    por pressure. This almost always results in a substantial
    Major Disadvantages - of Methanol/Gasoline increase in vehicle evaporative emissions .
    Blends
    There are a number of disadvantages associated with the
    use of methanol/gasoline blends in vehicles designed for Regulatory Considerations
    gasoline . Of major significance are : The regulatory aspects of methanol/gasoline blends are
    complex . The Clean Air Act prohibits the addition of ad-
    " DETERIORATION OF FUEL SYSTEM MATERIALS . ditives to unleaded fuel, including methanol, unless the
    Rubber, plastic, and metallic fuel system components fuel additive manufacturer obtains a waiver from the EPA .
    in most vehicles were designed for use with gasoline, In order to obtain such a waiver, the fuel additive manu-
    and may not provide satisfactory service with methanol/ facturer must show that the fuel will not cause - or con-
    gasoline blends . Although few long-term durability tests tribute to - the failure of the vehicle or engine to meet
    have been run with blends, the results from a number the applicable emission standards for five years, or 50,000
    of laboratory evaluations, as well as problems reported miles .
    by motorists, make it clear that a variety of problems
    can occur . Most material problems are a function of The EPA has published guidelines that stress the need
    time rather than distance traveled, so a 50,000-mile test for development of data on possible methanol blending
    completed in one year may not indicate what would problems . GM supports the principles embodied in the
    happen during 50,000 miles of operation over four or guidelines, but believes it is important that the EPA give
    five years . Components possibly affected include fuel careful consideration to potential problems when review-
    tanks, in-tank fuel pumps, carburetion and fuel injection ing any fuel additive waiver application for alcohol/
    systems, and nitrile rubber commonly used in vehicle gasoline blends . During the last five years, a number of
    fuel systems . waivers have been granted .
    7-27
    APPENDIX 7-5

    METHANOUGASOLINE
    BLENDS POSE POTENTIAL
    PROBLEMS (Cont'd)
    GM and other automobile manufacturers are concerned vehicle problems to determine if methanol/gasoline blends
    that some of the blends approved by the EPA may be are responsible . If further investigation determines
    detrimental to vehicle emissions, performance and com- methanol/gasoline blends can be used in the existing fleet
    ponents. Although several fuel suppliers have been of vehicles without materials, drivability, or emissions
    successful in marketing methanol/gasoline blends, the problems, GM believes their use should be permitted . But
    long-term effects of the blends on vehicle durability are only with adequate labeling of fuel at the pump will con-
    not yet known . To assure customer satisfaction with its sumers be able to recognize the contents in the fuel they
    vehicles, GM is establishing a system to track reported are purchasing .
    SECTION 7D - ENGINE FUEL SYSTEMS

    ENGINE FUEL SYSTEMS


    There are distinct differences between the gasoline and neck, and a fuel gage sending unit. Its sole purpose is to
    diesel engine fuel systems . The 5.7L and 7.4L (Mark IV) provide a place for fuel storage .
    gasoline engines use a carburetor to mix fuel with air .
    Strong engine vacuum, drawing intake air through the FUEL PUMP
    carburetor venturis, causes fuel to flow from the carburetor
    The fuel pump is located on the lower front half of the
    ports to be mixed in the air stream turbulence . This air/
    engine block on the passenger's side. Its purpose is to
    fuel mixture is distributed to each cylinder through the
    intake manifold. Engine speed is controlled by the position provide adequate pressure to move fuel to the carburetor.
    of throttle plates in the carburetor which open and close The fuel pump is a diaphragm-type pump and is actuated
    (by means of the accelerator linkage) to vary the amount by the rocker arm through a link and a push rod .
    of air/fuel mixture entering the manifold and cylinders .
    In the diesel engine, fuel is injected directly into a pre- Some vehicles have a fuel pump with an outlet for a
    chamber above each cylinder where it is mixed with air . vapor return system . Any vapor which forms, is returned
    Engine speed is controlled by varying the amount of fuel to the fuel tank along with hot fuel through a separate
    injected. line. This greatly reduces any possibility of vapor lock
    by keeping cool fuel from the tank constantly cir-
    The components used in each system, gasoline and die- culating through the fuel pump. Some units are built
    sel, will be described in separate sections . with both mechanical and electric in tank pumps.

    GASOLINE ENGINE EVAPORATIVE CONTROL SYSTEM


    SYSTEM DESCRIPTION Light-duty and some heavy-duty vehicles are equipped
    The gasoline engine fuel system includes the fuel tank, with an emissions system designed to prevent escape of
    fuel pump, fuel filter, carburetor and all fuel and vacuum fuel vapor to the atmosphere (Figure 7-23) . Vapor gen-
    lines. erated by evaporation of fuel in the tank, previously ex-
    hausted to the atmosphere, is transferred by an emission
    line to .the engine compartment . During periods of in-
    FUEL TANK operation, an activated. charcoal canister located in the
    The fuel tank is located behind the rear axle and is emission line stores any vapor generated, for consump-
    strapped to the frame. It includes the fuel filler cap and tion during the next period of operation .

    VENT TO ATMOSPHERE
    (Above 10,000 Lbs . GVW - Federal)

    r
    ---
    'I
    LT -
    _J Z
    II

    I I
    L__J
    CHARCOAL_ TRANSFER VALVE
    CANISTER (If So Equipped)
    (Below 10,000 Lbs.
    GVW - Federal ;
    All GVW - California)

    AUXILIARY FEL TANK


    (If-so equipped- , - requires- ad- MAIN FUEL TANK
    ditional charcoal canister with NOTE: 1985-1/2 thru 1989 HD5 Emissions - All
    capacity for second tank-
    .)
    venting models are vented to charcoal canister.
    L
    Figure 7-23 - Evaporative Control System

    7-29
    SECTION 7D ENGINE FUEL SYSTEMS

    The amount of vapor drawn into the engine at any time are placed in the inlet hole with the gasket surface out-
    is too small to have any effect on fuel economy or engine ward. A spring holds the element outward, sealing it by
    operation . compressing a gasket surface against the inlet fitting .

    With this closed system, it is extremely important that only The carburetor inlet fuel filter should be replaced at the
    vapors be transferred to the engine . To avoid the possi- internals shown in the Maintenance Schedule . A plugged
    bility of liquid fuel being drawn into the system, the fol- filter and/or check valve will restrict fuel flow.
    lowing features are included as part of the total system :
    After assembling any filter element in the carburetor, al-
    1 . A fuel tank overfill protector is provided on all series ways start the engine and check for leaks in the fuel line
    to assure adequate room for expansion of liquid fuel and fittings before installing the air cleaner ..
    volume with temperature changes . (Fill is limited to 80-
    90 percent total capacity.) For the P-Series, an additional fuel filter is located in the
    fuel line along the inside or outside of the right frame rail
    2. A one-point fuel tank venting system is provided on all depending on the year built . It is replaced by disconnecting
    series to assure that the tank will be vented under any the fuel line on both sides of the filter assembly, removing
    conceivable vehicle attitude. the old assembly, installing a new one, and then recon-
    necting the fuel line. Use caution to avoid fuel spillage .
    3. To protect the tank from mechanical damage in the
    event of excessive internal or external pressures re- NOTE: The position of the filter(s) may vary on the
    sulting from the operation ofthis closed system, a pres- P-Series with the installation of aftermarket fuel
    sure-vacuum relief valve, located in the gas cap, will tanks. The installation of additional filters at each
    control the tank's internal pressure. tank is not recommended, because of the added
    work load these restrictions would place on the
    System Hook-Up for Auxiliary Tank mechanical fuel pump.
    If an auxiliary fuel tank is to be added, it must be vented A woven plastic filter is located on the lower end of the
    as shown in Figure 7-23. See Figure 7-24 for additional fuel pickup pipe in the fuel tank. This filter prevents dirt
    fuel tank considerations . from entering the fuel line. Normally, no maintenance is
    required. Fuel stoppage at this point, indicates that the
    FUEL FILTERS tank contains an abnormal amount of sediment; conse-
    An engine fuel filter is located in the carburetor fuel inlet . quently, the tank should be removed and cleaned
    These fuel filter elements are of pleated paper. Elements thoroughly .

    RESTRICTED VENT A SPECIAL CAP DRAWS IN AT 2.0-2.4 INCHES


    .050 OF VACUUM = 27-32 INCHES OF WATER
    RETURN LINE ORIFICE COLUMN . THE CAP BLOWS OFF AT 2.2-2 .9
    PSI = 60-80 INCHES OF WATER COLUMN.

    IMPORTANT STORAGE ELECTRICAL AUX. POWER SHOULD


    VAPOR DOME ALLOWS NECESSARY CONNECTION
    FOR FUEL GAGE NOT GO TO BOTTOM OF TANK
    ROOM FOR FUEL EXPANSION. TO ALLOW ENGINE RESTART TO
    POSITION OF SPIT BACK GET OFF CAMP GROUND
    TUBE IN CONJUNCTION WITH
    LENGTH/POSITION OF FUEL FILL
    NECK CONTROLS FUEL FILL
    LEVEL TO APPROX . 80%
    ALL SHOULD HAVE RESTRICTED
    SUCTION PICK-UP VENT TO PREVENT FUEL SIPHON
    W/SOME FORM OF SOCK FILTER WITH FUEL SLOSH AND
    FOR ROCKS AND BROOMSTRAWS DETER OVERFILL

    TYPICAL GM FUEL TANK

    TYPICAL SQUARE WELDED-UP---'O


    RV TANK SHOULD INCLUDE
    SAME FEATURES AS GM TANK .055 DEPTH OF
    060 SPIT BACK TUBE CUrv i rsvw
    RESTRICTOR 80% TO 90% FILL

    Figure 7-24-Typical Fuel Tank Design Considerations


    7-30
    SECTION 7D ENGINE FUEL SYSTEMS
    CARBURETOR oline engines . It features tamper-resistant controls to dis-
    The carburetor is located on the top of the engine block, courage readjustment of factory settings, which could
    just under the air filter housing . Proper operation of the affect either or both emission control and drivability .
    carburetor is extremely important as it performs several
    necessary functions . First, it controls the amount of air MAINTENANCE AND INSPECTION
    drawn in by the engine and controls the amount of fuel The system should be inspected and maintained in ac-
    that is combined with air to form a combustible mixture . cordance with the Maintenance Schedule. Fuel lines
    This must be done adequately to cover a wide range of should be checked for signs of leakage, damage or de-
    operating speeds and conditions. Consequently the car- terioration. Clamps must be tightened if they are loose .
    buretor also controls engine output and speed by varying Filters in the fuel line and the evaporative control system
    the amount of mixture reaching the eight cylinders . should be replaced at the recommended intervals. The
    carburetor choke linkage should be checked and the
    Finally, the carburetor provides vacuum control for the mounting bolts tightened as recommended .
    spark advance and vacuum source for many of the fed-
    erally mandated emission controls . CAUTION
    1990 fuel injection requires only no lead fuel be used
    The M4MC model carburetor is used on most of the gas- as regular fuel will ruin the catalytic converter.

    TBI TBI UNIT THROTTLE BODY


    INJECTOR PRESSURE REGULATOR

    FUEL RETURN LINE

    IN-LINE
    FUELFILTER FUEL PRESSURE LINE

    Figure 7-25 - TBI Fuel Supply System (Typical)

    GENERAL DESCRIPTION MODES OF OPERATION


    PURPOSE The ECM monitors voltages from several sensors to
    determine how much fuel to give the engine . The fuel
    The fuel control system is controlled by an electronic is delivered under one of several conditions called
    control module . The ECM is the control center of the ;.`modes ." All the modes are controlled by the ECM .
    computer command control system and is located
    under the steering column support bracket . Starting Mode
    The basic function of the fuel control system is to con- When the key is first turned "ON," the ECM turns on
    trol fuel delivery to the engine . Fuel is delivered to the the fuel pump relay for two seconds and the fuel pump
    engine by a throttle body injection (TBI) unit. builds up pressure to the TBI unit. The ECM checks the
    coolant temperature sensor, throttle position sensor
    The main control sensor is the oxygen (O~ sensor, (TPS), manifold absolute pressure map sensor, and
    which is located in the exhaust pipe. The OZ sensor crank signal, then determines the proper air/fuel ratio
    tells the ECM the amount of oxygen in the exhaust for starting . This ranges from 1 .5:1 at -36°C (-33°F) to
    gas, and the ECM changes the air/fuel ratio to the 14.7:1, at 94°C (201°F) running temperature .
    engine by controlling the fuel injector. A 14.7:1 air/fuel
    ratio is required for efficient catalytic converter opera- The ECM controls the amount of fuel delivered in the
    tion. Because the constant measuring and adjusting starting mode by changing how long the injector is
    of the air/fuel ratio, the fuel injection system is called a turned "ON" and "OFF." This is done by "pulsing" the
    "Closed Loop" system (Figure 7-26). injector for very short times.

    7-31
    SECTION 7D - ENGINE FUEL SYSTEMS
    different engines, and are stored in the programmable
    read only memory (PROM). When these conditions are
    met, the systems go into "Closed Loop" operation . In
    "Closed Loop," the ECM calculates the air/fuel ratio
    (injector on-time) based on the signal from the 02 sen-
    sor. This allows the air/fuel ratio to stay very close to
    14 .7:1 .
    Acceleration Mode
    The ECM looks at rapid changes in throttle position
    and manifold pressure, and provides extra fuel .

    Deceleration Mode
    OTHER
    SENSOR ELECTRONIC 14 . 7 .1 COMMAND When deceleration occurs, the fuel remaining in the in-
    INPUT CONTROL "CLOSED LOOP" take manifold' can cause excessive emissions and
    INFORMATION MODULE
    6S 2692-6E backfiring . Again, the ECM looks at changes in throttle
    position and manifold pressure and reduces the
    Figure 7-26 - "Closed Loop" TBI System amount of fuel. When deceleration is very fast, the
    ECM can cut off fuel completely for short periods.
    Battery Voltage Correction Mode
    Clear Flood Mode
    When battery voltage is low, the ECM can compensate
    If the engine floods, clear it by pushing the accelerator for a weak spark delivered by the distributor by :
    pedal down all the way. The ECM then pulses the in- " Increasing injector on time of fuel delivered
    jector at a 20:1 air/fuel ratio, and holds this injector " Increasing the idle rpm
    rate as long as the throttle stays wide open, and the " Increasing ignition dwell time
    engine is below 600 rpm. If the throttle position
    becomes less than 80%, the ECM returns to the Start- Fuel Cutoff Mode
    ing mode.
    No fuel is delivered by the injectors when the ignition
    Run Mode is "OFF." This prevents dieseling . Also, fuel is not
    delivered if no reference pulses are seen from the
    The Run mode has two conditions called "Open Loop" distributor, which means the engine is not running.
    and "Closed Loop ." Fuel cutoff also occurs at high engine rpm, to protect
    internal engine components from damage.
    Open Loop

    When the engine is first started, and it is above 400


    rpm, the system goes into "Open Loop" operation. In
    "Open Loop," the ECM ignores the signal from the 02 FUEL CONTROL
    sensor, and calculates the air/fuel ratio based on in-
    puts from the coolant temperature and MAP sensors. OPERATION
    The system stays in "Open Loop" until the following The fuel control system (Figure 7-27) consists of the
    conditions are met: following components :
    1 . The 02 sensor has varying voltage output, showing " Throttle body injection (TBI) unit
    that it is hot enough to operate properly . (This " Fuel pump
    depends on temperature.) " Fuel pump relay
    2. The coolant temperature sensor is above a " Fuel tank
    specified temperature. " Accelerator control
    3. A specific amount of time has elapsed after start- " Fuel lines
    ing the engine . " Fuel filters
    The 7.4L engine is designed to operate "Open Loop" at " Evaporative emission control system
    idle . The system will go to "Closed Loop" when the The fuel control system has an electric fuel pump,
    rpm is increased and all conditions above are met. located in the fuel tank on the gage sending unit. It
    pumps fuel to the throttle body through the fuel supply
    Closed Loop line, then through an in-line fuel filter . The pump is
    designed to provide pressurized fuel at about 125
    The specific values for the above conditions vary with kPa (18 psi) .
    7-32
    SECTION 7D ENGINE FUEL SYSTEMS
    " Fuel meter body with:
    - Fuel injectors
    " Throttle body with:
    - Idle air control (IAC) valve
    - Throttle position sensor (TPS)

    Vacuum Ports
    The throttle body portion of both TBI units may contain
    ports located above, or below the throttle valve. These
    ports generate the vacuum signals for the exhaust gas
    a FUEL PUMP AND
    SENDING UNIT
    recirculation (EGR) valve, MAP sensor, and the
    canister purger purge system .
    FUEL SUPPLY LINE
    FUEL FILTER Fuel Injector(s)
    TBI UNIT
    FUEL RETURN LINE The fuel injectors (Figure 7-29) are solenoid-operated
    4S 0055-6E device, controlled by the ECM . The ECM turns on the
    Figure 7-27 - Fuel Control System solenoid, which lifts a normally closed ball valve off a
    seat. Fuel, under pressure, is injected in a conical
    spray pattern at the walls of the throttle body bore
    A pressure regulator in the TBI keeps fuel available to above the throttle valve.
    the injectors at a constant pressure between 62 and 90
    kPa (9 and 13 psi) . Fuel in excess of injector needs is The fuel which is not used by the injectors passes
    returned to the fuel tank by a separate line . through the pressure regulator before being returned
    to the fuel tank .
    The ECM controls the injectors that are located in the
    fuel meter body assembly of the TBI. The injectors Pressure Regulator
    deliver fuel in one of several modes, described above .
    The pressure regulator(see Figure 7-29) is a diaphragm-
    In order to properly control the fuel supply, the fuel
    pump is operated by the ECM through the fuel pump
    relay and oil pressure switch (see "Fuel Pump Elec-
    trical Circuit").

    MODEL 220 TBI UNIT


    Model 220, (Figure 7-28), consists of three major casting
    assemblies :
    " Fuel meter cover with:
    - Pressure regulator

    a PRESSURE REGULATOR
    ® FUEL INJECTOR
    13 FUEL INJECTOR INLET FILTER
    THROTTLE BODY ASSEMBLY
    FUEL FROM PUMP
    FUELINJECTORS
    INJECTOR ELECTRICAL TERMINALS
    13 THROTTLE BODY ASSEMBLY CONSTANT BLEED - (SOME MODELS)

    a
    THROTTLE POSITION SENSOR (TPS) PRESSURE REGULATOR DIAPHRAGM ASSEMBLY
    IDLE AIR . CONTROL (IAC) VALVE ASSEMBLY PRESSURE REGULATOR SPRING

    5 FUEL METER BODY ASSEMBLY 0 FUEL RETURN TO TANK


    G THROTTLE VALVE
    6 FUEL METER COVER ASSEMBLY 8P 0922-AS 8P 0320-SY

    Figure 7-28 - Model 220 TBI Unit Figure 7-29 - TBI 220 Unit Operation
    7-33
    SECTION 7D ENGINE FUEL SYSTEMS
    operated relief valve with injector pressure on one side passage + PCV + throttle valve + vacuum leaks) .
    and air cleaner pressure on the other. The function of Controlled idle speed is always specified for normal
    the regulator is to maintain a constant pressure at the operating conditions. Normal operating condition is
    injectors at all times, by controlling the flow in the coolant temperature in operating range, the A/C is
    return line (by means of a calibrated bypass). "OFF," automatic transmission in drive with proper
    Park/Neutral switch adjustment . A high or low
    The pressure regulator on a TBI 220 unit is serviced as coolant temperature, or A/C clutch engaged may
    part of the fuel meter cover and should not be signal the ECM to change the IAC counts .
    disassembled . The minimum idle air rate inset at the factory with a
    stop screw . This setting allows enough air flow by
    Idle Air Control System the throttle valves to cause the IAC valve pintle to be
    positioned a calibrated number of steps (counts)
    All engine idle speeds are controlled by the ECM from the seat during normal controlled idle opera-
    through the idle air control (IAC) valve mounted on the tion. The IAC counts will be higher than normal on
    throttle body (Figure 7-30) . The ECM sends voltage an engine with less than 500 miles, or an engine
    pulses to the IAC motor windings causing the IAC operating at high altitude or an engine with an ac-
    motor shaft and pintle to move "IN" or "OUT" a given cessory load such as the alternator, A/C, power
    distance (number of steps) for each pulse, (called steering or hydra-boost brakes activated .
    counts) .

    0 TERMINAL PINS
    11 BALL BEARING ASSEMBLY
    STATOR ASSEMBLY
    ROTOR ASSEMBLY
    SPRING .
    PINTLE
    LEAD SCREW

    0 FUEL METER COVER & BODY ASSEMBLIES Figure 7-31 - Idle Air Control (IAC) Valve (TBI 220)
    THROTTLE BODY ASSEMBLY
    IDLE AIR CONTROL VALVE ASSEMBLY Throttle Position Sensor UPS)
    A FILTERED AIR INLET The throttle position sensor (TPS), is mounted on the
    B PINTLE side of the throttle body opposite the throttle lever
    assembly. Its function is to sense the current throttle
    THROTTLE VALVE
    valve position and relay that information to the ECM
    D VACUUM PORTS - FOR ENGINE OR EMISSION (see Figure 7-32). Throttle position information allows
    CONTROLS the ECM to generate the required injection control
    8P 0319-SY
    signals (base pulse).
    Figure 7-30 - Idle Air Control System (TBI 220 Unit)
    If the TPS senses a wide open throttle, a voltage signal
    indicating this condition is sent to the ECM. The ECM
    This movement controls airflow around the throttle then increases the injector base pulse width, permit-
    plate, which in turn, controls engine idle speed, either ting increased fuel flow.
    cold or hot . IAC valve pintle position counts can be
    seen using a "Scan" tool. O counts corresponds to ful- As the throttle valve rotates in response to movement
    ly closed passage, while 140 counts or more (depend- of the accelerator pedal, the throttle shaft transfers
    ing on the application) corresponds to full flow . this rotation movement to the TPS. A potentiometer
    " Actual or "controlled" idle speed is obtained by the (variable resistor) within the TPS assembly changes its
    ECM positioning the IAC valve pintle . Resulting idle resistance (and voltage drop) in proportion to throttle
    speed is generated from the total idle air flow (IAC/ movement .

    7-34
    SECTION 7D , ENGINE FUEL SYSTEMS
    By applying a reference voltage (5.0 volts) to the TIPS When the engine is cranking or running, the ECM
    input, a varying voltage (reflecting throttle position) is receives distributor reference pulses which in turn
    available at the TPS output . For example, approx- energize the fuel injectors.
    imately 2.5 volts results from a 50% throttle valve
    opening (depending on TIPS calibration) . The voltage As a backup system to the fuel pump relay, the fuel
    output from the TPS assembly is routed to the ECM for pump can also be turned on by an oil pressure switch .
    use in determining throttle position. When the engine oil pressure reaches about 28 kPa (4
    psi), through cranking and the fuel pump relay does
    not complete the circuit, the oil pressure switch will
    close to complete the circuit to run the fuel pump.
    THROTTLE VALVE
    An inoperative fuel pump relay can result in long
    ENGINE CONTROL MODULE (ECM) i cranking times, particularly if the engine is cold. The
    THROTTLE POSiT10N oil pressure switch will turn on the fuel pump as soon
    AT
    SENSOR (TPS) as oil pressure reaches about 28 kPa (4 psi).
    e
    FUEL FILTER PART #25055052 A-C GF 481
    In-line Filter - located inside RF from rail
    FUEL FILTER #25055052 GF481

    Figure 7-32 - Throttle Position Sensor (17BI 220)

    FUEL PUMP CIRCUIT


    The fuel pump' is a turbine type, low pressure electric
    pump, mounted in the fuel tank . Fuel is pumped at a
    positive pressure (above 62 kPa or 9 psi) from the fuel
    pump through the in-line filter to the pressure regulator 25055129(48508)

    in the TBI unit (see Figure 7-25). Excess fuel is returned 3975550 (4852()

    to the fuel tank through the fuel return line . 15530354(48520)

    Figure 7-33
    The fuel pump is attached to the fuel gage sender
    assembly. A fuel strainer is attached to the fuel pump CAUTION : To reduce the risk of fire and personal
    inlet line and prevents dirt particles from entering the injury, it is necessary to allow fuel
    fuel line and tends to separate water from the fuel. pressure to bleed off before servicing
    fuel system components. (See "Fuel
    Vapor lock problems are reduced when using an elec- System Pressure Relief Procedure.")
    tric pump because the fuel is pushed from the tank The in-line filter is located in the fuel feed line. It
    under pressure rather than being pulled under vacuum, prevents dirt from entering the TBI unit.
    a condition that produces vapor.
    In-Tank Filter
    When the key is furst turned "ON" without the engine
    running, the ECM turns a fuel pump relay "ON" for two A woven plastic filter is located on the lower end of the
    seconds . This builds up the fuel pressure quickly . If fuel pickup tube in the fuel tank . The filter prevents dirt
    the engine is not started within two seconds, the ECM from entering the fuel line and, also, stops water,
    shuts the fuel pump "OFF" and waits until the engine unless the filter becomes completely submerged in
    starts . As soon as the engine is cranked, the ECM water. This filter is self-cleaning and normally requires
    turns the relay "ON" and runs the fuel pump . no maintenance . Fuel stoppage, at this point, in-
    dicates that the fuel tank contains an abnormal
    On the 5.7L engine in the G van and all other 5.7L or amount of sediment or water; the tank should,
    7.4L engines in vehicles over 8500 GVW, a fuel module therefore, be thoroughly cleaned.
    will override the ECM and the fuel pump will run for ap-
    proximately twenty seconds . The fuel module corrects FUEL AND VAPOR PIPES
    a hot restart (vapor lock) during a high ambient condi-
    tion . The fuel feed and return pipes and hoses extended
    7-35
    SECTION 7D - ENGINE FUEL SYSTEMS
    from the fuel pump and sender to the TBI unit. They are to a vapor canister and then vapors are purged into the
    secured with clamps and are routed along the frame intake manifold air flow and consumed in combustion .
    side member .

    The vapor pipe and hoses extend from fuel pump and
    sender unit to the evaporative emission control vapor
    DIESEL ENGINE
    canister. SYSTEM DESCRIPTION
    The 6.2-liter diesel engine fuel system is composed of:
    FUEL TANK
    " Fuel tank with water sensor and screen filter
    The fuel tank, at the rear of the underbody, is held in " Primary fuel filter
    place by two metal straps . Anti-squeak pieces are used " Mechanical fuel pump
    on top of the tank to reduce rattles. " Secondary fuel filter
    " Fuel line heater
    Filler Neck Injection distributor pump
    " High pressure lines
    To help prevent refueling with leaded gasoline, the fuel " Fuel injection nozzles .
    filler neck on a gasoline engine vehicle has a built-in
    restrictor and deflector . The opening in the restrictor Fuel is pulled from the fuel tank by the mechanical pump
    will only admit the smaller unleaded gas nozzle spout, which is located on the right side of the engine . It is driven
    which must be fully inserted to bypass the deflector. by an eccentric lobe on the camshaft through a pushrod.
    Attempted refueling with a leaded gas nozzle, or Fuel is pulled through the primary filter, by the mechanical
    failure to fully insert the unleaded gas nozzle, will pump. Fuel is then pumped through the fuel line heater
    result in gasoline splashing back out of the filler neck. and through the secondary filter mounted on the inlet man-
    ifold . Both filters remove foreign material which could
    Fuel Filler Cap damage the injection pump or clog the injector nozzle .
    From the filter, the fuel is pumped to the injection pump.
    The fuel tank filler neck is equipped with a screw-type
    (See Figure 7-25.)
    cap . The threaded part of the cap requires several
    turns counterclockwise to remove . The long threaded
    area was designed to allow any remaining fuel tank The 6.2-liter injection pump is mounted on top of the en-
    pressure to escape, while the cap was being removed . gine under the intake manifold . It is gear driven by two
    A built-in torque-limiting device prevents overtighten- gears - one attached to the front end of the camshaft
    ing . To install, turn the cap clockwise until a clicking which drives the second gear that is attached to the end
    noise is heard. This signals that the correct torque has of the injection pump shaft . These two gears are the same
    been reached and the cap is fully seated . size and have the same number of teeth ; thus, the injec-
    tion pump shaft turns at the same rate as the camshaft
    EVAPORATIVE EMISSION CONTROL and one-half the speed of the crankshaft. The pump will
    turn in the opposite direction to that of the camshaft and
    The system transfers fuel vapors from the fuel tank in- crankshaft.

    INJECTOR PUMP
    SECONDARY FILTER - VARIES BY MODEL & YEAR
    (AC PART NO. TP943 - SPIN-ON TYPE)
    (AC PART NO. T936 - SQUARE-SHAPED TYPE)

    PRIMARY FUEL FILTER


    (AC PART NO. T944)
    WATER
    DRAIN
    SIPHON
    VALVE

    INJECTOR
    NOZZLES (8)

    Figure 7-34 - Diesel Engine Fuel System


    7-36
    SECTION 7D ENGINE FUEL SYSTEMS
    The injbction pump is a high-pressure rotary-type pump
    that directs a metered, pressurized fuel through the high PRIMARY FUEL
    pressure tubes to the eight injector nozzles . The eight FILTER (MOUNTED
    high pressure lines are all the same length although their ON FRAME RAIL -
    shapes may be different. This prevents any difference in P-SERIES)
    timing, cylinder to cylinder.

    The fuel line heater operates when the ambient temper-


    ature is low enough to require heating of the fuel.

    MAINTENANCE AND INSPECTION


    WATER IN FUEL
    The diesel engine has a "water-in-fuel" warning system
    allowing the user to guard against water in fuel, which is
    very critical in diesel engines .

    The fuel tank is equipped with a filter which screens out


    the water and lets it lay in the bottom of the tank below
    the fuel pickup . When the water level reaches a point Figure 7.35 - Primary Fuel Filter (AC Type T944)
    where it could be drawn into the system, a warning light
    flashes in the cab . A siphoning system starting at the tank
    and going to the rear spring hanger on some models and
    at the midway point of the right frame rail on other models
    permits the user to attach a hose at the shut-off and siphon
    out the water.

    A primary filter (Figure 7-26) is located on the front of the 30 FT. LBS.
    dash and it also has water-draining provisions.

    A secondary in-line fuel filter (Figure 7-27) is the final filter


    before fuel enters the injection-pump .

    See Appendix 7-8 - Secondary Fuel Filters at the back


    of this section of the manual for additional equipment op-
    eration information .

    When changing the fuel filter or when the vehicle has run
    out of fuel, disconnect the connector .from the temperature
    switch and jumper connector terminals . This will aid in
    purging air from the pump. (This procedure is necessary
    only on a hot engine, as the circuit will always be closed
    when the engine is cold.)

    Figure 7-36 - Secondary Fuel Filter (AC Type TP943)


    PRIMARY FUEL FILTER WATER DRAIN
    If it should become necessary to drain water from the fuel
    tank, check the primary fuel filter (Figure 7-26) for water.
    This can be done as follows : NOTE: If the filter is completely drained, remove the filter
    and refill it with clean diesel fuel to prevent engine
    1 . Open the petcock on the top of the primary filter stalling .
    housing .
    4. Close the upper petcock tightly .
    2. Place a drain pan below the filter and open the petcock
    on the bottom of the drain assembly . (A length of hose 5. Start the engine and let it run briefly . The engine may
    is attached to the petcock to direct drained fluid below run roughly for a short time until the air is purged from
    the frame.) the system .
    3. When all water is drained from the filter, close the 6. If the engine continues to run roughly, check that both
    petcock firmly. petcocks at the primary filter are closed tightly .

    7-37
    SECTION 7D ENGINE FUEL SYSTEMS

    SECONDARY FUEL FILTER Tighten


    (See Figure 7-27) 9 Tighten the element nut (7) securely by hand.
    Removal 1 . Bleed air from the fuel manager/filter as follows :
    a. Open the air bleed valve on top of the fuel manager/
    1 . Remove the fuel filter lines from the adapter. filter assembly.
    b. Connect a hoseto the air bleed valve located on top
    2. Remove the fuel filter adapter from the intake manifold . of the element assembly and place the other end of
    the hose into a suitable container .
    3. Remove the filter.
    CAUTION : THE WATER/DIESEL FUEL MIXTURE IS
    Installation FLAMMABLE, AND COULD BE HOT. TO HELP AVOID
    PERSONAL INJURY AND/OR PROPERTY DAMAGE,
    Anytime either of the fuel filters is removed or replaced, DO NOTTOUCH THE FUEL COMING FROM THE DRAIN
    refill it with clean diesel fuel to prevent engine stalling after HOSE, AND DO NOT EXPOSE THE FUEL TO OPEN
    start-up, and to avoid very long engine cranking time. FLAMES OR SPARKS.
    BE SURE YOU DO NOT OVERFILL THE CONTAINER .
    1 . Install the filter to the adapter. HEAT (SUCH AS FROM THE ENGINE) CAN CAUSE THE
    FUEL TO EXPAND. IF THE CONTAINER IS TOO FULL,
    2. Install the adapter to the intake manifold . FUEL COULD BE FORCED OUT OF THE CONTAINER .
    THIS COULD LEAD TO A FIRE AND THE RISK OF
    3, Install the fuel filter lines. PERSONAL INJURY AND/OR VEHICLE DAMAGE .

    DIESEL FUEL MANAGER/FILTER


    ELEMENT REPACEMENT
    6.5L MODEL FM 100
    (See Figure 7-28)

    Removal
    1 . Remove the fuel filler cap to release any pressure or
    vacuum in the fuel tank.
    7. NUT, ELEMENT
    8. ASSEMBLY, ELEMENT
    2. Remove the element nut (7) turning it by hand in a 9. ASSEMBLY, HEADER
    counter-clockwise direction . If unable to turn by hand, 10 . SEAL, WATER SENSOR
    a strap wrench (oil filter type) may be used to "break 11 . ASSEMBLY, WATER SENSOR
    loose" the element nut . 12 . SCREW, SENSOR MOUNTING
    14 . SEAL, CAP
    3. Remove the element (8) by lifting it straight up and out 15 . ASSEMBLY, HEATER
    of the heade assembly (9) . It is not unnecessary to drain 16. NUT, CAP

    fuel from the header assembly (9) to change the filter 18. CAP, AIR BLEED

    element (8) since the fuel will remain in the header


    assembly's cavity.

    Important
    Make sure the mating surface between the element
    assembly and the header assembly is clean before instal-
    lation .

    Installation
    1 . Install the new element assembly by aligning the widest
    key slot located under the element assembly cap with
    the widest key in the header assembly.
    Push the element in a downwards direction until the
    mating surfaces make contact .
    V2639
    2. Install the element nut (7) .
    Figure 7-28 - Diesel Fuel Manager/Filter (6.5L)
    7-38
    SECTION 7D ENGINE FUEL SYSTEMS

    c. Disconnect the fuel injection pump shut-down sole-


    noid wire .
    d. Crank the engine in 10 to 15 second intervals until
    clear fuel is observed at the air bleed hose (wait for
    one minute between cranking intervals) .
    e. Close the air bleed valve.
    f. Connect the shut-down solenoid wire and reinstall
    fuel filler cap.
    9. Start the engine and allow to run for five minutes at
    idle.
    h. Check the fuel manager/filter for leaks.
    FUEL PUMP REPLACEMENT
    (See Figure 7-29)
    Removal

    1 . Remove the negative (-) battery cable(s) .

    2. Remove the electrical wiring from the pump. Figure 7-29 - Pump # 6442656 - Fuel Pump
    Location
    3. Remove the harness from the pump support bracket .
    Make certain that there is sufficient fuel in the tank.
    4. Remove fuel lines from the pump. " Check for leaks at all fuel connections from the fuel
    0 Use two wrenches to remove the lines . tank to the injection pump.
    Tighten any loose connections .
    5. Remove the pump support bracket screws.
    With the engine running, check all hoses and lines
    6 . Remove the support bracket from the brake lines. for flattening or kinks that would restrict the flow of
    fuel .
    7. Remove the pump and bracket from the frame rail. " Air leaks or restrictions on the suction side of the fuel
    Installation pump will seriously affect pump output .

    1 . Install the pump and bracket to the frame rail. FUEL PUMP FLOW TEST
    2. Install the support bracket to the brake lines. 1 . Remove the fuel line at the fuel filter inlet .
    3. Install the pump support bracket screws. 2. Disconnect the fuel injection pump electric shut-off
    solenoid wire (pink wire) .
    4. Install the fuel lines to the pump.
    Use two wrenches to install the lines. 3. Place a suitable container at the end of the fuel filter
    inlet line.
    5 . Install the wiring harness to the support bracket .
    4. Crank'the engine . for 15 seconds .
    6. Install the electrical wiring to the pump.
    5. The fuel pump should supply 237 ml (1/2 pint) or more
    7. Install the negative (-) battery cable(s) . in 15 seconds .
    Inspect 6. Install the fuel injection pump electric shut-off solenoid
    wire (pink wire).
    Inspect the fuel lines between fuel filter and tank for
    restrictions . 7. Install the fuel line at the fuel filter inlet .
    Inspect the fuel tank sending unit for restrictions . 0 If the system fails to pass the above test:
    If "OK" replace the fuel pump.
    Inspect
    FUEL PUMP TESTS
    Inspect the fuel lines between fuel filter and tank for
    If the fuel system is suspected of not delivering enough restrictions.
    fuel, it should be inspected as follows and both the "Fuel Inspect the fuel tank sending unit for restrictions .
    Pump Flow Test" and the "Fuel Pump Pressure Test"
    should be performed . If "OK" replace the fuel pump.

    7-38A
    SECTION 7D - ENGINE FUEL SYSTEMS

    FUEL PUMP PRESSURE TEST


    1 . Remove the fuel line at the fuel filter inlet .

    2 . Disconnect the fuel injection pump electric shut-off


    solenoid wire (pink wire) .

    3. Install a low pressure gage to the line.

    4. Crank or run the engine for 10 to 15 seconds .

    5. Fuel pressure should be 40 to 60 kPa (5 .8 to 8.7 psi).

    6. Connect the fuel injection pump electric shut-off sole-


    noid wire (pink wire) .

    7. Install the fuel line at the fuel filter inlet.


    If the system fails to pass the above test:
    APPENDIX 7-6

    PLUGGED FUEL RETURN LINE


    AND ENGINE PERFORMANCE
    The following information has been extracted from a Effective with 1980 model production, an improved flexible
    Chevrolet Dealer Service Technical Bulletin and concerns hose was also introduced into production for the Class A
    poor engine performance due to a plugged fuel return line Motor Home chassis . The new hose resists "sucking shut"
    on the G-30 Cutaway and P-Series Class A 'Rail. in high heat and high fuel demand situations ; however, it
    still will draw closed if tank or line filters become plugged .
    Reference : Chevrolet Dealer Service Technical Bulle- (GM Part No. 14026551 for 454 engines and GM Part No.
    tin No. 78-I-53 (September, 1978) 14026550 for 350 engines .)

    Prior to Cutaway and Class A Rail body completion, a


    temporary fuel tank was utilized and required that the fuel
    return line remain disconnected and plugged.
    FUEL PUMP
    The line was to be unplugged and connected by the body FUEL FEED 1 ASSEMBLY
    builder prior to final delivery of the completed vehicle . FRONT PIPE
    Failure to reconnect the fuel return line can cause a vapor
    lock condition at high altitudes or high ambient
    temperatures .

    In the event of a lack of power or rough engine complaint


    on the subject vehicles, check for the proper connection
    of the fuel return line . (See Figure A7-6-1 .)

    NOTE: , Some 1978 and 1979 "G" Vans with V-8 engines,
    when operated in high ambient temperatures and
    under high engine fuel demands, have experi
    enced the deformation of the flexible hose which
    connects the fuel feed line to the fuel pump. (See
    Figure A7-6-1 .) FUEL RETURN
    FRONT PIPE
    This condition is difficult to diagnose due to the unusual
    FUEL RETURN HOSE
    conditions under which it takes place .
    (32) MODELS EXCEPT
    DIESEL ENGINE
    To prevent this hose from deforming, a new molded hose
    (GM Part No. 14010036) has been released for 1980 pro-
    duction and can also be used for service replacement . FigureA7-6-1-- Fuel Return Line Connections
    APPENDIX 7.7

    VAPOR LOCK CAUSE AND CURE


    The following information has been compiled from exten- to the cause of vapor lock by the addition of alcohol to
    sive research and testing performed by Chevrolet Engi- the fuel without informing the public or advertising the fuel
    neering and RV manufacturers concerning fuel handling as gasohol . Also, it was determined that butane was
    problems of the Class A Motor Home (during 1982 and added to "cover up" lower grade crudes and to increase
    1983) . Chevrolet and the RV manufacturers examined octane ratings . The result of the fuel being adjusted and
    typical "problem units" furnished by various owners in the octane modifiers was a general increase in the Reid
    order to better understand "real-world" vapor lock prob- vapor pressure (RVP) of the fuels (the higher the Reid
    lems in the highly customized Class A Motor Home and vapor pressure the greater the possibility of vapor lock) .
    develop corrective actions . The average Reid vapor pressure of regular unleaded
    gasoline was 9.3 in 1980, 9.8 in 1981 and 10.3 in 1982
    This information is presented as an aid to the motor home (with individual locations showing a reading of 12 and 13) .
    owner in understanding the problems associated with va- With fuel changes toward the higher Reid vapor pressure
    por lock and their suggested solutions . fuels, some motor home owners who have never ex-
    perienced any problems could have vapor lock problems
    that did not exist a year or so ago . Also, it was determined
    Fuel System Plumbing that mountains, steep grades and overloaded vehicles
    As determined from initial studies, Chevrolet engineers tend to aggravate the vapor lock problem, as recorded
    and RV manufacturing representatives determined that in a park survey at Pikes Peak. Vapor lock at Pikes
    part of the problem concerning vapor lock involved the Peak is the single most recorded mechanical problem
    RV manufacturers' approach to the fuel system plumbing . encountered.
    Examination of problem units identified considerable
    plumbing errors, such as : Results of Vapor Lock Investigation
    During the week of October 17, 1983, Chevrolet invited
    " Four feet of rubber hose added in the middle of the all Class A Motor Home manufacturers to the GM Proving
    stretch chassis . Grounds in Phoenix, Arizona. The purpose of this meeting
    " A length of hose positioned over the top of the tank to was to discuss the findings of the investigation into the
    the pickup . cause . of vapor lock and to make specific corrective rec-
    ommendations for current and future production vehicles
    " Total rubber plumbing which is tied to the rear hot water (including changes in truck emissions) . The meeting was
    lines with zip straps so that there was a tendency for attended by 34 of 36 RV manufacturers . Chevrolet sug-
    the fuel to boil and the lines to "suck shut" or kink at gested that the RV manufacturers incorporate the follow-
    each zip strap. ing recommendations into current and future vehicle
    building, as well as develop some adaptation for problem
    " Vehicles equipped with a defective switch valve so that units already existing in the field . The following recom-
    the ports did not line up properly and some of the valves mendations were presented :
    would only switch occasionally . (Ports that did not line
    up caused restriction as did units that had two additional A one-half inch steel fuel line mounted on the out-
    fuel filters and a stretch chassis . All of these factors side of the frame rail, protected against rub and
    add to the load on the mechanical fuel pump.) chafe (see Figure A7-7-2) .

    " An electric fuel pump installed in the return line rather " Also recommended is a pump bypass line along
    than the suction line . with a check valve. The 12-801 is a positive displace-
    ment pump and will not allow fuel flow if it stops
    Incorrect tank cap venting . running . The bypass, which closes under fuel
    And so on . pressure, will allow the engine mounted mechanical
    pump to pull fuel from the tank in the event of an
    Chevrolet and the RV manufacturers' representatives de- electric pump failure. (See figure A7-7-1) .
    termined that 100 percent of the motor homes produced
    " The fuel requirements for the 454 engine at wide-
    with . plumbing errors such as those above could have
    open throttle are 25 gallons per hour at 2 PSI
    vapor locking problems . Investigation showed that a prop-
    minimum and 3 PSI maximum . If fuel line lengths or
    erly plumbed fuel system down the inside of the frame
    routings create a situation where this cannot be
    rail was also not a 100 percent cure for the problem.
    met, an electric pump should be added at the fuel
    tank to supply fuel to the mechanical pump on the
    Fuel Properties engine . Pressure in the supply line will further
    As part of the investigation, Chevrolet Fuel and Lubrica- reduce the chance of bubbles forming versus a
    tion Engineers conducted a nationwide survey examining negative pressure situation with a mechanical
    the possibility that fuels could cause vapor lock. Results pump only. (See Pressurized Fuel System Diagnosis
    of the survey show that oil companies have contributed Chart in Figure A7-7-8.)

    7-40
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE AND CURE (Cont'd)
    " A single in-line filter should be placed between the tank Check Valve Installation
    and the electric fuel pump. (One filter choice is AC Part
    No . GF62C.) To install a fuel line anti-siphon check valve into the
    system, a 3/8" bypass line must be installed around
    " A 3/8-inch rubber fuel line connection should be made the electric fuel pump and regulator (See Figure
    at the mechanical fuel pump and at the fuel pump send- A7-7-1.) The valve is manufactured by Aluminum
    ing unit. Fabricated Products (AFP 200) and must be fitted with
    3/8" hose connector, available from Parker-Hannifin
    " Power for the electric fuel pump should be controlled Corporation (Part No. 126HBL-6-6.) These parts are
    through a relayorspecial oil pressure switch to assure usually available from marine hardware suppliers .
    shut-down in the event of vehicle upset (see Figure
    A7-7-3). Consideration could be given to a manual Install as follows :
    priming override in the event the system has totally
    run out of fuel. Normal starts would occur with the Install one 3/8" T-fitting in the fuel line between the
    fuel remaining in the carburetor and upon starting regulator and the mechanical fuel pump and one
    as oil pressure came up the special switch or relay 3/8" T-fitting between the electric fuel pump and the
    and would turn on the electric pump. (See installa- fuel tank.
    tion instructions in Figure A7-7-4 .)
    " Connect a 3/8" hose to the T's .
    " AC electric fuel pump (AC Part No. EP89) can also be
    used and does not require a fuel pressure regulator . If the bypass fuel line is already in place, remove
    The wiring remains the same. 1-1/2,inches of 3/8 fuel line and insert check valve.

    Chevrolet invited all RV manufacturers to the Phoenix " Insert valve side in line toward mechanical fuel
    meeting to share the findings and test information, as it pump; insert fitting side into line from fuel tank.
    would be difficult for a singular RV manufacturer (or
    customer) to produce these tests on their own . Chevrolet " Secure bypass line and valve with 3/8" hose clamps .
    informed the RV manufacturers that all necessary steps
    would be taken to correct any vapor lock problem on any
    chassis with a 137-, 158-, 178-inch wheelbase with a 100 ELECTRIC
    percent factory system . As an additional commitment to FUEL PUMP
    the 1983 meeting, Chevrolet has informed all RV manu-
    facturers that all necessary steps will be taken to correct
    any vapor lock problem for the 208-inch wheelbase Model
    CP32032 entering production for the 1988 model year with REGULATOR
    FROM
    a 100 percent factory system . Additionally, Chevrolet re- FUEL
    quested that the RV manufacturers correct any field prob- TANK
    lems that are reported to them on any units that have
    To
    been modified by the RV manufacturer - such as stretch MECHANICAL
    chassis, dual tanks, dual fuel, oversize tanks, etc ., as the FUEL PUMP
    individual manufacturers are more knowledgeable of their
    own systems and are in a better position to make their 3/8' HOSE
    3/8" TEE 11/2 "
    own modifications for the various models, years and
    options .

    CHECK VALVE FEMALE FITTING


    AFP200 PARKER N126HBL-66
    NOTE: Chevrolet has completed testing of a new 60-
    gallon tank. With the start of 1985 production, new 0
    fuel lines were installed on the outside of the 0
    oi
    °
    frame rail. In the spring of 1985, a complete sys- 0

    tem was in production with in-tank electric pusher


    pump and external regulator adjustable by the RV
    manufacturer for an oversize wheelbase . (See
    Figure A7-7-5.)
    Figure A7-7-1
    7-41
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE AND CURE (Cont'd)
    3/8" 1/2" 3/8" ELECTRIC FUEL
    RUBBER STEEL RUBBER PUMP &
    LINE LINE LINE REGULATOR
    FUEL FILTER

    MECHANICAL
    FUEL PUMP

    Figure A7-7-2 - 1984 Recommended Field Fix

    IGNITION
    + 12V
    ELECTRIC
    FUEL PUMP

    OIL PRESSURE
    SWITCH
    GM PART NO. 3986857 RELAY SWITCH GM PART NO. 356284

    NOTE: THE FOLLOWING OIL PRESSURE CONNECTOR 12101921 WITH LOCK 12010259
    SWITCHES CAN BE USED WITH OR CAN BE USED AS THE ELECTRICAL
    WITHOUT A RELAY SWITCH AND ARE CONNECTION FOR EACH OF THESE
    SWITCHES .
    CAPABLE OF HANDLING CURRENT
    DRAW REQUIREMENTS OF THE
    HOLLEY GPH 110 (PART NO. 12-801) HOLLEY ALSO PRODUCES A SWITCH (PART
    MAX-PRESSURE PUMP. NO. 12-810) THAT DOES NOT REQUIRE A
    RELAY .
    GM PART NO. CONNECTION
    25036851 1/8 - 27 DRYSEAL (NPTF)
    457874 1/8 - 27 DRYSEAL (NPTF)
    14034354 1/4 - 18 DRYSEAL (NPTF)

    Figure A7-7-3 - Electric Fuel PumpfOil Pressure Switch Relay


    7-42
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE AND CURE (Cont'd)
    TO
    ACCESSORIES

    GROUND ELECTRIC
    PUMP

    OIL PRESSURE
    SWITCH

    COIL

    Figure A7-7-4 - Oil Pressure Switch - Typical Wiring Diagram

    INSTALLATION INSTRUCTIONS NOTE : The pump oil pressure switch will normally have
    NOTE : Please read instructions completely before mak- three terminals marked : C (common), NC (nor-
    mally closed), and NO (normally open) .
    ing installation .

    1 . Disconnect cable from battery. 6 . Connect the fuel pump (black lead) to the terminal
    marked "C ." In this line, add an in-line fuse holder and
    2. Remove original equipment oil pressure switch and a 7.5-amp fuse .
    retain .
    7. Connect the terminal marked "NO" to the ON terminal
    3. Screw a 1/8-inch pipe nipple into the hole from which of the ignition switch .
    the pressure switch was removed . Use any suitable
    thread sealant on all fittings, taking care to avoid an 8. Connect the terminal marked "NC" to the starter motor
    excess which might contaminate the engine . circuit.

    9. To complete the installation, connect the ground cable


    4. Screw a 1/8-inch pipe tee onto the nipple and position
    to the battery.
    it in a manner to facilitate the installation of the original
    oil pressure switch and the new fuel pump pressure
    BE SURE TO CRIMP SECURELY ALL ELECTRICAL
    switch in the remaining two holes.
    CONNECTORS AND CLEAN ANY AREA WHERE
    GROUND LEADS WILL BE FASTENED.
    5. Screw in the two switches and reconnect the lead to
    the original equipment oil pressure switch .

    7-43
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE AND CURE (Cont'd)
    1985 112 THRU 1989 PRODUCTION SYSTEM

    FUEL FILTER
    1/2-INCH
    GM PART NO. 25055347
    RUBBER LINE REGULATOR
    AC TYPE GF-509
    GM PART NO. 15530403 GM PART NO. 15598336 .
    1/2 INCH
    STEEL
    LINE

    HI PRESSURE HOSE
    GM PART NO.:
    15530451-40 GAL .
    15530401-60 GAL.
    MECHANICAL
    40 GAL . TANK GM PART NO. 14042352
    FUEL PUMP
    60 GAL. TANK GM PART NO. 14042378
    ENGINE ELECTRICAL RELAY
    GM PART NO. 15528707
    40 GAL. IN TANK PUMP GM PART NO. 6472311
    OIL PRESSURE SWITCH
    60 GAL. IN TANK PUMP GM PART NO. 6472526
    SEE 1 .800 GROUP
    40 GAL. TANK STRAPS GM PART NO. 472286
    FORWARD LINE NS
    60 GAL . TANK STRAPS GM PART NO. 15597850
    REAR LINE NS

    Figure A7-7-5 - 1985 112 to 1989 Pressurized Fuel System Components

    NOTE : In July, 1985, GM began production of a new NOTE : The factory electric in-tank fuel pump has an ac-
    pressurized fuel system . From production, the RV tivating relay that is shipped loose in the parts
    manufacturer may choose a 40-gallon standard box to the RV manufacturer. The wire harness is
    system, an optional 60-gallon system (Option No. located at the left front corner of the engine com-
    NN4) or specify Option No. 9H2. Option No. 9H2 partment. There are two studs on the engine side
    deletes Chevrolet's system and requires the man- of the tow pan for mounting the relay. See Figure
    ufacturer to install its own system . Check the A7-17-2 for mounting location.
    Service Parts Identification Label for appropriate
    option number . See page 1-3 .
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE AND CURE (Cont'd)
    1990-1993 PRODUCTION SYSTEM FUEL INJECTION

    FUEL FILTER
    GM PART NO. 25055052
    AC TYPE GF481

    FUEL LINES RUN


    INSIDE OF FRAME

    11:411M'101i
    ENGINE ELECTRICAL RELAY
    GM PART #10052954

    OIL PRESSURE SWITCH 40 GAL . FUEL SENDER GM PART NO. 25094633 PEW
    SEE 1 .800 GROUP
    60 GAL . FUEL SENDER GM PART NO. 25094631 PEX
    FUEL LINES NS
    80 GAL . FUEL SENDER GM PART NO. 25094783 PEY

    FUEL TANK OPTIONS FUEL SENDER TO TANK SEAL GM PART NO. 3893116
    STD . 40 GALLON
    NN4 60 GALLON FUEL PUMP FITS ALL 3 GM PART NO. 6472763
    NJ9 80 GALLON RH OR LH FILL
    FUEL IN TANK FILTER GM PART NO. 25055455

    Figure A7-7-6

    1994
    NOTE: Viton hose and clamp Kit #25028041 for short 40 GAL. WITH PUMP GM PART NO . 25028266
    hose between electric fuel pump and fuel 60 GAL. WITH PUMP GM PART NO . 25028269
    80 GAL. WITH PUMP GM PART NO . 25028272
    meter in tank. PUMP ONLY GAS GM PART NO . 6443146
    DIESEL METEOR ONLY
    40 GAL. GM PART NO . 25027045
    Fuel Hoses 1990-92 60 GAL. GM PART NO . 25004132
    Pressure line tank to rail line 15666408 80 GAL. GM PART NO . 25029695
    LIFT PUMP
    Pressure line, rail to injector 15613689 1994 7.4 GAS
    40 GAL. FUEL SENDER GM PART NO. 25028266
    Return line, injector to rail line 15613690 60 GAL. FUEL SENDER GM PART NO. 25028269
    Return line, rail line to tank 15666409 80 GAL. FUEL SENDER GM PART NO. 25028272
    FUEL PUMP GM PART NO. 6443146
    1994 6.2 DIESEL
    40 GAL. FUEL SENDER GM PART NO. 25027045
    Temporary fuel line usage was eliminated SOP 5-31-91 . 60 GAL. FUEL SENDER GM PART NO. 25004132
    80 GAL. FUEL SENDER GM PART NO. 25029695
    LIFT PUMP GM PART NO . 6442656
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE . AND CURE (Cont'd)

    Figure A7-7-7 - Engine Electrical Fuel Pump Relay - Typical Wiring Diagram

    NOTE: Without activation of the electric in-tank fuel


    pump, the chances for a vapor lock in the system
    increases because of the increased workload on
    the mechanical pump through the electric pump.
    To check the system, perform the following op-
    erational test. Turn the ignition key to the RUN
    position. Have an assistant check (listen/feel) the
    tank end for pump operation as a capacitor
    charges in the relay. The pump will run for ap-
    proximately five seconds after the key has been
    turned . (Twelve volts is also supplied to the pump
    in the crank position and as the engine starts and
    oil pressure builds, 12 volts is supplied to the
    electric fuel pump whenever the engine is
    running .)
    APPENDIX 7.7

    VAPOR LOCK
    CAUSE AND CURE (Cont'd)
    1985 112 Through 1989 Model Year sure that the electric fuel pump operates properly at
    time of coach assembly .
    Verify that the coach was built with a Chevrolet fuel
    tank or that it contains an electric intank fuel pump. If the coach does not have an electric fuel pump, or
    This can be done by checking the invoices or Service was built before 1985 1/2, use the diagnostic chart on
    Parts I.D. Label . A 40-gallon tank is standard. Option page 7-48.
    NN4 indicates a 60-gallon tank was installed . Option
    9H2 indicates that the fuel system was installed by the
    coach builder and may not be of Chevrolet design. Gas Fumes in Engine Compartment or
    Fuel in Charcoal Canister
    Once the system has been identified, determine that
    the electric fuel pump is operating, as follows . 1 . Remove line from charcoal canister that runs to the
    " With transmission in PARK position and emergency fuel tank.
    brake ON, turn ignition ON . DO NOT START 2. Remove gas cap from filler spout.
    ENGINE . 3. Blow air into disconnected canister line (Tank must
    " Have someone hold their hand against the bottom be at least 1/4 full.)
    of the fuel tank . 4. Listen at spout for bubbles in the fuel tank.
    " A vibration should be felt on the hand for approx-
    imately 5 seconds after the ignition is turned on. 5. If air bubbles in gasoline, the lines are crossed .
    If the pump does not operate, and a vibration is not This condition usually occurs when the coach manu-
    felt, check the fuel pump relay system wiring (see page facturer has stretched the frame and the fuel lines
    7-43 and 7-96 for location) . Check electrical continuity have been extended. Look for a crossed line where the
    from electric fuel pump relay (Fig. A7-7-3) to oil fuel lines have been spliced .
    pressure switch and from oil pressure switch to elec-
    tric fuel pump. If blowing air into the disconnected line does not
    cause bubbles, check for damage to fuel lines, to the
    It is the responsibility of the coach manufacturer to in- canister, and the valve on top of canister. (Fig. 7-96)
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE AND CURE . (Cont'd)
    INSTALL PRESSURE GAGE AT CARE. RUN ENGINE AT IDLE.

    PRESSURE AT CARIB . INLET


    PRESSURE 11/2 to 5 PSI ABOVE 5 PSI

    SYSTEM O.K. AT IDLE PRESSURE


    EQUIPPED WITH ELECTRIC PUMP EQUIPPED WITH ONLY
    AND RETURN LINE HOOKED UP MECHANICAL PUMP

    ROAD TEST AND OBSERVE GAGE


    AT PROBLEM ROAD SPEED DISCONNECT RETURN LINE AT
    ADJUST OR INSTALL A PRESSURE MECHANICAL PUMP AND WITH A
    REGULATOR SET TO 45 PSI AT TEMPORARY TEST HOSE RETURN
    ENGINE IDLE FUEL TO A GALLON JUG UNDER
    VEHICLE
    PRESSURE
    PRESSURE 11/2 to
    PRESSURE 0 to 1 1/2 PSI ABOVE 5 PSI,
    5 PSI

    PRESSURE PRESSURE PRESSURE PRESSURE


    11/2to5PSI ABOVE 5 PSI 11/2 to 5 PSI ABOVE 5 PSI
    SYSTEM O.K . ADD ELECTRIC PUMP .
    PROBLEM SUGGEST HOLLEY 12-801
    ELSEWHERE PUMP WITH HOLLEY 12-810 SYSTEM DEFECTIVE
    PRESSURE SHUT-OFF RESTRICTED- REPLACE
    SWITCH. INSTALL AC-GF62C NORMAL REGU LATOR
    PINCHED MECHANICAL
    FILTER PRIOR TO PUMP AND RETURN LINE PUMP,
    REGULATOR . INSTALL AS BACK TO TANK (RESTRICTED
    CLOSE TO TANK AS ORIFICE
    POSSIBLE . REMOVE ANY ABOVE 5 PSI RETURN IN-
    OTHER LINE FILTERS SIDE PUMP)
    BETWEEN TANK AND CARB . REPAIR-AIR
    ADJUST REGULATOR TO PRESSURE
    OBTAIN 4-5 PSI MECHANICAL DISCONNECT ELECTRIC TO PUMP SHOULD
    PUMP INLET WITH ENGINE AND BYPASS PLUMBINGTANK TO EASILY BLOW PRESSURE
    RUNNING AT IDLE AND WITH LINES TO MECHANICAL PUMP INTO TANK 11h to 5 PSI
    RETURN LINE HOOKED UP
    AND FUNCTIONAL : 454 ENGINE
    REQUIRES HIGH-VOLUME
    PUMP AS ENGINE CAN USE 25 RETEST WITH SYSTEM O.K .
    FOLLOW RETURN LINE DIAGNOSIS
    GALLONS OF FUEL PER HOUR RETURN LINE
    AT WOT. FUEL SUPPLY LINE FOR NONELECTRIC PUMP RECONNECTED
    SHOULD BE ROUTED OUTSIDE
    THE FRAME RAIL FOR HEAT .
    SHIELD . 1/2 INCH PREFERRED
    WITH 3/8 INCH REDUCING
    ENDS . RUN FULL LENGHT AS PRESSURE PRESSURE
    SMOOTH AND UNBROKEN AS 11/2 to 5 PSI ABOVE 5 PSI
    POSSIBLE SECURED FOR NO
    CHAFE OR RUB . USE STEEL
    LINES WITH RUBBER
    CONNECTIONS AT ENDS. LINE TOO
    SYSTEM O.K . SMALL OR
    STILL HAS A
    RESTRICTION

    Figure A7-7-8 - Pressurized Fuel System Diagnosis Chart For Pre 1985 112 and Units

    NOTE : Cool fresh air should be introduced through the


    fresh air induction via hose from the front of the
    radiator to the carburetor air cleaner snout. This
    has proven effective in reducing fuel percolation
    in the carburetor fuel bowl .
    APPENDIX 7-7

    VAPOR LOCK
    CAUSE AND CURE (Cont'd)
    INSTALL REMOTE PRESSURE GAUGE AT MECHANICAL FUEL PUMP
    INLET LINE. RUN ENGINE AT IDLE .

    PRESSURE 0 PSI PRESSURE 4-5 PSI PRESSURE ABOVE 4-5 PSI


    s
    SYSTEM OK AT IDLE

    SEE NOTE PAGE 7-46


    FUEL PUMP DIAGNOSIS . CHECK & ADJUST PRESSURE
    ROAD TEST AND OBSERVE GAUGE
    CHECK FOR INOPERATIVE REGULATOR TO 4 1/2 TO 5 PSI .
    AT PROBLEM ROAD SPEED
    FUEL PUMP .

    PRESSURE 2-4 PSI PRESSURE 0-2 PSI


    UNABLE TO ADJUST -
    PUMP INOPERATIVE-PERFORM
    REPLACE DEFECTIVE
    FUEL PUMP RELAY SYSTEM REGULATOR AND SET
    DIAGNOSIS . AT 4 1/2 TO 5 PSI .
    A-KEY ON-5 SECONDS SYSTEM OK
    SHOULD HAVE CURRENT PROBLEM ELSEWHERE CHECK ADJUSTMENT
    BOTH TERMINALS - IF ON FUEL REGULATOR
    ONLY ONE TERMINAL HAS AND/OR CHECK FOR
    12 VOLTS - REPLACE RELAY PLUGGED INLINE FUEL
    #15528707 - LOCATION FILTER ON FRAME
    SEE PAGE 7-102 . #GF 509

    RECHECK, FUEL PUMP 12 VOLTS AT


    J
    REPLACE FILTER AND
    FOR PRESSURE 4 1/2 TO BOTH TERMINALS TEST AGAIN AT ROAD
    5 PSI AT IDLE SPEED 2-4 PSI
    UNIT REPAIRED . ADEQUATE.

    CHECK WIRING CIRCUIT FROM


    RELAY TO ALL PRESSURE SWITCH

    CHECK WIRING FROM RELAY TO ELECTRICAL


    SENDER AT TANK. DRAIN TANK AND
    REMOVE FUEL GAUGE AND PUMP - CHECK
    AND OR REPLACE FUEL PUMP .
    CAUTION: DO NOT TEST OR RUN FUEL
    PUMP ON BENCH OR IN DRY FUEL TANK
    - PUMP DAMAGE MAY RESULT - MUST BE
    TESTED IN LIQUID .

    PUMP RUNS - SET FUEL REGULATOR TO


    4 1/2 to 5 PSI AT IDLE - ROAD TEST.

    CAUTION : Electric fuel pumps must never be tested


    dry. Can cause premature pump failure if
    not tested in liquid .

    Figure A7-7-9 - Pressurized Fuel System Diagnostic Chart 1985 112 thru 1989
    APPENDIX 7-8

    TROUBLESHOOTING
    AFTERMARKET FUEL SYSTEMS
    The following information is presented as an aid to the COMPLAINT No. 2 - The "slow fill" complaint occurs on
    motor home owner and RV manufacturers in understand- after-market fuel systems as the fuel entry point is posi-
    ing some of the problems and the suggested solutions for tioned midway on the side of tank. This is a design "trade-
    after-market fuel systems . off" versus a top-fill or corner-fill fuel entry location. When
    the level of the fuel covers the fill opening in the side of
    the tank, the fill rate slows because the incoming fuel must
    This information has been extracted from a GM field rep- move or "displace" the existing fuel out of the way. Also,
    resentative research and testing report concerning prob- the size of the vent and the spit-back tube have a bearing
    lems with after-market fuel systems. Chevrolet and RV on the rate of fuel fill . Even if the top of the fuel tank was
    manufacturers examined typical "problem units" fur- completely removed (similar in appearance to a pail), the
    nished by various owners to better understand after- fill rate would still be very slow as the incoming fuel must
    market fuel system problems that are unknowingly built still move and displace the existing fuel .
    into a fuel system .
    EXAMPLE : Filling a fuel tank would be much easier by
    pouring the fuel into the top to "splash" to the bottom
    versus filling the tank by forcing the fuel at the bottom of
    GM has taken the position that any repairs to after-market the pail which requires gravity to work against fluid weight
    fuel systems will be the responsibility of the RV manu- and displacement .
    facturer and/or the motor home owner. Problems asso-
    ciated with the vehicle fuel system will not be corrected COMPLAINT No. 3 - Fuel "shooting" from the fuel tank
    under the GM warranty unless the system is a 100 percent when the cap is removed is caused by the vent being too
    GM fuel tank and system . (For additional information, see small, and/or an incorrect position of the main side-fill fuel
    Appendix 7-7 - Vapor Lock Cause and Cure referring to entry tube and spit-back tube.
    the Chevrolet/RV Manufacturers meeting held in Phoenix,
    Arizona, October, 1983.)
    CASE STUDY EXAMPLE : An after-market fuel system
    was fitted with a spit-back tube extending approximately
    1-3/8 inches into the fuel tank based on a planning design
    RESEARCH FINDINGS - Many RV manufacturer's of 90 percent fill capacity of a tank 14 inches deep. (This
    customer service representatives have experienced is not enough of a margin of air space for all applications.)
    customer complaints in several areas concerning after- In this situation, when the fuel was above the half-way
    market fuel systems . The three overall complaints are : point of the tank, fuel was in the tank filler neck at the
    same level of the fuel in the tank. As the pressure in-
    1 . Raw fuel is spilled out the vent to the ground or fills creased in the tank from heat expansion and slightly re-
    the charcoal canister . stricted venting, the pressure was actually over the entire
    surface of the fuel . The moment the filler cap was re-
    2. The fuel tank fills slowly. moved, fuel rushed backward up the filler neck as the spit-
    back tube could not bleed off the pressure fast enough.
    3. Raw fuel "shoots" from the tank when the fuel cap is (This situation is similar to shaking a carbonated soft drink
    removed . to obtain maximum "fizz," then turning the bottle or can
    upside down and opening the container slowly.)

    COMPLAINT No. 1 - The situation of raw fuel spilling With a top-fill or corner-fill tank, (even with a restricted
    out the vent to the ground can only occur when the fuel vent) the chance of fuel "spitting out" is greatly reduced
    tank reaches a 100 percent "brim-full" condition . As there as fuel is not present in the fill neck. The worst problem
    is no air pocket in the top of the tank, the fuel expands associated with a top-fill or corner-fill tank is air relief as
    as it is heated and creates one of two possible situations. the cap is removed .
    Either the fuel tank itself will bulge due to the expansion
    of the fuel, or the fuel escapes through the vent to the The problem of fuel "spit back" can be corrected for a
    ground or the charcoal canister at a rate that is controlled side fill tank IF the pressure is removed from the top of
    by pressure and the size of the vent. the tank.
    APPENDIX 7-8

    TROUBLESHOOTING
    AFTERMARKET . FUEL
    SYSTEMS (Cont1d)
    TO HELP CORRECT THIS CASE STUDY COMPLAINT : Ideally, the spit-back tube should be positioned in the tank
    to allow approximately 20 percent free air level. 'A top-fill
    or corner-fill system should be considered with the fill pipe
    A design change is necessary in the restriction size of the extending into the tank to the same depth as the spit-back
    vent line . As the size of the orifice is currently about a tube and cut at an angle horizontal to the fluid level. This
    .030-inch opening, the above case study system would remedy should be used in conjunction with a .055-inch to
    benefit by opening the vent hole to between .055 inch and .060-inch restricted vent and a GM-type fill cap .
    .060 inch. This would allow additional pressure to bleed
    out of the top of the tank and to reduce downward pressure ADDITIONAL TIPS - Troubleshooting after-market fuel
    on the surface of the fuel. systems does not end with tank hardware . Generally,
    pressure is a side effect of heated fuel causing expansion
    and fume pressures . A service technician should also ex-
    A restricted vent is needed for two reasons : amine the source(s) of the heat. Possible causes are :

    " The restricted vent is required to make the automatic " A hole in the exhaust blowing directly on the fuel tank.
    fuel shut-off work with the spit-back tube.
    " Serious overload or pulling of a trailer which puts ab-
    normal "fire" in the exhaust .
    " The restricted vent also serves as an anti-siphon device
    when the fuel runs to one end of the tank. " An engine that is running poorly having higher than
    normal unburned fuel in the exhaust system which is
    burned off with the A.I.R. pump increasing exhaust
    A restricted vent that is too large defeats the purpose of temperatures .
    the automatic shut-off and anti-siphon system . However,
    a restricted vent that is too small invites excessive pres- " An altered or modified exhaust system (by owner or RV
    sure build-up in the tank. manufacturer) with an improper tank-to-pipe clearance .
    APPENDIX 7.9

    SECONDARY FUEL FILTERS


    The following information has been extracted from the GM The Model 75 filter is a two-stage pleated paper type filter .
    6 .2-Liter Diesel Engine manual . The information covers The first stage consists of approximately 400 square
    general operation, application and replacement part num- inches of filtering area and will remove 94 percent of par-
    bers of both the Model 75 and Model 80 Secondary Fuel ticles 10 microns or larger. The second stage is made of
    Filter. the same paper material and consists of approximately
    200 square inches of filtering surface . The second stage
    G-P SERIES - MODEL 75 SECONDARY is 98 percent effective in filtering the fuel already filtered
    FUEL FILTER by the first stage.
    The G-P Series uses a Stanadyne Model 75 secondary Particles which are larger than 10 microns may damage
    fuel filter in 1983. (See Figure A7-9-1 .) It is fastened using the pump's internal components. Figure A7-9-2 compares
    two ball clips. It is particularly important to place absorbent various micron sizes and will, ultimately show the filter's
    towels under the filter when changing it to improve cylinder effectiveness .
    and case valley drain and prevent fuel oil contamination
    of the clutch-driven disc.
    G-P SERIES - MODEL 80 SECONDARY
    FUEL FILTER
    The Model 80 Stanadyne Fuel Filter provides the following
    features in one unit:

    " Two-stage fuel filter


    " Fuel/water separator
    " Electronic "water-in-fuel" signal
    " Electric fuel heater
    " Integral hand primer
    " "Filter change" signal - removed starting 1989.

    Fuel Heater
    The purpose of the heater (see Figure A7-9-3) is to heat
    fuel, so that the filter does not plug with paraffin wax
    crystals. This will allow use of fuels at temperatures sub-
    stantially below the Cloud Point of the fuel. The heater is
    electrically powered from the ignition circuit 39 and is ther-
    mostatically controlled to work when waxing of the fuel is
    expected .

    The device can be divided into two major functional com-


    Figure A7-9-1 - Model 75 Secondary Fuel Filter ponents - the heater and the power control assemblies .

    .003 INCH

    RELATIVE SIZE OF MICRON PARTICLES


    MAGNIFICATION 1000 TIMES

    1 MICRON = .000039 INCH


    LOWEST VISIBILITY RANGE = 44 MICRONS ( .0017 INCH)
    HUMAN HAIR = .003 INCH
    44 MICRONS

    Figure A7-9-2- Relative Size of Micron Particles

    7-52
    APPENDIX 7-9

    SECONDARY FUEL FILTERS


    (Cont'd)
    The second stage is 98 percent effective in filtering the
    fuel already filtered by the first stage. Particles which are
    larger than 10 microns may damage the pump's internal
    components.

    Water Sensor

    The 6.21- uses a "water-in-fuel" warning system, which


    allows the user to guard against water in the fuel.

    The water is detected by a capacitive probe located in the


    filter base. Electronics within the probe will connect a
    ground (circuit 150) to the ground side of the "water-in-
    fuel" lamp (circuit 508) . This lamp is in the center of the
    instrument panel next to the glow plug lamp. In 1984
    FILTER (4-wire water-sensor module) a bulb check was made
    CHANGE anytime the ignition switch was in the start position . A
    SIGNAL
    CONNECTOR "B+" signal on the purple wire at the "A" test switch
    (Figure A7-9-5) causes pin "D" to pull low, grounding the
    "water-in-fuel" bulb. In 1984-1/2 and 1985 (3-wire. water-
    OPTIONAL sensor module) when the ignition is turned on, the lamp
    "WATER IN FUEL"
    WATER DRAIN will glow from 2 to 5 seconds, and fade away. This is done
    LOCATION WATER DRAIN \ SIGNAL CONNECTOR
    as a bulb check .
    OPTIONAL WATER DRAIN
    LOCATION

    Figure A7-9-3 - Model 80 Fuel Filter and Base BAT. NEG. (GROUND)
    Assembly

    Fuel Filter
    The engine fuel filter is a two-stage pleated paper type
    filter (see Figure A7-9-4) . The first stage consists of ap- BAT. POS. (SWITCHED)
    proximately 350 square inches of filtering area and will
    remove 96 percent of particles 5-6 microns or larger (see SIGNAL LIGHT
    Figure A7-9-2) . The second stage is made of the same
    paper material with glass particles and consists of ap- BAT. POS. (SWITCHED)
    proximately 100 square inches of filtering surface .
    TEST SWITCH
    BAT. NEG.
    BAT. POS . (SWITCHED)
    SIGNAL LIGHT (250 mA MAX.)

    '12VOLT D.C . SYSTEM

    Figure A7-9-5 - Filter Base Wiring

    Water Separator
    The bottom of the filter is a hollow water collector (Figure
    A7-9-6) . Because of the greater density of water, the water
    droplets will separate from the fuel oil . It will hold approx-
    imately 260 cubic centimeters of water (approximately
    3-10 percent).

    A nylon/fiberglass coalescent is used to blend the small


    Figure A7-9-4 - Model 80 Filter Cross Section water droplets into larger ones.

    7-53
    APPENDIX 7-9

    SECONDARY FUEL FILTERS


    (Cont'd)
    Fuel Flow fuel filter media pack . While passing through the third
    See Figure A7-9-6 . Fuel enters at the top right inlet and stage, water coalesces and drops to a sump holding area.
    flows into the heating chamber . The heater is activated Clean fuel returns to the base and exits.to the fuel injection
    at 8°C (46°F). and below. The heated fuel enters the ele- pump. An electrical signal is obtained from the filter-
    ment at the top and flows down through the two-stage change sensor located in the return path.

    WATER SENSOR

    Figure A7-9-6-Filter and Base Flow Schematic .


    SECTION 7E-ENGINE ELECTRICAL SYSTEM

    ENGINE EL ECTRICAL SYSTEM


    The engine electrical system is separate from the motor 3. Reduced self-discharge compared to a conventional
    home "living" system . It consists of a chassis battery, battery . This is important when a battery is left standing
    starting (cranking) system, charging system, ignition sys- for long periods of time.
    tem and instrument panel wiring and chassis information
    gages . 4. Comparable power available in a lighter and smaller
    case.
    BATTERY
    GENERAL DESCRIPTION RATINGS
    The battery is a device designed to store electrical power A battery has .two ratings : (1 .) a reserve capacity rating
    for later use. It performs this function through chemical _ at 80°F which is the time a fully charged battery will op-
    action . erate the vehicle with no generator operation, (2.) a cold
    crank rating at 0°F which indicates the cranking load ca-
    The battery has three major functions in the electrical pacity . The Ampere/Hour rating formerly found on batter-
    system . First, it is a source of electrical energy for starting ies was based on the reserve capacity rating and is no
    the engine . Second, it acts as a voltage stabilizer for the longer used.
    electrical system . And third, it can, for a limited time, pro-
    vide energy when the electrical load exceeds the output
    of the generator . MAINTENANCE AND INSPECTION
    A battery is not designed to last indefinitely ; however, with
    The sealed-top battery (Figure 7-28) is standard on all proper care, it will provide many years of service . If the
    vehicle lines. battery tests as "good" but fails to perform satisfactorily
    in service, the following are some of the more important
    factors that may point to the cause of the trouble .
    BUILT-IN
    HYDROMETER 1 . Accessories left on overnight .

    2. Slow average driving speeds for short periods .

    3. The vehicle's electrical load is more than the generator


    output particularly with the addition of aftermarket
    equipment such as radio equipment, air conditioning,
    window defoggers or light systems .

    4. Defects in the charging system such as electrical


    shorts, slipping fan belt, faulty generator or voltage
    regulator .

    5. Battery abuse, including failure to keep the battery


    cable terminals clean and tight or a loose battery (one
    that is not securely held in place).

    6. Batteries in vehicles stored for long periods of time


    Figure 7-28 - Sealed-Top Battery become discharged with sulfation occuring . Sulfation
    of the plates reduces the battery's capacity for ac-
    There are no vent plugs in the cover. The battery is com- cepting a charge. Also, under conditions of high am-
    pletely sealed, except for two small vent holes in the side. bient temperature, the temperature of the electrolyte
    These vent holes allow the small amount of gas produced may become excessive - causing boiling and loss of
    in the battery to escape . The sealed-top battery has the electrolyte . See Appendix B - Preparing The Motor
    following advantages over conventional batteries : Home For Storage for additional information concern-
    ing battery storage damage.
    1 . No water addition for the life of the battery . This im-
    provement makes the sealed-top battery possible. NOTE : The inspection and test procedures which follow
    apply for the Delco Sealed-Top Freedom Battery .
    2. Overcharge protection. If too high a voltage level is If your vehicle is equipped with a conventional
    applied to the sealed-top battery, it will not accept as type and/or other brand battery, be sure to follow
    much current as a conventional battery ; the excess the test procedure and specifications recom-
    voltage will cause gassing, which leads to liquid loss. mended by the manufacturer.
    7-55
    SECTION 7E - ENGINE ELECTRICAL SYSTEM

    VISUAL INSPECTION BUILT-IN HYDROMETER


    The external condition of the battery should be checked (DELCO SEALED-TOP BATTERY)
    periodically for damage such as cracked cover or case The Delco sealed-top battery has a built-in temperature-
    (Figure 7- 29) . Also check terminal area for loose or bro- compensated hydrometer in the top of the battery. This
    ken parts . hydrometer is to be used with the following diagnostic
    procedure. When observing the hydrometer, make sure
    that the battery has a clean top. A light may be required
    in some poorly lit areas to see the right indication . Under
    HYDROMETER
    normal operation, two indications can be observed (Figure
    7-30).
    ,CRACKED OR
    BROKEN CONTAINER
    BATTERY TOP

    DARKENED DARKENED LIGHT


    INDICATOR INDICATOR YELLOW OR
    (WITH GREEN (NO GREEN BRIGHT
    CRACKED OR DOT) DOT) INDICATOR
    BROKEN COVER MAY BE JUMP MAY BE JUMP DO NOT JUMP
    STARTED STARTED START
    SIDE TERMINAL ADAPTER
    (AC-DELCO PART ST 1201) Figure 7-30 - Built-In Hydrometer

    Figure 7-29 - Visual Battery Inspection


    GREEN DOT VISIBLE. Any green appearance is in-
    terpreted as a green dot and the battery is ready for
    testing. Do not charge the battery.
    CAUTION : BATTERIES PRODUCE EXPLOSIVE
    GASES, CONTAIN CORROSIVE ACID, AND SUPPLY
    2. DARK - GREEN DOT NOT VISIBLE. If there is a
    LEVELS OF ELECTRICAL CURRENT HIGH ENOUGH
    problem with cranking, the battery should be tested
    TO CAUSE BURNS. TO LESSEN THE CHANCE OF
    PERSONAL INJURY, WHEN WORKING NEAR A following the Electrical Load Test in this section. But,
    before testing, the battery must be recharged until the
    BATTERY:
    green dot is visible . After charging, you may have to
    shake or tilt the battery slightly for the green dot to
    " Always wear eye protection or shield your eyes . Do not show .
    lean over a battery. Remove all metal jewelry.
    NOTE : A battery that has sat in a completely discharged
    " Never expose a battery to open flames or electric condition or is extremely cold may not accept cur-
    sparks . Also, do not smoke near a battery. rent for several hours after starting the charger.
    The charging and electrical systems should also
    be checked at this time .
    " Do not allow battery acid to contact eyes or skin . Flush
    any contacted area with water immediately and thor-
    oughly . Get medical help . Occasionally, a third condition may appear :

    " Do not allow metal tools to contact both the positive 3. CLEAR OR LIGHT YELLOW . This means the fluid
    (red, "+") battery terminal (or any metal connected to level is below the bottom of the hydrometer . This may
    this terminal) and any other metal on either vehicle at have been caused by excessive or prolonged charging,
    the same time . Make certain when attaching the jumper a broken case, excessive tipping or normal battery
    cable clamps to the positive terminals of the batteries wearout. When finding a battery in this condition, it
    that neither clamp contacts any other metal. may indicate high charging voltage caused by a faulty
    charging system and therefore, the charging and elec-
    trical system may need to be checked. If a poor crank-
    " Batteries should always be kept out of the reach of ing condition exists and is caused by the battery, it
    children . should be replaced .

    7-56
    SECTION 7E ENGINE ELECTRICAL SYSTEM

    CAUTION : DO NOT CHARGE OR TEST THE BATTERY


    BATTERY TEST LOAD (AMPS .)
    OR JUMP START THE VEHICLE WHEN THE HYDROM-
    ETER IS CLEAR OR LIGHT YELLOW AS THIS COULD 692, 83-50 150
    RESULT IN PERSONAL INJURY (PARTICULARLY TO
    EYES) OR PROPERTY DAMAGE FROM BATTERY EX- 693, 83-60 180
    PLOSION OR BATTERY ACID. SEE CAUTION UNDER 230
    695, 87A-60
    "VISUAL INSPECTION" IN THIS SECTION OF THE
    MANUAL . 696, 89A-60 270
    Load Test Values
    ELECTRICAL LOAD TEST
    MINIMUM VOLTAGE TEMPERATURE (°F)
    (DELCO SEALED-TOP BATTERY)
    Preliminary Steps 9.6 70
    9.5 60
    If the battery has been on charge, remove the surface
    charge by connecting a 300-ampere load for 15 9.4 50
    seconds . 9.3 40
    9.1 30
    8.9 20
    CAUTION : SEE CAUTION UNDER "VISUAL INSPEC- 10
    8.7
    TION" IN THIS SECTION OF THE MANUAL.
    8.5 0
    _
    Minimum Voltage Dro
    If the battery is in the vehicle, attach the voltmeter leads
    to the battery terminals . If the battery is out of the ve-
    hicle, attach the voltmeter leads to the side terminal Figure 7-31 - Battery Test Load Table and
    adapters (AC-Delco Part ST-1201 or GM Part No. Voltage Drop Chart
    1846855) on the battery . For Delco heavy-duty batteries
    with threaded stud terminals, attach the voltmeter leads CAUTION : FAILURE TO OBSERVE THESE CONDI-
    to the snug-fitted terminal adapter ST-1201 ; or if not TIONS OR PROCEDURES COULD RESULT IN SERI-
    available, attach the leads between the lead pad and OUS PERSONAL INJURY (PARTICULARLY TO EYES)
    the bottom of the terminal hex nut . OR PROPERTY DAMAGE FROM SUCH CAUSES AS
    BATTERY ACID, A BATTERY EXPLOSION, ELECTRI-
    CAL BURNS AND/OR DAMAGE TO ELECTRONIC
    Test Procedure COMPONENTS OF EITHER VEHICLE INVOLVED. SEE
    1 . Connect the voltmeter (preliminary steps) and apply CAUTION UNDER "VISUAL INSPECTION" IN THIS
    the test load to the value printed on the battery label . SECTION OF THE MANUAL. IN ADDITION :

    2. Read the voltage after 15 seconds with the load Be sure the jumper cables and clamps to be used for
    connected . jump starting do not have loose or missing insulation.
    Do not proceed if suitable cables are not available .
    3. Disconnect the load and compare the voltage reading
    with the chart in Figure 7-31 . If the voltage is less than If either battery has filler caps, check the fluid level. (Do
    the reading specified in the chart, replace the battery . not check using an open flame). If low, fill to the proper
    If the reading is equal to or greater than that specified level with clear drinking water. Replace all caps before
    in the chart, the battery is good . jump starting.

    NOTE : Refer to battery top for additional load test Do not route the cable (or attach the clamp) on or near
    amperes . pulleys, fans, or 'other parts that will move when the
    engine is started .
    JUMP STARTING - WITH AUXILIARY Follow the procedure listed below for jump starting the
    (BOOSTER) BATTERY vehicle with an auxiliary booster battery .
    NOTE: Do not push or tow the vehicle to start it. There
    are no provisions in the GM automatic transmis- 1 . Set the parking brake firmly and place the automatic
    sion for engagement of the transmission to turn transmission in PARK (NEUTRAL for manual trans-
    over the engine. Efforts to push or tow the vehicle mission). Turn off the ignition, turn off lights, and all
    to start it will have no effect . other electrical loads.

    Both the booster and the discharged battery should be 2. Check the built-in hydrometer. If it is clear or light yel-
    treated carefully when using jumper cables . Follow the low, replace the battery, do not attempt to jump start .
    conditions and procedure outlined below, being careful
    not to cause sparks . 3. Only 12-volt batteries can be used to start the engine .
    7-57
    SECTION 7E - ENGINE ELECTRICAL SYSTEM

    MULTI-BATTERY ELECTRONIC JUMP


    FIRST JUMPER CABLE STARTING AID
    DO NOT ALLOW Many RV manufacturers have built into their systems an
    DISCHARGED
    VEHICLES TO TOUCH! "emergency start button" on the dashboard that electri-
    BATTERY
    cally connects the coach batteries to the chassis battery .
    SECOND The purpose of this starting aid is to create an "automatic
    MON JUMPER CABLE jump start." The motor home owner should be aware of
    MAKE LAST the possible problems this system may create, such as:
    CONNECTION ON
    ENGINE, AWAY Many motor home owners, as a matter of habit, push
    FROM BATTERY the "emergency start button" with EACH start under the
    mistaken belief that three batteries are stronger than
    one . Without knowing the actual condition of the RV
    batteries, this action could unknowingly create "dead"
    BATTERY IN VEHICLE or undercharged batteries . If the charge state of the RV
    WITH CHARGED BATTERY battery is LOWER than the chassis battery, then within
    a few seconds after pushing the start button on the
    dash both the RV battery and the chassis battery be-
    Figure 7-32 - Jump Start Cable Connections come equal and the motor home owner is then dealing
    with two or three undercharged batteries .
    NOTE: When jump starting a diesel engine vehicle with
    Rapid discharge, to equalize the state of charge be-
    charging equipment, be sure equipment used is tween the batteries over a few seconds, is very hard
    12-volt and negative-ground. Do not use 24-volt
    on the batteries . Often, the only "hold back" to this is
    charging equipment . Using such equipment can
    the connecting wire size . However, if the wires are small
    cause serious damage to the electrical system or
    enough to slow the rate of discharge to avoid battery
    electronic parts.
    damage, then the wires can become overheated from
    carrying too much amperage . This situation presents a
    4. Attach the end of one jumper cable to the positive potential electrical failure and/or fire damage.
    terminal of the booster battery and the other end of
    the same cable to the positive terminal of the dis- " Each time that the "emergency start button" is pushed,
    charged battery (Figure 7-32). Do not permit vehicles an electrical solenoid switch closes under the hood.
    to touch each other as this could cause a ground con- Each time this solenoid switch closes, an electric spark
    nection and counteract the benefits of this procedure . arc occurs . Each time this spark arc occurs, a high
    resistance builds through the copper-to-copper con-
    tacts and reduces the overall effectiveness of the
    5. Attach one end of the remaining negative cable to the switch. In some cases (with severe battery electrical
    negative terminal of the booster battery, and the other differential) the switch contacts have "stuck" after being
    end to a solid engine ground (such~as A/C compressor used only once. This situation bypasses the isolator
    bracket or generator mounting bracket) at least 18 and effectively renders the battery isolator system
    inches from the battery of the vehicle being started . useless .

    Over the last few years, RV manufacturers have improved


    DO NOT CONNECT DIRECTLY TO THE NEGATIVE these "emergency start button" systems through the use
    TERMINAL OF THE DEAD BATTERY . of solid state technology. The application of this solid state
    technology has appeared to solve the problems associ-
    6. Start the engine of the vehicle that is providing the ated with the earlier systems . The new system electron-
    jump start and turn off electrical accessories . Then ically monitors the condition of the RV battery vs. the
    start the engine in the vehicle with the discharged chassis battery . If the chassis battery has a LOWER state
    battery . of charge than the RV battery, a light on the dashboard
    will glow indicating that the "automatic jump start" system
    has kicked in automatically without the driver physically
    7. Reverse these directions exactly when removing the pushing the button. If the RV batteries are LOWER than
    jumper cables . The negative cable must be discon- the chassis battery, the system will not allow an electrical
    nected from the engine that was jump started first . flow to occur between the batteries .
    SECTION 7E ENGINE ELECTRICAL SYSTEM

    GENERATOR
    (PRE-1987 TYPICAL)

    ISOLATOR
    ACTIVATED INDICATOR (120 AMP TYPICAL)
    (ON INSTRUMENT PANEL)

    CIRCUIT BREAKER
    (80 AMP TYPICAL RECOMMENDED)

    AUXILIARY LOAD

    AUXILIARY
    BATTERIES

    FROM
    STARTER
    SWITCH

    AUXILIARY
    BATTERIES

    NOTE: IF AVAILABLE, USE DEEP


    CYCLE AUXILIARY BATTERIES

    Figure 7-33- Typical Multi-Battery Electronic Starting Aid Wiring Diagram

    These fully automatic electronic starting aids allow a cur- To remove or replace a battery, always disconnect the
    rent to flow only to the starter motor thereby eliminating negative cable first, then the positive cable. Torque the
    battery equalization . This helps to eliminate battery dam- battery cables at battery to 9 ft. lbs.
    age and a shortened battery life. A wiring diagram of a
    typical multi-battery electronic starting aid is shown in
    Figure 7-33. NOTE: See Appendix 7-10 at the back of this section of
    the manual for additional information concerning
    BATTERY REMOVAL AND REPLACEMENT battery replacement .
    When handling a battery, the following safety precautions
    should be observed :
    STARTING (CRANKING) SYSTEM
    1 . Hydrogen gas is produced by the battery . A flame or The starter on the motor home chassis requires no main-
    spark near the battery may cause the gas to ignite . tenance. It will provide years of service if proper cranking
    procedures are used. When starting an engine, never
    2. Battery fluid is highly acidic . Avoid spilling on clothing crank the starter longer than 30 seconds and allow at
    or other fabric. Any spilled electrolyte should be flushed least 15 seconds between starting attempts . This will help
    with large quantities of water and cleaned immediately . keep the starter from overheating .

    7-59 .
    SECTION 7E ENGINE ELECTRICAL SYSTEM

    NEUTRAL
    START FLYWHEEL
    SWITCH
    (WITH AUTOMATIC TRANSMISSIONS)

    Figure 7-34 - Starting Circuit

    GENERAL DESCRIPTION
    cir-
    The function of the starting system is to rotate the engine control circuit activates the solenoid which closes the
    cuit between the battery and the starting motor. The so-
    crankshaft at sufficient speed for ignition and the start of
    lenoid also moves the starter drive gear into contact with
    engine operation . This it does by means of the starting
    circuit which-consists of the battery, starting motor, ignition the crankshaft ring gear.
    switch, and the related electrical wiring . In addition, ve- Three types of starter motors are used. The first, referred
    hicles with automatic transmissions have a neutral start to as the 10MT series, is shown in Figure 7-35 . The
    switch which prevents the engine from being started in second type, referred to as the 27MT series, is used on
    Any transmission selector lever position other than diesel-equipped engines . The main difference is that the
    NEUTRAL, or PARK. These components are connected 27MT has a center bearing .
    electrically as shown in Figure 7-34.
    NOTE: The 1994 454 motor home starter will be a per-
    When the ignition switch is turned to START, electrical ' manent magnet type planetary gear reduction
    current flows from the battery through the key switch, starter designated as PG260. It provides better
    neutral start switch and through the starter switch to performance quality and reliability in a smaller
    ground . Inside the starter switch, current flow from this starter motor.

    SOLENOID
    SWITCH
    TERMINAL

    RISER BARS CONDUCTORS


    TO RISER BARS
    TO ARMATURE

    Figure 7-35 -10MT Starting Motor


    7-60
    SECTION 7E - ENGINE ELECTRICAL SYSTEM
    Certain starting motors have the shift lever mechanism In the basic circuit shown in Figure 7-34, the solenoid
    and the solenoid plunger enclosed in the drive housing, windings are energized when the switch is closed . The
    protecting them from exposure to dirt, icing conditions and resulting plunger and shift lever movement causes the
    splashing . pinion to engage the engine flywheel ring gear and the
    solenoid main contacts to close and cranking takes place.
    When the engine starts, pinion overrun protects the ar-
    PLUNGER mature from excessive speed until the switch is opened,
    SOLENOID at which time the return spring causes the pinion to dis-
    ASSEMBLY engage. To prevent excessive overrun, the switch should
    be opened immediately when the engine starts .

    The electrical operation of the solenoid is shown in Figure


    7-36. The top illustration shows the starter disengaged.
    The center drawing depicts the pinion partially engaged
    with the pull-in coil and the hold-in coil activated . The
    bottom view shows the pinion fully engaged and the starter
    motor cranking with only the hold-in coil functioning .

    MAINTENANCE AND INSPECTION


    While the starter motor does not require maintenance, the
    system wiring should be inspected periodically for damage
    or corrosion . Inspect all connections to the starting motor,
    DISENGAGED solenoid, ignition switch, neutral start switch and battery,
    including all ground connections . Clean and tighten all
    CURRENT FROM
    connections as required .
    PULL-IN COIL STARTER SWITCH
    HOLD-IN COIL If there appears to be a problem with the starting system
    and the battery, wiring and- switches are in satisfactory
    condition and the engine is known to be functioning prop-
    erly, refer to the appropriate shop manual for more de-
    tailed diagnosis and test procedures .

    STARTING PROBLEMS (HIGH AMBIENT


    TEMPERATURES)
    Under some conditions of high ambient temperatures,
    COMPRESSION SPRING when the engine has been turned off and the vehicle
    FOR BUTT ENGAGEMENTS allowed to set for 10 to 15 minutes, it is possible to en-
    counter a problem with the starter motor not activating
    PINION PARTIALLY ENGAGED when you attempt to restart the engine . This possibility
    occurs more frequently with the 7.41- engine when high
    engine compartment temperatures and the radiated heat
    CURRENT from the exhaust pipe cause high resistance in the coil
    FROM BATTERY wires of the starter solenoid. This high resistance reduces
    current flow preventing activation of the solenoid and
    starter motor. After the engine has cooled down suffi-
    ciently, the starter motor should activitate properly upon
    restart .

    STARTING PROBLEMS (POOR GROUND)


    The P-Series motor home is equipped with a webbed
    ground strap that runs from the rear of the left cylinder
    head to the frame. To improve electrical contact, remove
    OVER-RUNNING CLUTCH the strap from both connections . Scrape the (production)
    FLYWHEEL paint from both the cylinder head and the vehicle frame,
    PINION FULLY ENGAGED AND connections . Add a star washer between the cylinder head
    STARTER MOTOR CRA NKING connection and the strap and between the vehicle frame
    connection and the strap . Replace the strap and tighten
    Figure 7-36 - Solenoid Electrical Operation attaching bolts securely .

    7-61
    SECTION 7E ENGINE ELECTRICAL SYSTEM
    Refer to Appendix 7-12 - "Hot Start" Problem Conditions GENERATOR SIZING AND SELECTION
    and Appendix 7-13 - Starter Motor Engagement After
    Initial Start-Up at the back of this section of the manual The base generator, or Delcotron, in the GM motor home
    for additional corrective procedures. is rated 63 to 66 amps . Normally, this rating is large
    enough for most applications . However, in recent years,
    the typical RV owner has purchased and/or added on
    optional electrical equipment pushing base charging sys-
    tem capacity beyond current abilities .
    CHARGING SYSTEM
    GENERAL DESCRIPTION A charging system that has demands beyond system abil-
    The function of the charging system is to provide electrical ity can create problems, as there is not a way to charge
    the batteries when the system is always running with an
    power to the engine ignition system, to the vehicle ac-
    cessories and to restore power lost,, from the battery . electrical "short fall." The life expectancy of the charging
    system will be greatly reduced when the system is
    The primary component of the system is the generator . operating at 100 percent of capacity for extended time.
    The generator assembly includes the rotor, stator and Also engine compartment configurations and optional
    recitifier subassemblies and an integral voltage regulator . equipment can aggravate the situation due to restricted
    air flow and generator overheating .
    When the engine is operating and turning the rotor, an
    alternating current flow is induced in the stator assembly
    by the electromagnetic field established in the rotor. The NOTE : If GM factory systems are changed, the size of
    alternating current produced in the stator is changed to the main charging wire in the harness must be
    the direct current needed in the vehicle's electrical system changed from a 3mm or 12 AWG wire size to an
    by the rectifier assembly. This is accomplished through 8mm or 8 AWG wire size. The larger size charging
    the use of diodes in the rectifier assembly which allow wire is mandatory when installing an upgraded
    current flow in one direction only. The output of the gen- charging system .
    erator is controlled by the voltage regulator. The voltage
    regulator does this by varying the strength of the electro- BATTERY ISOLATOR
    magnetic field established in the rotor assembly. The battery isolator is a very important link in the total
    electrical system . Typical isolator hook-ups are shown in
    The generator is connected to the vehicle electrically as Figure 7-37 using broken lines. As shown, the red wire
    shown in Figure 7-37. The integral regulator is mounted from the battery to the generator is moved to Terminal
    beneath the rear cover of the generator . No. 1 of the battery isolator . A replacement wire connects
    the generator to Terminal "A" on the battery isolator as
    The brown field wire to the generator is used to initially shown .
    activate the generator by providing the current needed to
    establish the electromagnetic field in the rotor. The A typical RV battery isolator wiring schematic is shown in
    10-ohm resistance, provided by either the generator warn- Figure 7-38. The isolator is equipped with one-way diodes
    ing lamp or the resistance wire with optional gages, is allowing no reverse current flow back to "A" or between
    needed to protect the diodes in the rectifier assembly. Terminal No. 1 or Terminal No. 2.

    VOLTMETER
    (GAGE PACKAGE
    ONLY)

    GENERATOR WARNING
    LAMP (EXCEPT GAGE PACKAGE)

    10 OHMS RESISTANCE
    WIRE (RALLY GAGE
    ONLY)

    NOTE : BROKEN LINES


    INDICATE BATTERY
    GENERATOR ISOLATOR CONNECTIONS

    Figure 7-37- Charging Circuit - SI System

    7-62
    SECTION 7E ENGINE ELECTRICAL SYSTEM
    Shown in Figure 7-40 are typical RV battery isolator failure
    BATTERY GENERATOR BATTERY modes.
    1 2
    VEHICLE AUXILIARY

    ENGINE RUNNING

    ISOLATOR
    TO RUN EQUIPMENT:
    STEREO, LIGHTS,
    REFRIGERATOR, ETC .

    Figure 7-38-Typical RV Battery Isolator Wiring Under "Engine Running," the isolator is internally dam-
    aged. Diodes are open or burned out . There is no
    Shown in Figure 7-39 are two typical RV isolator voltmeter charging to either battery in this figure. This failure
    checks that will identify a functional isolator. Voltages are mode could also occur singularly to either outer leg of
    based on a reasonable state of charge in all batteries (12 the isolator.
    volts) .

    ENGINE OFF

    ENGINE OFF

    The "Engine Off" voltmeter check depicts a normal


    condition showing that the isolator diodes are
    functional.
    ENGINE RUNNING Shown under "Engine Off," the isolator is wired incor-
    rectly externally or internally . Voltage should not be
    supplied to terminal '.'A" with the engine off. Check the
    source of the problem by removing the wire from the
    "A" terminal . The wire should not have any voltage and
    the isolator should not have any voltage either .

    The "Engine Running" voltmeter check depicts a near


    equal voltage of 13.5 to 13 .8 volts and indicates a nor- Figure 7-40 - Typical RV Battery Isolator
    mal condition . The generator has switched on and cur- Failure Modes
    rent is passing through both sides of the isolator. You
    are not checking the generator amperage capacity, Three prime rules that must be followed for isolators are :
    only the isolator function . If no charge voltage is reach-
    ing one or the other batteries, check for a failed fusible
    Each leg of the isolator must be sized to equal or
    link or circuit breaker installed in either or both charging
    exceed the total generator output. The reason is that
    wires.
    one battery may require all of generator's output while
    the other(s) require none . Thus a single leg must be
    NOTE: A voltage drop of about 1/2 volt to "1 " and "2" capable of carrying the maximum generator current
    would be a normal drop through the diodes . output. Isolators should be purchased oversized if
    there is any chance of upgrading the generator at a
    Figure 7-39-Typical RV Isolator Voltmeter Checks later date.

    7-63
    SECTION 7E - ENGINE ELECTRICAL SYSTEM

    MINIMUM CHARGING WIRE SIZE


    GENERATOR FOR WIRE LENGTH IN FEET
    RATED 11 FEET 15 FEET 21 FEET 26 FEET
    OUTPUT UP TO TO TO TO TO
    IN AMPS 10 FEET 14 FEET 20 FEET 25 FEET 30 FEET
    Up to 70 amp 10 8 8 6 6
    70 to 95 amp 6 6 4 4 4
    95 to 120 amp 4 4 4 2 1
    120 to 160 amp 4 4 2 2 0
    Figure 7-41- Charging Wire Size to Output

    2. In the auxiliary battery side, a circuit breaker or fusible is unique in that it requires voltage to both the excitor
    link should be included. A fusible link on the automotive terminal and the positive outpost in order to charge .
    side will be standard as produced by GM .
    Solid state isolators are designed to prevent feedback of
    3. The size of the charging wire should be chosen using current from batteries to the generator. This requires that
    the chart shown in Figure 7-41 . the isolator be redesigned to include a fourth terminal
    called an excitor terminal . This fourth terminal is con-
    nected to the ignition switch . The ignition switch provides
    CHARGING SYSTEM -1987 TO current when in the "RUN" position to the excitor terminal
    on the isolator . Current is allowed to flow from the "E"
    CURRENT terminal via a diode to the "A" terminal providing the nec-
    With the start of 1987 production, the CS130 105 AMP essary current allowing the generator to charge. Refer to
    Delcotron generator was provided as standard equipment Figure 7-42 for typical wiring of the solid state isolator and
    on all P-30 motor home chassis . The CS series generator CS Series Delcotron generator .

    GENERATOR

    BATTERY BATTERY
    1 2
    VEHICLE AUXILLIARY

    TO RUN EQUIPMENT :
    STEREO, LIGHTS,
    REFRIGERATOR, ETC .

    Figure 7-42 - Typical CS Series Delcotron Generator and Solid State Isolator Wiring

    7-64
    SECTION 7E ENGINE ELECTRICAL SYSTEM

    CS SERIES GENERATOR AND SOLID STATE ISOLATOR


    ISOLATOR DIAGNOSIS
    If voltage is not present at the generator excitor terminar
    A preliminary check of a "no charge" condition should be with the ignition key "ON" check the fuses and wiring .
    made to ensure that voltage is provided to both the excitor Repair as necessary . If battery voltage is not present at
    ("F" terminal) and the positive output post (B+) on the
    generator when the ignition is on . If voltage is not present the generator output terminal, check the wiring and con-
    on either terminal, the generator will not charge . See nections. Repair as necessary . If the vehicle is equipped
    Figure 7-43. with a solid state battery isolator, check for voltage at the
    isolator excitor terminal with the ignition key in the "RUN"
    position . If voltage is not present, check the fuse and
    1987 TO CURRENT wiring . Repair as necessary.
    CS130 DELCOTRON GENERATOR 105 AND
    SOLID STATE ISOLATOR
    KEY OFF NOTE : When the vehicle is equipped with a solid state
    isolator and if the coach battery is discharged
    below 9 volts, excessive current will flow from the
    chassis battery through the excitor terminal to the
    low battery and can cause the excitor fuse to
    "blow" causing a "no charge" condition . This oc-
    VOLTS curs when the key is turned to the "RUN" position
    prior to starting the engine.

    If voltage is present at the "E" terminal but not on the "A"


    KEY ON terminal, the isolator is defective and will require
    ENGINE NOT RUNNING replacement .

    ELECTROMECHANICAL ISOLATOR

    The electromechanical circuit as shown in Figure 7-44


    can be used for battery isolation on all 1987 to current
    motor chassis equipped with a CS Series generator.

    A
    MAINTENANCE AND INSPECTION
    KEY ON
    ENGINE RUNNING
    No periodic adjustments or maintenance of any kind are
    required on the entire generator assembly. However, belt
    tension should be checked periodically and adjusted as
    required . See Appendix 7-14 - Generator Belt Usage on
    6.2L Diesel Engines at the back of this section, as well
    as the manual Appendix A - Drive Belts and Tension
    Specifications located at the back of the manual for ad-
    ditional information concerning belt tension specifications .

    If isolator voltage checks result in the above readings, Noise from a generator may be caused by a loose drive
    the charging system is functioning normally . pulley or loose mounting bolts. These parts should be
    tightened as required . Other causes of generator noise
    Figure 7-43 - Typical Solid State Isolator Voltage can be worn or dirty bearings, defective diode(s) or a
    Checks defective stator. Such causes require an overhaul .
    SECTION 7E - ENGINE ELECTRICAL SYSTEM

    IGNITION NORMALLY OPEN RELAY


    FUSED GM PART NO. 14089936
    NOTE : THE RELAY IDENTIFIED
    DELCOTRON MUST BE USED AS THE VOLT-
    "P" TERMINAL ' AGE ON THE "P" TERMINAL IS
    LESS THAN 12 VOLTS .

    CHASSIS BATTERY
    DELCOTRON
    "I" TERMINAL

    DELCOTRON
    "B + " POST
    I

    NORMALLY
    OPEN
    MAGNETIC
    SWITCH
    GM PART NO.
    15555675
    AUXILIARY
    BATTERY
    Figure 7-44 - CS130 Magnetic Switch/Battery Installation Wiring Diagram

    IGNITION SYSTEM H .E.I. DISTRIBUTOR


    GENERAL DESCRIPTION The High Energy Ignition (H.E .I.) distributor used on the
    5.7L and the Mark IV engines, combines all ignition com-
    The ignition circuit consists of the battery, the distributor, ponents in one unit (Figure 7-45) . It is located on top of
    the ignition switch, the spark plugs and the primary and the engine block directly behind the carburetor. The ex-
    secondary wiring . ternal electrical connections (Figure 7-46) are the ignition
    switch feed wire, the tachometer pickup and eight spark
    Electrical current to power the ignition system is provided plug leads . The ignition switch feed connector to the dis-
    by the battery during starting and by the charging system tributor has full battery voltage when the ignition switch is
    when the engine is operating . This low-voltage current in the "RUN" and "START" positions . THERE IS NO RE-
    flows through the ignition switch, the electronic module in SISTOR WIRE FROM THE IGNITION SWITCH TO THE
    the distributor and the coil in what is called the primary DISTRIBUTOR.
    circuit . In the coil, the low-voltage current is changed to
    a high-voltage current each time the primary circuit is The ignition coil is in the distributor cap and connects
    switched off and on by the electronic module . The module through a resistance brush to the rotor . The High Energy
    breaks the circuit in response to signals from the magnetic Ignition system is basically identical in operation to con-
    pickup assembly. These signals are timed with the power ventional ignition systems except that the module and
    stroke of each cylinder . pickup coil replace the contact points .

    The High Energy Ignition is a magnetic-pulse-triggered,


    The high-voltage current generated in the second part of transistor-controlled, inductive discharge ignition system.
    the coil, flows to the center terminal of the distributor cap The magnetic pickup assembly located inside the distrib-
    through the rotor, to each outer terminal of the distributor utor contains a permanent magnet, a pole piece with in-
    cap in rotation . From each distributor cap outer terminal, ternal teeth, and a pickup coil . When the teeth of the timer
    the current flows through the wire to the spark plug. At core rotating inside the pole piece line up with the teeth
    the spark plug, the current jumps the gap between the of the pole piece, an induced voltage in the pickup coil
    electrodes to ground, producing the spark for ignition . This signals the electronic module to trigger the coil primary
    high-voltage circuit is referred to as the secondary circuit . circuit .
    SECTION 7E ENGINE ELECTRICAL SYST EM

    CONNECTOR B+ TERMINAL
    BAT. TERMINAL
    (CONNECTED TO
    IGNITION SWITCH)

    COIL SEAL
    (GM PART NO .
    1875894)
    CONNECT
    TACHOMETER
    TACH I FROM THIS
    TERMINAL TERMINAL
    CAP TO GROUND .
    (GM PART NO . ROTOR
    10475118 (GM PART NO. NOTE : HOLD DOWN BRACKET POSITIONED ON
    10470600 THIS FLANGE SECURES DISTRIBUTOR TO
    VACUUM ENGINE BLOCK.
    UNIT (SOME TACHOMETERS MUST CONNECT FROM
    THIS TERMINAL TO ENERGIZE POSITIVE [+1.
    CONSULT TACHOMETER MANUFACTURER.)
    NOTE : CHISEL MARK ON SOME PRODUCTION
    ENGINE DISTRIBUTOR FLANGES TO
    MANIFOLD SHOWS TIMING AS PRODUCED
    BY PLANT.

    CONNECTOR Figure 7-46 - H.E .I . Distributor Assembly


    Electrical Connections
    * NOTE : LATER PRODUCTION ROTOR IS
    OFF-WHITE IN COLOR - WITH
    HIGHER DIELECTRIC STRENGTH SECONDARY WIRING
    The spark plug wire used with the H.E .I . system is a
    carbon-impregnated cord conductor encased in an
    Figure 7-45 - H.E.I . Distributor - Exploded View 8mm diameter silicone rubber jacket . The silicone wiring
    will withstand very high temperatures and also provides
    an excellent insulator for the higher voltage of the H .E .I .
    system . Th e silicone spark plug boots form a tight seal
    The primary current decreases and a high voltage is in-
    on the plug .
    duced in the ignition coil secondary winding which is di-
    rected through the rotor and secondary leads to fire the
    spark plugs. The capacitor in the distributor is for radio
    noise suppression. SPARK PLUGS
    Resistor-type, tapered-seat spark plugs with a 14mm
    thread diameter are used on the 5.71- and Mark IV gasoline
    The magnetic pickup assembly (Figure 7-47) is mounted engines. (See figure 7-48 .) A gasket is not used on these
    over the main bearing on the distributor housing and is tapered-seat plugs. The recommended torque specifica-
    made to rotate by the vacuum control unit, thus providing tion for installing the plugs in these engines is 17-27 ft .
    vacuum advance. The timer core is made to rotate about lbs.
    the shaft by conventional advance weights, thus providing
    centrifugal advance. Normal or average service is assumed to be a mixture of
    idling, slow-speed and high-speed operation with some
    of each making up the daily total driving. Occasional or
    The module automatically controls the dwell period, intermittent high-speed driving is essential to good spark
    stretching it with increasing engine speed. The H.E .I . sys- plug performance as it provides increased and sustained
    tem also features a longer spark duration, made possible combustion heat that burns away any excess deposits of
    by the higher amount of energy stored in the coil primary carbon or oxide that may have accumulated from frequent
    winding. This is desirable for firing lean mixtures . idling or continual stop-and-go or slow-speed driving.

    7-67
    SECTION 7E ENGINE ELECTRICAL SYSTEM

    ELECTRONIC MODULE - NON FUEL INJECTED ENGINES


    (GM PART NO. 1875990)
    FUEL INJECTED ENGINES 350-454
    (GM PART NO. 10496048)

    DISTRIBUTOR POLE PIECE


    BASE (GM PART NO. 1875981) now FI
    (GM PART NO. 10495801) with FI

    SHAFT

    VACUUM
    CONTROL CAPACITOR
    UNIT (SOME MODELS)

    Figure 7-47- H.E.I. Magnetic Pickup Assembly

    Spark plugs are protected by an insulating nipple made


    AC PART NO.
    ENGINE of special heat-resistant material which covers the spark
    1983-1984 1985-1989 1990-1994
    plug terminal and extends downward over a portion of the
    350 CID R45T CR43TS *R43TS plug insulator . These nipples prevent flash-over with re-
    454 CID R44T R44T sultant missing of engine, even though a film is allowed
    to accumulate on the exposed portion of plug porcelains.
    INSTALLATION
    TORQUE
    17-27 FT. LB.
    GAP .045 Do not mistake corona discharge for flash-over or a
    shorted insulator . Corona is a steady blue light appearing
    around an insulator, just above the shell crimp. It is the
    visible evidence of high-tension field and has no effect on
    ignition performance. Usually it can be detected only in
    darkness.

    This discharge may repel dust particles, leaving a clean


    ring on the insulator just above the shell . This ring is
    GAP sometimes mistakenly regarded as evidence that com-
    bustion gases have blown out between the shell and
    Figure 7-48 - Spark Plug insulator .
    SECTION 7E ENGINE ELECTRICAL SYSTEM

    If it should become necessary to remove and replace the


    spark plugs, do not substitute a spark plug having a dif-
    ferent heat range in order to compensate for a perform-
    ance complaint . A spark plug of the proper heat range
    and one that is properly gapped will not cause a drive-
    ability problem. If spark plugs are installed that have a WATER
    PUMP
    higher heat range than called for, the valves can become
    "tuliped" or the pistons can become pitted, eroded and
    burned through . On the other hand, if spark plugs with a
    lower than called for heat range are installed, plug fouling TIMING POINTER -
    and bad emissions will usually result. ALTERNATE POSITION
    NOTE: Generally, spark plugs containing the suffix TS or (LOWER SIDE)
    CTS can be used interchangeably . (See Figure Note: View with
    7-48 .) However, during the 1986 model year, AC timing light
    Spark Plug changed the center electrodes in their from
    spark plugs to copper. For these plugs, the letter underside
    of vehicle . TIMING POINTER
    C may be removed from the identification number (UPPER SIDE)
    on the jacket . EXAMPLE : A spark plug with a Note: View with timing light
    code identification of Re43TS or R43CTS would from top of engine .
    be changed to *R43TS .

    IGNITION TIMING Figure 7-49 - Timing Mark - Typical


    To assure optimum engine performance, the ignition must
    be properly timed . This means that the spark plug must
    fire at precisely the instant when the fuel mixture is correct 5 . Turn off the engine and remove the timing light. Re-
    and cylinder compression is highest . connect the number 1 spark plug wire, if removed .
    Set the ignition timing by following these instructions :
    1 . Refer to the Vehicle Emission Control Information La-
    bel located on the radiator support panel. Follow all
    instructions on the label . .
    MAINTENANCE AND INSPECTION
    H.E.I. DISTRIBUTOR
    2. With ignition off, connect the pickup lead of the timing No periodic lubrication is required . Engine oil lubricates
    light to the number 1 spark plug wire (engines with the the lower bushing and an oil-filled reservoir provides lu-
    timing pointer mounted over the upper side of the dam- brication for the upper bushing .
    per), or to the number 5 or 8 spark plug wire (engines
    with the timing pointer mounted at the lower left side
    of the damper) . Use a jumper lead between the wire H.E.I. TEST PROCEDURE
    and plug or an inductive-type pickup . DO NOT pierce If there appears to be a problem with the ignition system,
    the wire or attempt to insert a wire between the boot the following procedure can be used as a quick-check in
    and the wire. Connect the timing light power leads determining the cause . More detailed procedures are
    according to manufacturer's instructions . given in the appropriate shop manual .
    3. Disconnect and plug the vacuum line at the distributor .

    4. Start the engine and aim the timing light at the timing . General Test
    mark. (See Figure 7-49 .) The line on the balancer or 1 . Remove a spark plug wire from each spark plug one
    pulley will line up at the timing mark. If a change is at a time and check for spark using an H .E.I . Test Spark
    necessary, loosen the distributor hold-down clamp bolt Plug ST125 (GM Part No. 5613602) or equivalent . If
    at the base of the distributor. While observing the mark spark is present, the H.E.I. system is O.K .
    with the timing light, slightly rotate the distributor until
    the line indicates the correct timing . Tighten the hold-
    down bolt and recheck the timing . NOTE: Using the Test Spark Plug to check for spark
    instead of allowing the spark to jump to ground
    On a motor home chassis with the engine having the from the disconnected wire can help to avoid pos
    timing pointer mounted at the lower left side of the sible damage to the module . A Test Spark Plug
    damper, the timing light must be aimed up from be- should be available at a local auto parts store.
    neath the vehicle . This procedure require,$ two people,
    one to observe the mark with the timing light while the
    second person makes any required adjustments at the 2. Connect a test light between the distributor TACH ter-
    distributor. minal and ground.
    7-69
    SECTION 7E - ENGINE ELECTRICAL SYSTEM
    3. Turn on the ignition switch.

    " If the light does not glow, check for power at the PUT VASELINE ON
    distributor BAT terminal . If there is no power at the BLADE TERMINALS
    BAT terminal, the problem is in the circuit wiring or
    the ignition switch. Repair as required . If there is
    power at the BAT terminal, and no power at the CONNECTOR
    TACH terminal, the ignition coil primary winding is REMOVED
    open . Replace the coil.
    WHITE WIRE
    " If the light glows, crank the engine . The light should
    glow intermittently, indicating that the module and
    pickup coil are working . Remove the distributor cap
    and check for spark at the center terminal of the cap
    using the H.E.I. Test Spark Plug and a jumper wire. (SOLDER CLIP
    If there is spark, the rotor is not functioning and TO WIRE)
    should be replaced . If there is no spark, the coil is (SQUEEZE COIL
    not functioning and should be replaced . TERMINALS)
    If the light glows steadily while the engine is being
    cranked, perform the module test. NOTE: REFER TO GM SERVICE
    BULLETIN NO. 78-1-59
    DATED OCTOBER, 1978
    Module Test
    1 . Remove the distributor cap and connect the H .E.I . Test
    Figure 7-50- Module Connections
    Spark Plug to the center terminal with a jumper wire.

    2. Remove the pickup coil connector from the module


    and turn the ignition switch on.
    loose. Reflow the existing solder, and add solder if
    3. Touch one end of another jumper wire to the positive necessary to assure good connections . Avoid excess
    terminal of the battery and the other end to the small solder . Use a small iron or gun . Do not allow heat to
    terminal of the module momentarily . As the jumper wire damage the insulation or solder to run under the ter-
    is removed from the module terminal, if there is : minal. Squeeze the side rails of the terminals with
    needle-nose pliers to assure a tight fit on the module
    " a spark - the pickup coil is not functioning properly terminals .
    and may need to be replaced .
    3. Apply a thin coating of petroleum jelly (i .e., Vaseline)
    " no spark - the module is not functioning properly on all module terminals to reduce future oxidation .
    and may need to be replaced . Make sure a small amount of silicone heat transfer
    grease (AC-Delco D-1920 or equivalent) is present on
    CHECKING H .E.I. SYSTEM CONNECTIONS the module base. Apply the grease if necessary.
    If a component appears to be inoperative, the condition
    may actually be due to poor connections . This is especially 4. Reinstall the module on the H.E.I. base and reconnect
    true of low-voltage circuits, such as the pickup coil to the leads making sure all terminals are seated with
    module connections in the H.E.I . system . good metal-to-metal contact .

    Before any component or assembly is considered faulty


    and replaced, its terminal(s) should be cleaned, the con-
    nector-to-terminal fit tightened and the wire-to-terminal
    connection checked and resoldered if necessary. SPARK PLUG WIRES
    Use care when removing spark plug wire boots from spark
    The following procedure covers one example involving plugs. Twist the boot 1/2 turn before removing, and pull
    H .E.I. low-voltage circuits where good connections are on the boot only to remove the wire. Borroughs Tool No.
    essential . Refer to Figure 7-50. BT-7901 B or-equivalent will make the removal of the spark
    plug wires easier. (See Figure 7-51 .)
    1 . Remove the module and clean the terminals with
    emery cloth or a wire brush to remove any oxide film. It is extremely important when replacing plug wires to
    route the wires correctly and through the proper retainers .
    2. Remove the connector body (if so equipped) from the Failure to route the wires properly can lead to radio ignition
    pickup coil leads . Carefully inspect the terminal-to-wire noise and crossfiring of the plugs, or shorting of the leads
    connections (green and white leads) and recrimp if to ground .

    7-7 0
    SECTION 7E ENGINE ELECTRICAL SYSTEM
    bon deposits . The black deposits are usually the result of
    slow-speed driving and short runs where sufficient engine
    operating temperature is seldom reached. Worn pistons,
    rings, faulty ignition, over-rich carburetion and spark plugs
    which are too cold will also result in carbon deposits.

    Excessive gap wear, on plugs of low mileage, usually


    BORROUGHS TOOL NO . indicates the engine is operating at high speeds or with
    BT-7901 B HEAT TREATED loads that are consistently greater than normal or that a
    SPRING STEEL CONSTRUCTION plug which is too hot is being used . In addition, electrode
    FOR LONG LIFE wear may be the result of plug overheating, caused by
    combustion gases leaking past the threads, due to insuf-
    ficient torquing of the spark plug. Excessively lean car-
    buretion will also result in excessive electrode wear.
    Broken insulators are usually the result of improper in-
    stallation or carelessness when regapping the plug. Bro-
    ken upper insulators usually result from a poor-fitting
    wrench or an outside blow . The cracked insulator may not
    make itself evident immediately, but will as soon as oil or
    moisture penetrates the fracture . The fracture is usually
    Phone No. 1-800-253-0138 just below the crimped part of the shell and may not be
    visible .
    Figure 7-51 -Spark Plug Boot Puller
    Broken lower insulators usually result from carelessness
    when regapping and generally are visible . In rare in-
    stances, this type of break may result from the plug op-
    erating too "hot," encountered in sustained periods of
    high-speed operation or under extremely heavy loads.
    When regapping a spark plug, to avoid lower insulator
    breakage, always make the gap adjustment by bending
    the ground (side) electrode . Spark plugs with broken in-
    sulators should always be replaced .

    6:21 DIESEL GLOW PLUG


    ELECTRICAL SYSTEM
    GENERAL DESCRIPTION
    In the diesel engine, air alone is compressed in the cyl-
    Figure 52-Spark Plug Shield for 7.41- inder ; then after the air has been compressed, a charge
    Cyl . 1 thru 6 & 8 10089660 2-518 inch of fuel is sprayed into the cylinder and ignition occurs due
    Cyl . 7 10089661 1-7/8 inch to the heat of compression . Eight glow plugs are used to
    Plug Wire Set preheat the chamber as an aid to starting.
    85-86 H4D 12043750
    85-89 H5D 12072181 The glow plugs are heaters that turn on when the ignition
    90-93 H5D 12074045 key is turned to the run position prior to starting the engine .
    They remain pulsing a short time after starting, then au-
    SPARK PLUGS tomatically turn off.
    Worn or dirty plugs may give satisfactory operation at
    idling speed, but under operating conditions they fre- SYSTEM COMPONENTS
    quently fail . The 6 .2-liter diesel glow plug control system consists of
    a thermal controller, glow plug relay, 6-volt glow plugs and
    Faulty plugs are indicated in a number of ways: poor fuel a "glow plugs" lamp. (See Figure 7-53) Other compo-
    economy, power loss, loss of speed, hard starting and nents which have no function in controlling glow plug op-
    general poor engine performance. eration but are part of the electrical system, start-and-run
    "operations are : fuel solenoid, fast idle and cold advance
    Spark plug failure, in addition to normal wear, may be due solenoids, cold advance temperature switch and the TCC,
    to carbon fouled plugs, excessive gap or broken insulator . EGR (if equipped) and EPR solenoids . The electrical op-
    (See Figure 7-48 .) eration and diagnosis of the fuel solenoid, fast idle and
    cold advance solenoid and the cold advance temperature
    Fouled plugs may be indicated by checking for black car- switch will be covered briefly here .
    7-71
    SECTION 7E ENGINE ELECTRICAL SYSTEM

    GLOW PLUG INHIBIT


    TEMP SWITCH
    GM PART NO . 15599010

    GLOW PLUG
    CONTROLLER
    GM PART NO. 12040822

    Figure 7-53 - Electronic Glow Plug Control System 1985 and Forward

    Controller "Glow Plugs" Lamp


    The thermal controller is mounted in the water passage The "glow plugs" lamp is mounted in the instrument clus-
    at the rear of the engine. ter. The lamp is wired across the glow plugs and is illu-
    minated whenever the glow plugs are heated.
    Thermostatic, elements within the controller are designed
    to open or close the ground circuit to the glow plug relay
    as necessary to control the preheat and afterglow cycles Fuel Solenoid
    of glow plug operation . The fuel solenoid is activated whenever the ignition switch
    is on. The solenoid is located in the fuel injection pump
    Glow Plug Relay housing cover .
    The glow plug relay provides current to the glow plugs .
    The relay is pulsed on and off by the thermal controller. Cold Advance Solenoid
    NOTE: Do not bypass the glow plug relay. This relay is The cold advance solenoid, also located in the injection
    automatically controlled . Any attempt to bypass pump cover, is controlled by a cold advance temperature
    the relay with a jumper wire or rewire for manual switch which activates this solenoid and the fast idle so-
    control, may result in glow plug failure . lenoid at a specified minimum temperature . The switch
    should be closed below 90°F and open above 122°F.
    Glow Plugs
    The glow plugs used in this system are 6-volt plugs which Instrumentation
    are operated at electrical system voltage (12 volts) . The Vehicles with the diesel engine. have special instrumen-
    plugs are a "fast start" design capable of reaching 1,800°F tation indicators to permit the operator to properly apply
    in 7.5 to 9 seconds when the engine temperature is 0°F. the starting procedure . A "glow plugs" light on the instru-
    They are not designed to burn continuously and are ment panel provides this information on the engine start-
    pulsed on and off as needed, by the thermal controller. ing conditions .
    7-72
    SECTION 7E - ENGINE ELECTRICAL SYSTEM

    NOTE : TERMINAL
    "5", BLK . GRD .
    SPLICES INTO
    TERMINAL "W',
    BLK, AT SPLICE
    150. THEY THEN
    GRD . A T ENG .

    FAST IDLE & COLD ADVANCE


    TEMP. SW. OPENS AT 95OF
    10 OHMS
    vUESI
    W/vA

    150

    NOTE : THE T .C .C . SOL . SWITC H


    WILL OPEN AT W .O .T . ONLY
    WHEN THE SWITCH IS NOT
    ATTACHED TO THE INJ . PUMP

    Figure 7-54 - Diesel Glow Plug Wiring Diagram 198285

    Also these vehicles have a "water-in-fuel" lamp and "low fuel .


    engine coolant" lamp .
    2 . Battery voltage is applied to the fast idle solenoid and
    cold advance solenoid through the fast idle/cold ad-
    Modifications Required for Diesel Starting vance temperature switch (when closed) .
    BATTERY - The diesel engine uses dual batteries to
    provide the extra power required to operate the glow plugs 3. Battery current flows through the thermal controller cir-
    and the larger starter used on this engine . cuits and through the glow plug relay coil to ground .

    A standard generator supplies charging current to both


    batteries at the same time . There are no switches or relays 4. The glow plug lamp, which is wired across the glow
    in the charging circuit. plugs, comes on whenever the glow plugs are
    powered .
    STARTER - The starter is larger and designed to crank
    the engine to at least the 100 RPM required for starting . 5. The thermal controller starts the glow plug's heating
    cycle.

    Circuit Operation - Cold Start (See Figure Initially, the glow plugs are activated continuously for a
    7-54) period of 7.5 to 9 seconds at 0°F (Figure 7-55). The glow
    With the ignition switch in "RUN,'' the following events plugs then begin to pulse on and off at a rate determined
    take place simultaneously : by the thermal characteristics of the controller.The initial
    current brings the glow plug preheat chamber up to the
    1 . The fuel solenoid is energized and opens the fuel me- temperature required forcold starting .The pulsecycle(on
    tering valve. The fuel heater is powered, provided the and off)acts to maintain chamber temperature to provide
    temperature is low enough to require heating of the stable engine warm-up. As the engine warms up, the ther-
    7-73
    SECTION 7E - ENGINE ELECTRICAL SYSTEM
    mal controller turns off all current to the relay, deenergiz- GLOW PLUG TEST
    ing the glow plugs completely . The controller is capable This test can be performed with the plugs either installed
    of varying glow plug operation as required (up to one or removed from the engine. If the plugs are installed, the
    minute) when the engine is started warm, and little or no engine should be off and the feed wire disconnected from
    heating is necessary.
    each plug .
    Controller failure, as in the case of prolonged preheat Using an ohmmeter, adjusted to a low-range scale,
    (more than 9 seconds), would cause a circuit breaker in check for continuity between the terminal and body of
    the controller to open, cutting off glow plug operation each plug as shown in Figure 7-56. The ohmmeter read-
    completely . ing should be approximately 0.5 ohm . If the reading is in-
    finity, the glow plug coil is burned out or faulty and the
    plug should be replaced.
    "FAST START" SYSTEM

    2,000 °F

    GLOW PLUG ENGINE READY


    TEMPERATURE TO CRANK

    PRE-CHAMBER
    WARM UP TIME
    7 .5 TO 9 SEC .

    Figure 7-55 - Glow Plug Control

    MAINTENANCE AND INSPECTION


    No routine service is required for the diesel glow plug
    electrical system . However, should there be a problem Figure 7-56 - Glow Plug Test
    with the system, it is wise to first inspect the system to
    ensure that all connectors are installed properly and that
    all connections are clean and tight. The glow plugs can
    be checked for continuity with the procedure in this sec-
    tion. If the inspection and checks do not reveal the prob-
    lem, refer to the shop manual for the diagnosis procedure .
    APPENDIX 7-10

    BATTERY SIZE AND CRANKING


    vs. TEMPERATURE
    The following information is provided as an aid to the
    motor home owner in understanding battery size and
    cranking capacity in relation to temperature .

    The chart shown in Figure A7-10-1 explains why a battery


    of sufficient electrical size is essential if satisfactory crank-
    ing of the engine is to be achieved at low temperatures .
    At temperatures below zero, the capacity of the battery
    at full charge is about 30 percent of rated capacity at 80°F.
    At the same time, the load imposed on the battery by the
    engine is about 3-1/2 times the normal cranking load at
    80°F. In effect, at lower temperatures the battery would
    seem "smaller" while the engine would appear to be
    "larger," as depicted in the figure .

    The charts below (Figure A7-10-2) provide an example of


    the "shrinking" battery in terms of Cold Cranking Amps
    (CCA) in relation to temperature .

    Just as low winter temperatures can create cold-start Figure A7-10-1- Battery Cranking vs. Temperature
    cranking problems due to the electrical size and cranking
    capacity of a battery, the majority of winter engine failures For best fuel economy and cold starting protection to en-
    are skuff and bearing seizures that occur upon initial start- gine surfaces, consider the range of temperature your
    up. The reason for these problems is oil starvation from vehicle will be operated in during the next oil change .
    drain-off and the fact that the oil is too thick to pump quickly Then, select the recommended oil viscosity from the ap-
    to the bearing surfaces. plicable chart shown in Figure A7-10-3.

    100% FULL-CHARGED BATTERY


    BASE BATTERY HD BATTERY
    405 CCA 650 CCA
    80 DEGREES = 100% 880 CCA 1413 CCA
    32 DEGREES = 68% 598 CCA 960 CCA
    0 DEGREES = 46% 405 CCA 650 CCA
    -20 DEGREES = 30% 264 CCA 423 CCA

    65% CHARGED BATTERY - GREEN EYE VISABLE


    BASE BATTERY HD BATTERY
    ' 405 CCA 650 CCA
    80 DEGREES = 100% 572 CCA 918 CCA
    32 DEGREES = 68% 389 CCA 624 CCA
    0 DEGREES = 46% 263 CCA 422 CCA
    -20 DEGREES = 30% 171 CCA 275 CCA

    Figure A7-10-2 - Cold Cranking Amps vs. Temperature


    7-75
    APPENDIX 7" f0

    BATTERY SIZE AND CRANKING


    vs. TEMPERATURE (Cont'd)

    Hot Hot
    Weather Weather

    of
    +100

    +60
    +40
    +32 SAE 30
    +20
    +10 SAE 20W-20
    0 ---® SAE 15W-40
    SAE IOW-30
    -20 PREFERRED

    Cold Cold
    Weather Weather

    GASOLINE ENGINES DIESEL ENGINES

    Figure A7-10-3 - Gasoline and Diesel Engine Oil Viscosity Charts

    NOTE: THE GM MAINTENANCE SCHEDULE REC-


    OMMENDS INSPECTION OF ALL ENGINE
    DRIVE BELTS AT EACH OIL CHANGE . DRIVE
    BELTS SHOULD BE INSPECTED FOR
    CRACKS, FRAYING AND WEAR . DRIVE
    BELTS SHOULD BE ADJUSTED OR RE-
    PLACED AS NEEDED. SEE APPENDIX A -
    DRIVE BELTS AND TENSION SPECIFICA-
    TIONS AT THE BACK OF THIS MANUAL FOR
    ADDITIONAL INFORMATION .
    APPENDIX 7-10

    BATTERY SIZE AND CRANKING


    vs. TEMPERATURE (Cont'd)
    NOTE- The following charts are provided to aid service
    personnel and the motor home owner for proper
    engine electrical diagnosis .

    SLOW CRANKING, SOLENOID CLICKS OR CHATTERS

    CHECK: BATTERY FOR GREEN INDICATOR.


    VISUAL CONDITION OF BATTERY CABLES AND CONNECTIONS.
    IF BATTERY NEEDS CHARGING, MAKE GENERATOR AND
    BATTERY DRAIN CHECK, CHARGE BATTERY AND RECHECK
    CRANKING . IF TROUBLE HAS NOT BEEN FOUND, PROCEED.

    REMOVE BATTERY LEAD FROM DISTRIBUTOR ON H.E .I . MAKE ALL


    VOLTMETER READINGS WITH KEY IN START POSITION .

    MEASURE CRANKING VOLTAGE AT BATTERY TERMINAL POSTS .

    9.6 VOLTS OR MORE LESS THAN 9.6 VOLTS

    MEASURE VOLTAGE FROM BATTERY CHECK BATTERY CONDITION


    NEGATIVE TERMINAL TO ENGINE
    BLOCK. (POS. LEAD ON BLOCK.) AND CAPACITY

    REPAIR GROUND
    MEASURE VOLTAGE
    CABLE AND
    AT SOLENOID "B"
    CONNECTIONS
    TERMINAL, CLEAN
    AND TIGHTEN
    CONNECTIONS AT
    STARTER

    CLEAN AND
    TIGHTEN
    POSITIVE CABLE
    CONNECTIONS. IF
    O.K ., REPLACE
    CABLE.

    NOTE : THIS PROCEDURE IS DESIGNED FOR USE ON ENGINES AND BATTERIES AT ROOM OR NORMAL
    OPERATING TEMPERATURES. IT ALSO ASSUMES THERE ARE NO ENGINE DEFECTS WHICH WOULD
    CAUSE CRANKING PROBLEMS. TO USE IT UNDER OTHER CONDITIONS MIGHT RESULT IN
    MISDIAGNOSIS.

    Figure A7-10-4 - Slow Cranking - Diagnosis Chart '


    7-77
    APPENDIX 7-10

    BATTERY SIZE AND CRANKING


    vs. TEMPERATURE (Cont'd)
    NO CRANKING, NO SOUND FROM SOLENOID

    TURN HEADLIGHTS AND DOME LIGHT ON .


    TURN KEY TO START

    LIGHTS DIM OR GO OUT LIGHTS STAY BRIGHT

    CHECK BATTERY STATE-OF-CHARGE


    L TURN ON RADIO, HEATER AND
    TURN SIGNALS

    GREEN EYE EYE DARK OPERATE O.K . DON'T OPERATE


    SHOWING

    CHECK CHECK
    CRANKING BULKHEAD
    CARS WITHOUT CARS WITH CONNECTOR,
    VOLTAGE AT NEU. ST. SW. NEU. ST. SW. FUSEABLE LINE
    BATTERY AND IGNITION
    POSTS. SWITCH
    CONNECTIONS.
    CHECK VOLTAGE AT EACH NEUTRAL
    START SWITCH TERMINAL (AUTO.
    TRANS. I N PARK, MAN. TRANS.
    LESS THAN 9.6 VOLTS CLUTCH DEPRESSED, KEY IN
    9.6 VOLTS OR MORE START) .

    CHECKVOLTAGE
    TEST BATTERY: IF FROM ENGINE LESS THAN
    O.K ., REPAIR BLOCK TO BATT. 7 VOLTS ON
    STARTER NEG. POST. KEY ONE TERM .
    IN START
    POSITION, (POS.
    LEAD ON BLOCK).
    CHECK CONNECTIONS AND CHECK
    VOLTAGE AT SOLENOID "B" NEUTRAL
    TERM . START SWITCH
    ADJUSTMENT
    5 VOLT LESS THAN AND
    OR MORE .5 VOLT CONNECTOR; IF
    O.K ., REPLACE
    SWITCH
    CLEAN AND CHECK
    TIGHTEN CRANKING
    GROUND CABLE VOLTAGE AT
    CONN . AND/OR STARTER "B"
    REPLACE CABLE f TERMINAL

    LESS THAN 9 VOLTS


    WITH KEY IN START, CHECK VOLTAGE AT
    9 VOLTS OR MORE IGNITION SWITCH SOLENOID TERM .

    CLEAN AND
    TIGHTEN POS. CHECK
    BATTERY CABLE FUSEABLE LINK LESS THAN
    AND BULKHEAD 7 VOLTS
    TERMINALS OR MORE 7 VOLTS
    AND/OR REPLACE CONNECTOR.
    CABLE .

    REPAIR STARTER REPAIR PURPLE REPLACE


    WIRE FROM IGNITION
    IGNITION SWITCH SWITCH

    Figure A7-10-5 - No Cranking - Diagnosis Chart


    7-78
    APPENDIX 7- 11

    ADD-ON (AUXILIARY)
    ELECTRICAL EQUIPMENT
    INSTALLATIONS
    The following information has been extracted from a make use of the existing battery cables . If the battery
    Chevrolet Dealer Service Technical Bulletin relating to requires relocation and longer cables are required, a pro-
    add-on (auxiliary) electrical equipment installations for ve- portionately larger gauge wire must be used.
    hicles with side terminal batteries .
    If in relocating the battery, the negative ground cable is
    Reference : Chevrolet Dealer Service Technical Bulle- attached to the frame rail, a cable of similar gauge must
    tin No. 85-17 (December, 1984) be provided between the frame rail and the engine. This
    is required due to the heavy electrical loads imposed by
    The use of electronics on today's vehicles require that the starting circuit .
    both power and ground connections for add-on (auxiliary)
    electrical equipment (mobile radios, light bars, etc .) be To ensure proper operation of the battery cables, the fol-
    made at the battery . lowing chart on length, gauge and materials must be ad-
    hered to :
    The Side Terminal Adaptor Package (GM Part No.
    1846855) when combined with the longer battery bolt (GM CABLE COMBINED LENGTH OF POSITIVE AND
    Part No. 12004188) and spacer (GM Part No. 12004189) GAUGE NEGATIVE CABLE IN INCHES
    will provide and maintain corrosion resistance and the
    electrical integrity designed into the Delco side terminal COPPER COPPER CLAD ALUMINUM
    battery . (See Figure A7-11-1 .) GM recommends that all 4 66 52
    service personnel and motor home owners involved in 2 , 107 67
    add-on (auxiliary) electrical equipment installations per- 0 170 111
    form the following procedures.
    Figure A7-11-2- Add-On Electrical Equipment-
    The vehicle battery should -be located and positioned to Wire Gauge and Materials
    Specifications

    ADD-ON (AUXILIARY) EQUIPMENT CABLE(S)

    VEHICLE BATTERY CABLE

    CONTACT SPACER
    GM PART NO. 12004189

    ADAPTER TERMINAL*
    VEHICLE BATTERY
    LONG BATTERY 'PART OF TERMINAL ADAPTER
    TERMINAL BOLT - PACKAGE, GM PART NO. 1846855 .
    GM PART NO. 12004188 ALSO SOLD SEPARATELY BY
    DELCO (PART NO. 7450 - 10 TO
    TERMINAL COVER' A BOX)
    Figure A7-11-1-Add-On Electrical Equipment-Typical Installation

    7-79
    APPENDIX 7" 12

    "HOT START" PROBLEM


    CONDITIONS
    First item to check when hot start (hot soak) is the control circuit/connection resistance, or a defective
    ground cable - LH frame rail to LH cylinder head. solenoid .
    Poor ground give high resistance when hot . Remove
    bolts and clean - be sure the star washer is used to If no troubles are found, a new starter solenoid
    insure good ground . package, PIN 10457024, is available to repair the vehi-
    cle . This package consists of a solenoid, lever and
    The following information has been extracted from three plunger assembly lever pin, and retaining ring. Make
    GM Service Bulletins relating to "hot start" problems. The sure all Parts in the package are used.
    information begins with a discussion of the simple basics
    of loose connections, proceeds to the addition of heat The vehicle battery should be located and positioned to
    shields and finally to adding a magnetic switch. Problem make use of the existing battery cables . If the battery
    conditions and corrective procedures are described . requires relocation and longer cables are needed, larger
    gauge cables must be used to ensure proper voltage
    requirements.
    Reference : Chevrolet Dealer Service Technical Bulletin
    No. 90-332-8A (August, 1990) To ensure proper operation of the battery cables, the fol-
    lowing chart on length, gauge and materials must be
    All Gasoline Engine Models strictly adhered to.

    CONDITION : Starter solenoid does not engage in the


    ring gear during hot restart . Clicking sound is heard CABLE COMBINED LENGTH OF POSITIVE AND
    while trying to start the vehicle . GAUGE ' NEGATIVE CABLE IN INCHES
    COPPER COPPER CLAD ALUMINUM
    CAUSE : The starter solenoid engagement force is not
    strong enough to withstand the high temperature en- 4 66 52
    vironment on some recreational vehicles . 67
    2 107
    0 170 111
    CORRECTION : First, check the usual causes for a
    "clicking" solenoid . These causes include a discharg- Figure A7-12-2 - Battery Cable Gauge Specifications
    ed or defective battery, defective switches, excessive

    Figure A7-12-1- "Hot Start" Problems - Starter Solenoid


    7-80
    APPENDIX 7-12

    "NOT START" PROBLEM


    CONDITIONS (Cont1d)
    Reference :Chevrolet Dealer Service Technical Bulle- NOTE: Some motor home body builders install batteries
    tin No. 78-T-28 (April, 1978) in a tray near the radiator, while others use a
    sliding shelf away from engine temperatures . The
    P-Series Motor Homes with Mark IV Engines trade-off, however, is longer battery cables and
    a higher voltage drop . Battery thermal guards or
    The generic term "hot start" is applied loosely to an array heat shields, reflective paints, and/or battery re-
    of causes which can lead to an inability to crank. Typical location are appropriate where evidence indi-
    "hot start" symptoms involve failure to crank after a 20- cates battery thermal problems.
    minute "hot soak" period with the engine off . Restarts are
    obtained by waiting for the engine compartment cool
    down, or in some cases, by energizing the starter solenoid In some cases, the battery voltage available for solenoid
    directly with a screwdriver across the "S" and "B+" operation is adequate when the coil is relatively cool, but
    terminals . insufficient when the coil is hot. Typically, the voltage drop
    across the ignition switch, neutral start switch circuit, to
    High ambient and/or underhood temperatures can lead to the solenoid, should not exceed 2 volts . This, normally,
    component overheating . The two starting system com- would allow approximately 8 volts for solenoid operation .
    ponents, most vulnerable to adverse thermal effects, are Unfortunately, the ignition/start circuit voltage drop can
    the battery and the starter motor solenoid as follows : exceed 4 volts due to switch contact resistance, wire
    lengths, etc . Since the solenoid requires a minimum of 7
    1 . Batteries subjected to long-term storage or operating volts for positive operation, a marginal or "no start" situ-
    conditions which do not keep the battery adequately ation can occur.
    charged may be marginal because of sulfation . When
    operated in high ambients, electrolyte temperatures
    may be excessive . During engine-off hot soak periods,
    marginal batteries adjacent to radiators may approach On "hot start" complaint vehicles that exhibit symptoms
    the boiling point of the electrolyte, (about 230°F) de- related to inoperative solenoids, the use of magnetic
    pending on state of discharge . switch, GM Part No. 001486 or No. 1115616 (or equiv-
    alent) is recommended . It is, in effect, a high-current relay
    2. The starter motor solenoid, in close proximity to the whose contacts are connected across the solenoid "S"
    exhaust pipe, is subject to radiant heating which ulti- and "B+" terminals . (See Figure A7-12-3.) The coil of
    mately increases coil resistance . The resistance in- the magnetic switch is connected in series with the igni-
    crease, decreases current flow to the point where the tion/neutral start switch circuit . Maximum available voltage
    coil cannot be energized with the available applied is, therefore, applied to the solenoid, since the voltage
    voltage . drop in the magnetic switch contact circuit is virtually zero.

    MAGNETIC SWITCH

    HOLD IN GM '
    WINDING PART NO:
    001486
    SOLENOID i
    OR GM
    PLUNGER ART NO.

    ;II1~ "
    1115616
    SHIFT II~,I 1
    LEVER MITI 1110

    IGNITION
    SWITCH

    CLUTCH
    CRANKING
    MOTOR
    BATTERY
    Figure A7-12-3 - Magnetic Switch/Starter Schematic
    7-81
    APPENDIX 7-72

    "HOT START" PROBLEM


    CONDITIONS (Cont1d)
    Installation and connection of the magnetic switch can be 10. Run a functional/electric check to assure system
    accomplished as follows : operation .

    1 . Drill two holes in the oil dipstick tube bracket . Use In field situations where it is impractical to install a mag-
    holes in the magnetic switch mount as a template for netic switch, use of reflective paint to reduce heat ab-
    hole location. Removal of bracket will facilitate drilling. sorption is an alternative . Remove dirt from the starter
    (See Figure A7-12-4 .) motor and solenoid . With the starter motor installed on
    the engine, apply reflective paint - Krylon No. 1402 High
    2. Mount the magnetic switch to the dipstick (tube) Temperature (1,200°F) Aluminum Paint, or equivalent-
    bracket using locking fasteners . to all accessible surface areas of the starter motor and
    solenoid . This is a temporary measure since any accu-
    3. Unwrap harness tape, from engine harness wire bun- mulation of dirt will reduce its effectiveness .
    dle (approximately one foot) in area adjacent to mag-
    netic switch .
    Reference :Chevrolet Dealer Service Technical Bulle-
    4. Locate the No. 12 AWG wire with purple insulation. tin No. 80-T-27 (March, 1980)
    This wire connects the neutral start switch to the
    starter motor solenoid "S" terminal . G- and P-Series Models Produced Prior to March 15,
    1980 - Approx.
    5. Cut the wire at a point which will allow connection of
    the severed ends to the magnetic switch. On some 1979-80 vehicles, the starter motor may not
    engage after the engine has been turned off and allowed
    6. Identify the cut end of the wire which connects to the to "hot soak" for a short period of time (10-15 minutes) .
    "S" terminal of the starter motor solenoid. Terminate This condition can result from increased starter solenoid
    this wire with an appropriate lug for connection to one resistance when the solenoid temperature increases . In-
    of the "large" studs on the magnetic switch. creased resistance causes reduced current flow to a point
    where the solenoid may not "pull-in." The symptoms are
    7. Terminate the other end of the cut wire with an ap- "no clicking noise" and no cranking when the ignition key
    propriate lug for connection to one of the "small" is turned to the start position .
    studs on the magnetic switch.
    If normal diagnosis of battery or wiring does not disclose
    8. Disconnect all of the wires from the "B+" junction any out-of-line conditions, the problem may be caused by
    block and attach them to the remaining "large" stud the solenoid return spring . This problem can be corrected
    on the magnetic switch . by installing a new shorter return spring, GM Part No.
    1978281 or equivalent. Or, install a new high-heat re
    9. Connect the remaining "small" stud on the magnetic sistant solenoid, GM Part No., 1114458 (brown color) or
    switch to a secure chassis ground . equivalent, which incorporates the shorter return spring .

    WIRE TO NEUTRAL 12 GA. (PURPLE) SEVERED ENDS OF SAME


    START SWITCH WIRE, TERMINATED AND
    12 GA.(PURPLE) ATTACHED TO SWITCH
    WIRE ADDED AND CONNECTED WIRE TO STARTER MOTOR
    TO CHASSIS GROUND "S" TERMINAL
    12 GA. (BLACK)

    OIL FILLER
    12 GA.(RED) TUBE SUPPORT
    10 GA.(RED)
    12 GA.(RED)
    10 GA.(RED)
    THESE FOUR WIRES
    REMOVED FROM "B+"
    JUNCTION BLOCK &
    RECONNECTED TO SWITCH
    STUD AS SHOWN

    Figure A7-12-4 - Magnetic Switch Mounting and Connection

    7-82
    APPENDIX 7- 13

    STARTER MOTOR ENGAGEMENT


    AFTER INITIAL START-UP
    The following information has been extracted from a This change was incorporated into production vehicles
    Chevrolet Dealer Service Technical Bulletin concerning after 1984.
    the starter motor relay for 7.4L engines . Problem condi-
    tions and corrective procedures are described . NOTE : A square box electrical relay (GM Part No.
    356284) was used in production starting Oc-
    Reference : Chevrolet Dealer Service Technical Bulle- tober 28, 1982 with the first serial number of
    tin No. 84-41 (December, 1983) 302886. This relay was used until March 3,
    1984. Beginning with serial number 328810,
    1983-84 Motor Home Chassis production was switched back to a magnetic
    switch (GM Part No. 1115616). Both switch
    The starter motor on some motor home vehicles may re- types are mounted in the same general loca-
    engage after the engine has been started. This may result tion. If a problem arises with electrical relay
    from the starter motor relay being energized after the initial GM Part No . 356284, it should be replaced with
    start-up . Starter damage could result if this should either magnetic switch GM Part No. 1115616 or
    happen. No. 001486 (interchangeable GM Part Nos.).
    Other 4-post, non-GM switches may be elec-
    To correct the situation, replace the starter relay with a trically and functionally similar.
    magnetic switch . (See Figure A7-13-1 .) Remove the relay
    connector on the existing engine harness and reterminafe
    the wires with the appropriate size ring terminals .

    12 G_ A'PURPLE

    ~~ 5/16-24 UNF
    THREAD
    GM PART NO. 1114537 10 GA PPL
    MAGNETIC SWITCH
    SPACER
    12 GA BLACK
    OIL FILLER
    8-32 UNC UBE SUPPORT
    THREAD

    18 GA BLACK

    10 GA RED

    Figure A7-13-1- Starter Motor Relay Connections


    APPENDIX 7.14

    GENERATOR BELT USAGE ON


    6.21. DIESEL ENGINES
    The following information has been extracted from a of substitute belts (with the same dimensions but not con-
    Chevrolet Dealer Service Technical Bulletin concerning struction) will not give the same performance and may
    generator belt usage for 6 .21- engines . wear prematurely, even while operating at the prescribed
    belt tension .
    Reference : Chevrolet Dealer Service Technical Bulle-
    tin No. 83-103 (November, 1983)
    To obtain optimum belt life, the following belts and tension
    Belts installed during production were developed to with- settings are recommended to be used with the 6.21- diesel
    stand the characteristics of the 6.21- diesel engine. Usage engine.

    BELT TENSION
    BELT USAGE RECOMMENDED BELT NEW USED
    Generator GM Part No . 14050449 ( .380 HiRide x 48) 175 lbs. 55-100 lbs.
    A/C Belt" GM Part No . 14033869 ( .380 HiRide x 60) 175 lbs. 55-100 lbs.
    P.S. Belt GM Part No . 14050459 ( .380 HiRide x 45'/2) 175 lbs. 55-100 lbs.
    1985-Current A/C Belt GM Part No . 476406 ( .380 HiRide x 61) 175 lbs. 55-100 lbs.
    1985-Current Generator GM Part No. 15592119 ( .380 HiRide x 48) 175 lbs. 55-100 lbs.

    Motor Home does not have factory air conditioning


    I NOTE : The generator/vacuum pump belt for 1984 G- and P-Series is #14071081 . This is a cog type belt,
    49" x 3/8".

    Figure A7-14-1 - 6.2L Diesel Engine Belt Usage


    APPENDIX 7- 15

    TORSIONAL ISOLATOR
    The 6.2L torsional isolator is now available from GM Parts
    Division. The isolator is installed in place of the present
    crankshaft pulley . The isolator should be installed to cor-
    rect complaints of short belt life. New bolts and washers
    are required to install the isolator .

    GM PART NUMBER MODEL YEAR

    15592125 P With Air Conditioning 1982-85


    C, K, G With Air Conditioning 1982-84
    G With Air Conditioning 1985
    15592127 C, K, G, P Without Air_Conditioning 1982-85
    1 .5592128 C, K With Air Conditioning 1985
    Also Required : 4 - Bolts, GM Part No. 11500937
    4 - Washers, GM Part No. 9438083

    Figure A7-15 -1- Torsional Isolator Parts Identification


    APPENDIX 7" 16

    ELECTRONIC CRUISE CONTROL


    The GM/AC electronic cruise control is currently available TERMINAL D at the electronic controller with the en-
    on G-Series vehicles and is proposed as an option for gine running . Roll the vehicle slowly five or six feet in
    1988 P-Series vehicles (under option number K34). The the stall . The volt meter should jump from a zero read-
    following information is provided as an aid to the motor ing to between 7-1/2 and 8-1/4 volts. This indicates a
    home owner concerning problem conditions that may exist good vehicle speed sensor .
    and corrective procedures are described .

    The following provides corrective actions if the electronic 6. Check the servo electrically :
    cruise control will not engage: TERMINAL A to C should read - 30 to 55 Ohms
    TERMINAL E to C should read - 30 to 55 Ohms
    1 . Turn on the cruise control at the slide switch . Have an TERMINAL B to D should read - 15 to 25 Ohms
    assistant listen near the servo positioned under the
    hood of the vehicle . When the ignition is turned ON, 7. If any of the above checks did not provide the cause
    two clicks should be heard. (This means that there are of the problem and the cruise controller still does not
    12 volts being sent through the cruise control slide operate, the electronic controller box can be presumed
    switch, through the brake switch and out to the vacuum the cause of the problem and should be replaced .
    and vent solenoid valves in the servo.)

    2. Remove the large hose at the servo. Applying suction CRUISE CONTROL RESPONSE
    by mouth, check for A complete seal. The vacuum A properly adjusted cable will provide a more responsive
    valve should be sealed with the brake pedal released . "feel" as the diaphragm has less of a chance to bottom
    When the brake pedal is depressed, you should lose out allowing full engine throttle. A second benefit to a
    vacuum . Replace the hose. properly adjusted cable is the overall smoothness of re-
    sponse by removing play or slack from the cable system
    3. Start the engine and remove the small hose at the
    servo. Check to make sure there is a vacuum with the The following is recommended to provide proper cruise
    engine running . Replace the hose. control response :
    4. Turn the engine OFF and leave the ignition ON. Using 1 . Adjust the cable from the cruise control 'servo to the
    a test light or a volt meter check the following positions carburetor to obtain the least amount of slack while
    and readings at the electronic controller box : still maintaining a normal curb idle .
    TERMINAL A - 12 volts indicated when the slide
    switch is turned on. 2 . Lightly squeeze the rubber diaphragm on the servo
    TERMINAL G - 12 volts indicated when the brake control . Feel and observe cable movement as it first
    pedal is released with the slide switch on. removes any slack and then starts throttle movement.
    TERMINAL M - 12 volts indicated when the resume/
    accelerate switch is pushed . NOTE: A proper adjustment allows only slight perceptible
    TERMINAL L -12 volts indicated when the set/coast movement before the throttle begins .
    button is pushed with the slide switch on . (This step
    checks all mode switches down to the controller.) 3 . Adjustment varies by model but generally the adjust-
    ment is performed by removing the pin and moving up
    5 . To check the vehicle speed sensor, turn the ignition the adjusting holes in a stair-step series fashion .
    on and verify voltage to the pink wire at the yellow
    speed sensor connector . There should be 12 volts NOTE: ARA Cruise Control service parts can be ob-
    passing through the wire. Check to show continuity at tained at S.C.S. Frigette, 1200 W. Risinet, Fort
    the black wire to ground . Using a volt meter, touch Worth, TX 76140, phone 817-293-5313.
    APPENDIX 7-16

    ELECTRONIC CRUISE CONTROL


    (Cont'd)
    NORMALLY OPEN
    CLUTCH SWITCH BRAKE
    CRUISE MODE CONTROL
    (OPTIONAL) SWITCH ENGAGE SWITCH
    v i y
    ~-QIP'~.r~r .~r7

    ON OFF
    4-
    I RA

    3' -pr
    SC

    CONTROL
    MODULE
    CONNECTOR

    E I VAC VALVE

    IGN 1
    GND
    SPEED SIGNAL (C3)

    SPEED SIGNAL (CRUISE)


    mar-

    Figure A7-16-1 - Electronic Cruise Control Schematic 1988 & Prior


    APPENDIX 7-16

    ELECTRONIC CRUISE CONTROL


    (Cont'd)
    1989-94 ELECTRO-MOTOR CRUISE SYSTEM
    DESCRIPTION separately mounted plunger type release switch. This
    is a redundant switch. When the brake pedal is
    The Electro-Motor Cruise Control is a speed control depressed, each switch disengages the cruise control
    system which maintains a desired vehicle speed under system . The cruise function remains disengaged after
    normal driving conditions. The Electro-Motor Cruise the brake pedal is released .
    Control System has the capability to cruise, coast,
    resume speed, accelerate, tap-up, and tap-down. CRUISE CONTROL MODULE
    The cruise control module is mounted on the top of the
    The main parts of the cruise control system are the radiator support on the driver side. The cruise control
    mode control switches, cruise control module, elec- module has an electronic controller and an electric
    trical release switches, and electrical harness . motor to vary the throttle with each different cruise
    control mode. The cruise control module is not ser-
    The cruise control system uses a control module to ob- viceable in the field. DO NOT ATTEMPT TO REPAIR
    tain the desired vehicle cruise operation (figure 1). Two THE MODULE .
    important components in the module help to do this.
    One is an electronic controller and the second is an NOTE; The factory installed cruise control servo cable
    electric motor. The controller monitors vehicle speed can be ordered separate . #25075767
    and operates the electric motor. The motor moves a
    connecting strap and throttle linkage in response to
    the controller motor to maintain the desired cruise
    speed . The cruise control module contains a low
    speed limit which will prevent system engagement
    below about 25 mph . The operation of the controller is
    controlled by mode control switches located on the
    turn signal lever.

    MODEL CONTROL SWITCH


    The mode control switch controls the various
    operating modes of the cruise control system . The
    switch is located on the multi-function lever.

    VEHICLE SPEED SENSOR 1989


    The P. Motorhome Cruise Control system uses only
    the input provided by the vehicle speed sensor located
    in the back of the speedometer head to maintain
    desired speeds. This system does not use vacuum or a
    servo . Figure A7-16-2 - Cruise Control Module

    NOTE : Effective SOP 1994 The previous K34 cruise NOTE: Starting in 1991 with the overdrive transmis-
    control option will now be standard equipment sion, the switch mounted near the top of the
    from the factory. brake pedal bracket controls the Torque Con
    vertor Clutch (TCC) in the 4L80EHD Transmis-
    ELECTRIC BRAKE RELEASE SWITCH sion .
    The brake pedal has two switches when a vehicle is Additional information see bulletin #90-368-8C
    equipped with cruise control . The combination stop Page4 or Bulletin 91-137-9 Page 1
    light/cruise control switch is used in series with a
    APPENDIX 7-16

    ELECTRONIC CRUISE CONTROL


    (Cont'd) -
    CHART A
    IGNITION OFF

    DISCONNECT CONNECTOR C4A FROM


    CRUISE MODULE .

    IGNITION "ON"

    MEASURE VOLTAGE AT TERMINAL F OF


    C4A TO A GOOD GROUND .

    IGNITION "OFF"

    WITH OHMMETER MEASURE RESIST- CHECK GAGES FUSE AND


    ANCE OF BLK/WHT WIRE (450) FROM SPEEDO FUSE .
    TERMINAL E OF C4A TO ENGINE BLOCK CHECK PNK WIRES (39A, 39B) AND
    GROUND STUD . PINK/BLK WIRES (39A, 39C) FOR OPEN .

    LESS THAN 1 OHM GREATER THAN 1 OHM

    MEASURE VOLTAGE AT TERMINALS A, CHECK ENGINE BLOCK GROUND STUD FOR A


    B, C, D OF C4A TO GROUND WITH CLEAN AND TIGHT CONNECTION . CHECK CON-
    CRUISE LEVER SWITCH OFF AND IGNI- DITION OF BLK/WHT WIRE (450) FROM TERMI-
    TION ON . NAL E OF C4A TO ENGINE BLOCK GROUND STUD .

    0 VOLTS AT ALL TERMINALS 12 VOLTS AT ONE OR MORE TERMINALS

    MEASURE VOLTAGE AT TERMINALS B " DISCONNECT CONNECTOR C3A. MEASURE


    AND C OF C4A TO GROUND WITH VOLTAGE AGAIN AT TERMINALS A, B, C, AND D
    CRUISE AND IGNITION SWITCHES ON . OF CONNECTOR C4A.
    " IF ALL TERMINALS READ ZERO VOLTS, RE-
    PLACE CRUISE CONTROL LEVER.
    " IF ONE OR MORE TERMINALS READ 12 VOLTS,
    PROBLEM IS IN WIRING HARNESS.

    REPLACE CRUISE CONTROL LEVER

    Figure A7-16-3 - Diagnosis of the Cruise Control System - Chart A


    7-89
    APPENDIX 7-16

    ELECTRONIC CRUISE CONTROL


    (Cont1d)

    CHART B
    FROM CHART A ,

    MEASURE VOLTAGE AT TERMINALS A AND D OF C4A TO


    GROUND WITH, CRUISE LEVER SWITCH AND IGNITION SWITCH ON .

    0 VOLTS AT A AND D 0 VOLTS ONLY AT D 0 VOLTS ONLY AT A

    " CHECK FOR 12 VOLTS AT TERMINAL " CHECK FOR OPEN OR MISADJUSTED CHECK FOR AN OPEN
    A OF FEMALE HALF OF CONNECTOR BRAKE SWITCHES . IN GRA WIRE (397A) .
    C3A. IF ZERO VOLTS, CHECK FOR " CHECK FOR OPEN IN BRAKE/CLUTCH
    OPEN IN PNK WIRE (39C). SWITCH WIRING FROM SPLICE S2AA
    " CHECK CONTINUITY BETWEEN TER- TO TERMINAL D OF C4A .
    MINALS A AND B OF MALE HALF OF
    C3A WITH CRUISE SWITCH ON . IF
    OPEN, REPLACE CRUISE CONTROL
    LEVER.
    " CHECK FOR OPEN IN GRA WIRE
    j397B) .

    12 VOLTS AT A AND D

    CRUISE SWITCH ON AND "SET" PUSH


    f B U TTON DEPRESSED.

    MEASURE VOLTAGE AT TERMINAL B OF


    C4A TO GROUND .

    12 VOLTS 0 VOLTS

    MEASURE VOLTAGE AT TERMINAL C OF " DISCONNECT CONNECTOR C3A AND


    C4ATO GROUND WITH CRUISE SWITCH CHECK CONTINUITY BETWEEN TER-
    IN R/A POSITION . MINALS B AND D OF MALE HALF
    WITH "SET" PUSH BUTTON DE-
    PRESSED. IF OPEN, REPLACE CRUISE
    0 VOLTS CONTROL LEVER .
    " CHECK FOR OPEN IN DK BLU WIRE
    (84) .
    " PUT VOLTMETER ON DC VOLTAGE
    SCALE.
    " DISCONNECT C3A AND CHECK CON-
    " CONNECT VOLTMETER ACROSS PINS TINUTIY BETWEEN TERMINALS A
    F AND K OF CONNECTOR C4A. AND, C OF MALE HALF WITH WITH
    " IGNITION ON, RAISE VEHICLE, PUT CRUISE SWITCH IN R/A POSITION . IF
    TRANSMISSION IN NEUTRAL. OPEN, REPLACE CRUISE CONTROL
    " SPIN DRIVE WHEELS BY HAND . LEVER.
    " CHECK FOR OPEN IN DK GRN WIRE
    (83) .

    Figure A7-16-4 - Diagnosis of the Cruise Control System - Chart B


    7-90
    APPENDIX 7-16

    ELECTRONIC CRUISE CONTROL


    (Cont'd)
    CHART C
    FROM CHART B

    VOLTAGE VARYING BETWEEN


    0' VOLTS 12 VOLTS
    ZERO AND 12 VOLTS .
    _ [
    y--
    RECONNECT CRUISE MODULE CHECK FOR OPEN ON BRN/WHT CHECK FOR SHORT TO GROUND
    CONNECTOR C4A . WIRE (437 AND 437A) . ON BRN/WHT WIRES (437, 437A)

    " START ENGINE NO OPENS OR SHORTS IN WIRE .


    " MOVE CRUISE SWITCH TO ''OFF"
    " MOVE CRUISE SWITCH TO "ON' AND THEN WAIT
    AT LEAST 3 SECONDS BEFORE DOING NEXT STEP. REPLACE VEHICLE SPEED SENSOR .
    " FULLY DEPRESS AND HOLD BRAKE PEDAL .
    " PUSH CRUISE "SET" PUSH BUTTON IN AND HOLD .
    " HOLD CRUISE SLIDER SWITCH IN "R/ A" POSITION .
    " AFTER 10 SECONDS, RELEASE BRAKE PEDAL
    AND LISTEN FOR MOMENTARY ENGINE RPM
    INCREASE .

    ENGINE RPM INCREASE . NO ENGINE RPM INCREASE .

    " PROBLEM IS INTERMITTENT . " CHECK THAT CRUISE MODULE LINKAGE IS


    " CHECK CONNECTORS AND WIRE TERMINALS CONNECTED AND OPERATING FREELY .
    FOR CONTAMINANTS (OIL, GREASE, DIRT) " CHECK LINKAGE ADJUSTMENT .
    AND FOR PROPER CONTACT . " CHECK TERMINALS IN CONNECTORS
    " ALSO CHECK GROUND TERMINALS C3A, C4A, C5A FOR CONTAMINANTS
    FOR CONTAMINANTS AND CONTACT . (OIL, GREASE, DIRT) AND FOR
    PROPER CONTACT . IF OK, REPLACE
    CRUISE CONTROL MODULE .

    Figure A7-16-5 - Diagnosis of the Cruise Control System - Chart C

    Additional information and diagnostics can be found in


    the C-K Pickup Shop Manual for the EMCS cruise control .
    SECTION 7F - ENGINE EMISSION CONTROLS

    ENGINE EMISSION CONTROLS


    VEHICLE EMISSION CONTROL
    INFORMATION LABEL
    The Vehicle Emission Control Information Label (Figure
    7-56) is located in the engine compartment (fan shroud,
    radiator support, hood underside, air cleaner, etc .) of
    every vehicle produced by General Motors Corporation .
    The label contains important emission specifications and
    setting procedures, as well as a vacuum hose schematic
    with emission components identified.

    When servicing the engine or emission system, the Ve- CRANKCASE


    hicle Emission Control Information Label should be BLOW-BY
    checked for up-to-date information . bF = FILTERED GASES
    AIR
    EMISSION CONTROLS -- 00 B = BLOW-BY
    SYSTEMS AND COMPONENTS GASES
    7*F+B
    GENERAL DESCRIPTION COMBUSTIBLE MIXTURE
    POSITIVE CRANKCASE VENTILATION
    (PCV) SYSTEM - GASOLINE ENGINE Figure 7-57 - PCV System - Gasoline Engine
    Because small amounts of combustion gases seep past -Typical
    the piston rings, all engines have a closed Positive Crank-
    case Ventilation System to provide more complete scav-
    enging of crankcase vapors (Figure 7-57) .

    LABEL CODE
    ENGINE SIZE
    EXHAUST EMISSION FAMILY
    EVAPORATIVE EMISSION FAMILY
    ADJUSTMENT ENGINE ADJUSTMENT
    PROCEDURE SPECIFICATIONS

    ZFT
    "NGYO7MWN7
    I IMPORTANT ENGINE IN
    GENERAL MOTORS " ' .NBATION
    ..MATRON
    A.I.R./E.G.R. AUTOMATIC
    TIMING ( "BTC ® RPM) A " ® 700
    SET PARKING BRAKE AND BLOCK DRIVE WHEELS.
    IDLE SPEED SCREW (RPM) 700
    MAKE ADJUSTMENTS WITH ENGINE AT NORMAL OPERATING TEMPERATURE, CHOKE FULL OPEN, AIR FAST IDLE SPEED SCREW (RPM) 1900
    CLEANER INSTALLED AND AIR CONDITIONING OFF . PUT TRANSMISSION IN PARK OR NEUTRAL FOR ALL
    SETTINGS . SPARK PLUG GAP (IN .) O.0A5
    VALVE LASH HYD .
    1. DISTRIBUTOR: DISCONNECT AND PLUG VACUUM HOSE AT DISTRIBUTOR . SET IGNITION TIMING
    AT SPECIFIED ENGINE SPEED . UNPLUG AND RECONNECT VACUUM HOSE TO DISTRIBUTOR.
    2. IDLE SPEEDSCREW : ADJUST IDLE SPEED SCREW TO SPECIFIED SPEED. IDLE MIXTURE SCREWS ARE PRESET AND
    T FACTORY. PROVISION FOR ADJUSTMENT
    S. FAST IDLE SPEED SCREW: DISCONNECT AND PLUG VACUUM HOSE AT EGR VALVE, CANISTER
    PURGE HOSE AND CANISTER PURGE SIGNAL HOSE AT CANISTER . ADJUST FAST IDLE SPEED SCREW WRING TUNE-UP IS HQj PROVIDED. SEF SERVICE
    MANUAL. MAINTENANCE-SCHFDULE AND EMISSION
    TO SPECIFIED SPEED WITH LIVER ON HIGH STEP OF CAM. UNPLUG AND RECONNECT HOSES TO EGR HOSE ROUTING DIAGRAM FOR ADDITIONAL
    VALVE AND CANISTER .
    INFORMATION .
    FUEL REQUIREMENTS - USE 89 OCTANE OR HIGHER .

    THIS ENGINE CONFOINS TO U.S. EPA REGULATIONS APPLICABLE TO 1987 MODEL YEAR NEW HEAW DUTY ENGINES . THIS
    [ONE IS CERTIFIED FOR USE IN ALL HEAVY-DUTY VEHICLES.

    EMISSION COMPONENT
    AND VACUUM HOSE SCHEMATIC

    Figure 7-56 - Vehicle Emission Control Information Label


    7-92
    SECTION 7F ENGINE EMISSION CONTROLS
    Ventilation air is drawn through a separate filter from the Fresh air enters the engine through the combination filter,
    "dirty air" side of the air cleaner, through a hose down check valve and oil fill cap. The fresh air mixes with blow-
    into the crankcase, up through the ventilator valve, by gases and enters the right cover. The gases pass
    through another hose and into the intake manifold . The through a filter on the valve cover and are drawn into the
    intake manifold vacuum draws any fumes from the crank- connecting tubing .
    case to be burned in the engine .
    The intake manifold vacuum acts against a spring-loaded
    Periodically check for oil deposits in the air cleaner . The diaphragm to control the flow of crankcase gases.
    system has been designed as a closed system. If there
    are oil deposits on the air cleaner element or a puddle of Higher intake vacuum levels pull the diaphragm closer to
    oil found at the bottom of the air cleaner base, check the the top of the outlet tube. This reduces the amount of
    entire system for oil leaks . A leak in the system will allow gases being drawn from the crankcase and decreases the
    reverse air flow from pulldown with the carburetor air flow vacuum level in the crankcase. As the intake vacuum
    drawing oil fumes out of the right-hand rocker cover into decreases, the spring pushes the diaphragm away from
    the air cleaner . Potential leak points include an incorrect the top of the outlet tube, allowing more gases to flow to
    oil fill cap, a leak at the dipstick or rocker cover. (See the intake manifold .
    Figure 7-58.)
    EARLY FUEL EVAPORATION (EFE) SYSTEM
    - GASOLINE ENGINE
    The EFE system is used to provide a source of rapid heat
    to the engine induction system during cold driveaway.
    Rapid heating is desirable because it provides for quick
    fuel evaporation and more uniform fuel distribution to aid
    cold drivability . It also reduces the length of time car-
    buretor choking is required, making reductions in exhaust
    emission levels possible.

    EFE systems may use a valve which increases the ex-


    haust gas flow under the intake manifold during cold en-
    gine operation . The valve is vacuum-operated and is
    controlled by a thermal vacuum switch (TVS) which ap-
    plies vacuum when the coolant temperature is below the
    calibration valve.

    THERMOSTATIC AIR CLEANER


    (THERMAC) -GASOLINE ENGINE
    The Thermostatic Air Cleaner (THERMAC), shown in
    Figure 7-59, uses a damper door in the air cleaner inlet,
    controlled by a vacuum diaphragm motor to mix preheated
    and nonpreheated air entering the air cleaner to maintain
    a controlled air temperature into the carburetor. The vac-
    uum motor is modulated by a temperature sensor in the
    air cleaner. The preheating of the air cleaner inlet air
    Figure 7-58 - Dipstick and Tube Assembly Potential allows leaner carburetor and choke calibrations resulting
    Leak Points in lower emission levels, while maintaining good
    drivability .

    The preheated air is obtained by drawing inlet air through


    CRANKCASE VENTILATION - a stove attached to the exhaust manifold .
    DIESEL ENGINE
    A Crankcase Depression Regulator Valve is used to reg- On vehicles which have been converted to burn LPG- or
    ulate (meter) the flow of crankcase gases back into the CNG-type fuel, by the motor home body manufacturer,
    engine . The Crankcase Depression Regulator Valve the GM air cleaner and Thermac system may have been
    (CDRV) is designed to limit vacuum in the crankcase as removed . This can result in a cold engine stumble es-
    the gases are drawn from the valve cover through the pecially atcold temperatures, when operating on gasoline
    CDRV and into the intake manifold (air crossover) . as opposed to LPG- or CNG-type fuels .
    SECTION 7F - ENGINE EMISSION CONTROLS

    THERMAC AIR CLEANER ASSEMBLY

    VACUUM HOSE TO INTAKE


    MANIFOLD TEE

    Figure 7-59 - Thermac Air Cleaner - Typical

    EVAPORATIVE EMISSION
    CONTROL SYSTEM (EELS)
    GENERAL DESCRIPTION
    The Vehicle Evaporative Emission Control Information la-
    bel (Figure 7-60) contains the government regulations for
    zzc V®IKAE EVAPORATIVE MSSNNI COMM INFORMATION the evaporative emission control system, vapor storage
    GENERAL MOTORS EORPORATION
    requirements and fuel tank capacity for the evaporative
    system .
    EVAPORATIVE EMISSION FAMILY NoM080.00EAl

    MAXIMUM CERTIFIED FUEL TANK CAPACITY 00 GALLONS


    FOR EVAPORATIVE SYSTEM (NOMINAL)

    VAPOR STORAGE TWO CANISTERS


    PLUS AIR CLEANER
    The Evaporative Emission Control System (EECS) shown
    =O11S CORMTDO N" OETIENIED THAT THIS V61NE CarGRAS TGG. . 1P. 114119-T=5
    NEW OA50M-ERR HEAVY-OIITT VENC16 WIBI LOAVES®VNTN A
    Y1lKYlE TO 1W 11006 YEARUK
    in Figure 7-61 limits the amount of fuel vapor into the
    110NEEM RR TASK CAPACITY To UM 60 GAl1ONS.

    ASOIN WIS1101 TO ADD RAN, TAR WACITT YTOID THE AMVA MA%OEW MUST RESENT A 1110TIN1
    atmosphere. The system traps fuel vapor from the fuel
    STATB101T 10 THE VA ARIIR1UTOR THAT THE NSOMCAROO STORAGE STAR 11At 1N1 UPGRADED
    ACCORID To TIN RaADrNns a Io Cn 11187-190 tank and carburetor float bowl into a fuel vapor canister .
    *FT. 110. 100"50
    The fuel tank has a non-vented fuel cap and a single vent
    pipe to the canister. The canister absorbs and stores the
    fuel vapor in a carbon element until it can be removed
    and burned during the normal combustion process . When
    the engine is running, a thermostatic vacuum switch de-
    termines when the fuel vapor is purged into the intake air
    flow.

    Figure 7-60 - Vehicle Evaporative Emission


    Control Information Label
    SECTION 7F - ENGINE EMISSION CONTROLS

    ACTIVATED
    CARBON
    ELEMENT
    TO TCC ON A/T,
    TO EGR ON M/T

    CARBURETOR
    CANISTER ASSEMBLY
    PURGE VALVE ASM. -
    CONTROL VALVE BOWL VENT

    VAPOR
    RESTRICTION I

    Figure 7-61- Evaporative Emission Control System (EECS)

    The Evaporative Emission Control System uses the fol- The thermal bowl vent valve (TBVV) is located in the
    lowing control valves : section of hose that connects the carburetor bowl vent
    fitting to the canister control valve.
    e Purge control valve mounted on the canister .
    The TBVV will close and prevent vapor movement at 32°C
    e Vapor vent valve mounted on the canister. (90°F) and below. The TBVV will open at 49°C (120°F) to
    permit vapor flow to the canister control valve .
    e A thermal bowl vent valve (some applications) .

    e A thermostatic vacuum switch (TVS) installed in the


    intake manifold to sense engine coolant temperature . FUEL VAPOR CANISTER - PRIMARY
    The basic large-size, two-chamber, closed bottom primary
    When the engine is shut off, manifold vacuum is lost at fuel vapor canister is shown in Figure 7-62. This canister
    the vapor vent valve . The spring-loaded valve in the vapor is used on all systems .
    vent valve now connects the carburetor bowl vent to the
    canister. Carburetor float chamber vapors now pass into Gasoline vapors from the fuel tank flow into the tube la-
    the canister for storage . When the engine is restarted, beled "FUEL TANK," and vapors from the carburetor float
    manifold vacuum draws the vapor vent controlling valve bowl flow into the tube labeled "CARB BOWL," and are
    against spring pressure, closing off the bowl vent . Ported absorbed by the carbon. The canister is purged when the
    vacuum from the carburetor is connected to the TVS . engine is running above idle speed . The closed bottom
    When the TVS opens, ported vacuum opens the purge design keeps water from entering the bottom of the can-
    control valve . When the valve opens, manifold vacuum ister, freezing, and restricting purge air flow. During purge,
    draws vapors from the canister into the intake manifold. air is drawn from the clean side of the air cleaner, to the
    SECTION 7F ENGINE EM ISSION CONTROLS

    v
    0 LARGE SIZE TWO
    D CHAMBER CLOSED'
    BOTTOM CANISTER
    VAPOR VENT CONTROL
    VALVE
    D PURGE CONTROL VALVE
    CLEAN AIR TUBE "AIR
    CLNR"

    skk
    inuuinuwuw v. wmnnun VAPOR FROM FUEL TANK
    VAPOR FROM BOWL VENT

    !R01R TO MANIFOLD VACUUM


    SIGNAL
    _ .W
    y.l .y.. v 51
    ~~ niuu III _ TO PORTED VACUUM
    VAPOR TO PURGE LINE
    FILTER
    CARBON
    V `` V BOTTOM COVER
    10 DUST CAP
    ttuun vuuuuta viuum. "aonnm wm
    r AIR FLOW

    Figure 7-62 - Fuel Vapor Canister -- Primary

    tube on the canister labeled "AIR CLNR," through the FUEL VAPOR CANISTER - AUXILIARY
    carbon and into the intake manifold to be burned. Some An Auxiliary Fuel Vapor Canister shown in Figure 7-63 is
    closed bottom canisters draw purge air directly from the added to a primary closed bottom canister to increase
    atmosphere . capacity when a dual (auxiliary) fuel tank is used. On the
    bottom is a hose which connects to the primary canister's
    purge air inlet . On top is a purge air inlet. Vapor over-
    Canister Purge Control Valve flowing from the primary canister is stored in the auxiliary
    The canister purge control valve shown in Figure 7-62 is canister. During purge, vapor flows through the auxiliary
    a spring-biased diaphragm valve, normally closed, which canister, the primary canister and into the intake manifold
    allows or prevents purging of the canister . When the en- for burning during combustion.
    gine is off or idling, the spring holds the valve closed
    preventing canister purge. When the engine is off idle, AUXILIARY DUST CAP
    however, timed manifold vacuum pulls the diaphragm up- CANISTER
    ward and opens the valve allowing the canister to be AIR FLOW
    purged . ] DURING PURGE
    *.1404000,

    Vapor Vent Control Valve


    The vapor vent control valve shown in Figure 7-62 pre- FILTERS
    vents venting of the carburetor float bowl during engine
    operation . A spring-biased diaphragm valve, normally CARBON
    open, allows (or prevents) fuel vapors from the float bowl
    to enter the canister. When the engine is off, spring tension
    holds the valve open, allowing normal venting .
    *,VAPORS FROM
    PRIMARY CANISTER
    When the engine is turned on, however, manifold vacuum
    pulls the diaphragm up to the valve . Figure 7-63 - Fuel Vapor Canister - Auxiliary
    7-96
    SECTION 7F ENGINE EMISSION CONTROLS

    MAINTENANCE AND INSPECTION


    POSITIVE CRANKCASE VENTILATION (PCV)
    - GASOLINE ENGINE
    An engine which is operated without any crankcase ven-
    tilation can be damaged seriously . Therefore, it is impor-
    tant to replace the PCV valve (GM Part No. 6487779 ; AC
    CV774C or equivalent - 5.71- and Mark IV engines) at
    the recommended intervals.

    If an engine is idling too slowly or roughly, this may be


    caused by a clogged ventilator valve or plugged hose;
    therefore, never adjust the carburetor idle without first
    checking the PCV valve and hose.

    With this system any blow by in excess of the system


    capacity (from a badly worn engine, sustained heavy load;
    Figure 7-64 - PCV Valve
    etc.) is exhausted into the air cleaner and is drawn into
    the engine.

    Proper operation of the PCV System is dependent on a


    sealed engine. If oil sludging or dilution is noted, and the Checking EFE System
    PCV System is functioning properly, check engine for pos- 1 . With the engine cold, position the transmission in neu-
    sible cause and correct to ensure that the system will tral or park and apply parking brake.
    function as intended.
    2. Start the engine and observe movement of the actuator
    rod and exhaust heat valve. Valve should move to its
    Checking the PCV System closed position.
    1 . Remove PCV valve from intake manifold or rocker arm
    shaft cover. 3. If the valve does not close, disconnect the hose at the
    actuator and check for vacuum .
    2. Run the engine at idle.
    " If there is vacuum, replace the actuator .
    3. Place your thumb over end of valve to check for
    vacuum . If there is no vacuum at valve, check for " If . there is no vacuum, disconnect the hose at the
    plugged hoses or valve . Replace plugged and/or de- TVS to vacuum source .
    teriorated hoses.
    " If there is vacuum at the hose, replace the TVS.
    4. Shut off engine and remove PCV valve . Shake valve
    and listen for the rattle of check needle inside the valve. " If there is no vacuum, check for deteriorated hose
    If valve does not rattle, replace valve (Figure 7-64). and vacuum source to determine the lack of vacuum .
    Remove PCV valve from rubber hose and look up the
    end of the hose using a flashlight. If the hose appears 4. When the coolant reaches 180°F, the exhaust heat
    coated "oil wet," replace the PCV valve . valve should move to its open position .

    5. After installing a new PCV valve, readjust engine idle 5. If the valve does not move, disconnect the hose at the
    if necessary . actuator and check for vacuum .

    " If there is vacuum, replace the TVS .


    EARLY FUEL EVAPORATION (EFE)
    Inspection " If there is no vacuum, replace the actuator .
    " Visually inspect the exhaust heat valve (Figure 7-65)
    for damage or binding linkage.

    " Check that the linkage is connected and the vacuum AIR INJECTION REACTOR (A.I .R.) SYSTEM
    hoses are properly routed and connected. - GASOLINE ENGINE
    The Air Injection Reactor (A.I.R.) System (Figure 7-66)
    " Move exhaust heat valve by hand. If binding or stuck, consists of: an air injection pump (with necessary brackets
    free it with manifold heat valve lubricant, GM Part No. and drive attachments), an air diverter valve, a check
    10504022 or equivalent . If the valve cannot be freed, valve, and an air pipe assembly for each exhaust manifold,
    replace the valve . and connection hoses .
    7-97
    SECTION 7F - ENGINE EMISSION CONTROLS

    Figure 7-65 - Exhaust Heat Valve - EFE System

    Inspection To determine if excessive noise is the fault of the system,


    Accelerate the engine to approximately 1,500 RPM and operate the engine with the pump drive belt removed . If
    observe air flow from the hose(s) . If the air flow increases excessive noise does not exist with the belt removed,
    as the engine is accelerated, the pump is operating sat- proceed as follows :
    isfactorily . If the air flow does not increase or is not pres-
    ent, proceed as follows : 2. Check for a seized air injection pump. Do not oil the
    pump.
    1 . Check for proper drive belt tension . The A.I.R. system
    is not completely noiseless . Under normal conditions, 3. Check hoses, . pipes and all connections for leaks and
    noise rises in pitch as engine speed increases . proper routing .

    NORMAL FLOW SHOWN BY BLACK


    ARROWS: BYPASS CONDITIONS
    SHOWN BY CROSSHATCHED TUBE ASSEMBLY
    ARROWS.

    HIGH SPEED
    BYPASS
    ." IIUv .
    AIR PUMP
    ,.W EXHAUST PORT
    DECELERATION
    BYPASS DIVERTER
    VALVE
    MANIFOLD VACUUM
    SOURCE

    Figure 7-66 - Air System - Typical


    7-98
    SECTION 7F - ENGINE EMISSION CONTROLS
    4. Check diverter valve attaching screws for tightness . 5. Start the engine . Watch the damper door in the air
    cleaner snorkel . When the engine. is first started, the
    5 . Check injection pump for proper mounting and bolt damper door should close . As the air cleaner warms
    torque . up, the damper door should open slowly.

    6 . Repair irregularities in these components as 6. If the damper door does not close when the engine is
    necessary. started, remove the air cleaner .

    7. If no irregularities exist and the air injection pump noise 7. Apply at least 7 in. of vacuum to the vacuum diaphragm
    is still excessive, remove and replace the pump. motor through the hose disconnected at the temper-
    ature sensor. The damper door should completely
    block off the snorkel passage when vacuum is applied .
    Air Pump Drive Belt Adjustment and If not, check to see if the linkage is hooked up correctly .
    Replacement
    8. With the vacuum still applied, trap vacuum in the
    1 . Inspect drive belt for wear, cracks and deterioration .
    vacuum diaphragm motor by bending the hose. The
    damper door should remain closed ; if not, replace
    2. Loosen the alternator adjustment bolt.
    the vacuum diaphragm motor assembly. (Failure of
    the vacuum diaphragm motor assembly is more
    3. Replace the belt if required . likely to be caused by binding linkage or a corroded
    snorkel than by a failed diaphragm . This should be
    4. Move the alternator or pump until the drive belt is at checked first, before replacing the diaphragm .)
    the proper tension, then retighten bolts . See Appendix
    A- Drive Belts and Tension Specifications at the back 9 . Reinstall the air cleaner. As the engine warms up, the
    of this manual for specifications . damper door should start to allow outside air and
    heated air to enter the carburetor.
    5. Check the belt tension using a belt tension gage.
    10 . If the air cleaner fails to operate as described above
    or if the correct operation of the air cleaner is still in
    CHECK VALVE INSPECTION doubt, perform a thermometer check of sensor.
    1 . The check valve should be inspected whenever the
    hose is disconnected from the check valve or when-
    ever check valve failure is suspected. (A pump that Thermometer Check of Sensor
    had become inoperative and had shown indications of 1 . Start the test with the air cleaner temperature below
    containing exhaust gases in the pump would indicate 80°F . If the engine has been run recently, remove the
    check valve failure .) air cleaner and place the thermometer as close as
    possible to the sensor . Let the air cleaner cool until
    2. Blow through the check valve (toward the cylinder the thermometer reads below 79°F, about 5 to 10 min-
    head) then attempt to suck back through check valve. utes. Reinstall the air cleaner on the engine and con-
    Flow should only be in one direction (toward the ex- tinue to Step 2 below .
    haust manifold) . Replace valve which does not function
    in this manner. 2. Start and idle engine. The damper door should move
    to close the snorkel passage immediately if the engine
    is cool enough . When the damper door starts to open
    THERMOSTATIC AIR CLEANER the snorkel passage (in a few minutes), remove the air
    cleaner cover and read the thermometer . It must read
    Checking Thermac Air Cleaner between 100°F and 130°F.
    1 . Inspect the system to be sure all hoses and tubes are
    connected . Check for kinked, plugged or deteriorated 3. If the damper door does not start to open up the snorkel
    hoses . passage at the temperature indicated, the temperature
    sensor is malfunctioning and must be replaced.
    2. If the engine is warm or above 80°F, remove the air
    cleaner, Allow it to cool to room temperature, below
    80°F. Place a cool wet rag on the temperature sensor Air Cleaner Element and PCV Filter
    to aid in cooling . Replacement
    3. Install the cooled air cleaner with cold air intake dis- PAPER ELEMENT -
    connected from snorkel (if equipped) . 1 . Remove the air cleaner cover.

    4. Observe the damper door before starting the engine . 2. Remove the air cleaner element and PCV filter.
    It should be in the open snorkel position (hot air duct
    covered .) 3. Install anew element and PCV filter in the air cleaner .
    7- 99
    SECTION 7F - ENGINE EMISSION CONTROLS
    4. Reinstall the air cleaner cover. Do not overtighten NOTE: Never use a hot degreaser or any solvent con-
    wing nut . taining acetone or similar solvent ; also, never
    shake, swing or wring the element to remove ex-
    POLYWRAP ELEMENT (P-SERIES) - cess solvent as this may tear the polyurethane
    material . Instead, "squeeze" the excess solvent
    1 . Remove the air cleaner cover .
    from the element. Squeezing will avoid damaging
    2. Remove the element. the element material.

    3. Remove the polywrap band from the paper element 7. Dip the band into light engine oil and squeeze out the
    and discard the element (Figure 7-67) . excess oil .

    4. Clean the bottom section of the air cleaner and in- 8. Install the band around the outer surface of the new
    spect the cover seal for tears or cracks . Replace the paper element.
    seal if damaged .
    9. Install the element in the bottom section of the air
    5. Inspect the band for tears and replace if damaged . cleaner with either end up.

    6. If the band is serviceable, wash it in kerosene or 10. Install the air cleaner cover. Do not over-torque the
    mineral spirits and squeeze out the excess solvent . wing nut(s) .

    NOTE : Some models and years do not use the Polywrap Air Cleaner System . Some models and years are
    equipped with a molded charcoal evaporative filter that is permanently attached to the air cleaner base.
    DO NOT ATTEMPT TO REMOVE OR SERVICE THIS FILTER. The function of this filter is to collect
    fuel vapors on engine shutdown. This filter "self-purges" as the engine is running . (See Figure 7-61).

    NOTE: POLYURETHANE
    BAND MUST WRAP
    OVER BOTH END WING NUT
    SEALS OF PAPER TORQUE AT 20 IN. LBS.
    ELEMENT AS
    SHOWN

    AIR CLEANER
    ELEMENT
    (PAPER FILTER
    PORTION)
    POLYWRAP AIR PAPER FILTER PORTION
    CLEANER ELEMENT OF POLYWRAP AIR
    (BAND SHOWN) CLEANER ELEMENT
    NOTE: POLYURETHANE BAND POLYWRAP
    MUST COMPLETELY AIR CLEANER
    COVER THE OUTER ELEMENT
    SCREEN SURFACE OF (BAND SHOWN)
    PAPER ELEMENT AS
    n SHOWN .
    MOLDED
    CHARCOAL
    EVAPORATIVE
    FILTER

    NOTE: 1993-94 uses double stud and wing nut .


    Figure 7-67- Polywrap Air Cleaner
    7- 100
    APPENDIX 7-17

    H,51) EMISSION SYSTEM


    On vehicles equipped with the H5D emission system (ve- The illumination of the "CHECK ENGINE" light indicates
    hicles rated over 8,600 GVW and built after January 1, that there is a malfunction in the A.I.R. solenoid control
    1985), the "CHECK ENGINE" light may light up to inform module or wiring . (See Figure A7-17-1 .) Perform the fol-
    the motor home owner of a possible problem while a prob- lowing corrective procedure :
    lem does not actually exist. The following diagnostic pro-
    cedure should be followed in correcting this condition . 1 . Check the A.L.R. solenoid and A.I .R. moduled con-
    nectors for a proper connection .
    NOTE : The "CHECK ENGINE" light will normally come
    on when the ignition is turned to the "ON" position 2. With ignition on, disconnect each solenoid connector
    and the engine is NOT running . This is provided and with a test light, check for a light across the ter-
    as a bulb check . minals . (See Figure A7-17-2.)

    AIR DIVERT TO AIR


    SOLENOID CLEANER OR SILENCER

    SOLENOID
    O~ CHECK
    VALVE CONNECTOR
    A
    SOLENOID TO EXHAUST
    CONNECTOR PORTS B

    IGNITION 1 D

    93
    AIR DIVERT TO AIR
    SOLENOID CLEANER
    CONTROL
    MODULE

    CHECK "CHECK ENGINE"


    I'r1 VALVE LIGHT

    SOLENOID TO EXHAUST
    CONNECTOR PORTS

    Figure A7-17-1- A.I.R. Connector Diagram


    APPENDIX 7-17

    H51) EMISSION SYSTEM


    (Cont'd)
    BRACKET NOTE : TYPICAL FACTORY LOCATION FOR
    (FLOOR PANEL) MOTOR HOME AND COMMERCIAL
    "P" MODEL.
    TYPICAL MOUNTING
    LOCATION FOR ELECTRIC RADIATOR
    FUEL PUMP RELAY ASSEMBLY
    IF EQUIPPED - GM A.I .R. CONVERTER
    PART NO. 15528707. MODULE ASSEMBLY
    (See Figure A7-7-4
    and Figure A7-7-5 .)

    Figure A7-17-2 - A .I.R. Connector Module and Electric Fuel Pump Relay Locations 1989 & Prior

    3. If O.K. (light on), check solenoid coil resistance and if 5. If not O.K . (light off), check for an open circuit to the
    less than 20 ohms, replace the solenoid and valve. module.

    4. If not O.K. (light off), connect the solenoid connector(s) 6. If O.K. (light on), replace the module . (See parts listing
    and disconnect connector at module . With a test light, in Figure A7-17-4 .)
    check for a light between terminal "A" and "B."
    APPENDIX 7-17

    H51) EMISSION SYSTEM


    (Cont'd)
    A.I.R . DIVERT MODULE
    OVERRIDE - NOTE : A.I.R. DIVERT MODULE
    RELAY FOR "C" TRUCKS IS
    (454 ONLY) MOUNTED ON THE
    FIREWALL

    ENGINE
    HARNESS

    FRONT

    Figure A7-17-3 - H5D Override Relay

    NOTE: 1985-1990 models equipped with the LE8 (454) and H5D have an override relay . (See Figure A7-17-3) . This
    relay is necessary dur to the lower cranking speed of the LE8 (454) engine . If the relay fails, the CEL will
    come on. If it becomes necessary to replace the relay or the module, use the part numbers listed in
    Figure A7-17-4 .

    GM PART NO. DESCRIPTION & APPLICATIONS QUALITY


    100669221 Module 1985-89 W/LE8 454 1
    14087500 Module 1985 W/LT9 350 1
    14102010 Module 1986 W/LT9 350 1
    14100876 Module 1985-Current W/L25 292 1
    15528707 Relay 1985-89 W/LE8 454 1
    14103304 Relay 1990-1993 N/L19 454 1
    10052973 Module 1990-1993 N/L19 454 1
    10052954 Module 1994 N/L19 454 1
    Figure A7-17-4 - 454 and H5D Override Relay Parts List

    7-103
    APPENDIX 7.17

    H51) EMISSION SYSTEM


    (Cont'd)
    a~u~a

    10052954 (4815A) 0 MOOUIE ASM

    11501907 (4815K) 19 STRAP

    The 1990 fuel module Part #10052973 is connected to cycler override module is necessary due to the lower
    the instrument panel wiring harness . The module and cranking speed of the L19 (454) engine . The module
    instrument panel wiring harness are shipped loose overrides the ECM for 20 seconds to provide fuel
    and must be installed by the body builder. This fuel pressure to the injector.
    APPENDIX 7-17

    H51) EMISSION SYSTEM


    (Cont1d)

    Figure A7-17-5 - A.I.R. Pump Failure - 1985 112 thru 1989 454 H5D Emissions

    Due to the relocation of the A.I.R. Pump Filter Canister 3. Apply a bead of Permatex No. 2 Sealer, or equivalent,
    to the right front wheel well by the body builder, the can- to the canister inlet and outlet hose connections and
    ister must be sealed or shielded to prevent water, salt and inside circumfrence of the canister lid. Reinstall lid and
    dirt thrown by the tire to enter the A.I.R System through hoses.
    the hose connections at the bottom of the canister and/
    or through the lid at the top of the canister . See Figure 4. Tighten hose clamps securely.
    A7-17-5. The air inlet hose must also be located away
    from direct water spray and sealed where it is attached NOTE : Production mounting of the A.I.R. Filter Canister
    to the core support . is in the vertical position (canister lid facing up) .
    An alternative method of eliminating water con
    Sealing the canister can be accomplished by applying a tamination would be to remount the canister hor-
    bead of Permatex No . 2 Sealer, or equivalent, to the can- izontally (lid facing the right side of the vehicle),
    ister hoses and lid . and rotate the canister in the clamp so that the
    two air outlets are positioned in the 11 o'clock
    1 . Loosen inlet and outlet hose clamps and remove hoses and the 1 o'clock positions . (See Figure A7-17.5.)
    from A.I .R. Filter Canister . Clean hose connections . Positioning the canister in this manner eliminates
    the need to seal the canister or hoses as de-
    2. Remove and clean canister lid . scribed above .
    7-105
    SECTION 8 - TRANSMISSION

    TRANSMISSION
    GENERAL DESCRIPTION multiple-disc clutches, one gear unit, one roller clutch, and
    two bands provide the friction elements required to obtain
    The transmission (Figure 8-1) is mounted behind the en- the desired function of the compound planetary gear set.
    gine. Its function is to convert the power output of the
    engine into usable power for the drive wheels of the motor
    home. By activating different gears within the transmis- The three-element torque converter consists of a pump
    sion, the speed at which the output shaft of the transmis- or driving member, a turbine or driven member, and a
    sion turns in relation to the speed of the engine crankshaft stator assembly. It is filled with fluid and is attached to the
    can be changed to meet the different driving load engine crankshaft at the flywheel (or flexplate). The torque
    conditions. converter, which always rotates at engine speed, couples
    the engine to the planetary gears through the fluid and
    provides hydraulic torque multiplication when required .
    NOTE: The 350C transmission has been replaced in pro-
    duction with the 400 Series transmission, effec-
    tive 1986 on G-Series vehicles. Automatic transmissions replace the standard clutch and
    transmission . After starting the engine with the selector
    MODELS 350C AND 400-475 SERIES lever in "P" (Park) or ";N" (Neutral) position, select the
    range desired and press the accelerator . All automatic
    Chevrolet motor homes are equipped with one of two transmissions are equipped with a starter safety switch ,
    different automatic transmissions, the 350C (G-Series) designed to permit starting the engine only when the trans-
    and the 400-475 (P-Series). Both are fully automatic units mission selector is in the "P" or "N" position. For additional
    which use a three-element hydraulic torque converter . engine braking effect, as is sometimes needed in moun-
    tainous driving, place the transmission in a low range
    The 350 automatic transmission, in addition to the torque (LOW 1 or LOW 2) .
    converter, uses two planetary gear sets. Four multiple-
    disc clutches, two roller clutches, and an intermediate
    overrun provide the friction elements required to obtain LOW 2 - This range is used when extra performance is
    the desired function of the two planetary gear sets. required for hill climbing or it can also be used to provide
    "engine braking" to slow the vehicle when going down
    The 400-475 automatic transmission uses a compound medium grades. The shift lever may be moved from "D"
    planetary gear set along with the torque converter . Three to "2" (and vice versa) under most driving conditions .

    TRANSMISSION
    ASSEMBLY

    DETENT
    VALVE/SOLENOID

    LEVER
    (MANUAL LINKAGE
    CONTROL)

    Figure 8-1 - Automatic Transmission - Typical


    SECTION 8 - TRANSMISSION
    LOW 1 - This position is used to provide maximum en- VACUUM MODULATOR SYSTEM
    gine braking when driving down very sharp grades or
    A vacuum modulator is used to automatically sense any
    when maximum performance is required to climb a steep
    hill or run through deep snow or mud. You may shift into change in torque input to the transmission . The vacuum
    "1 " at any speed but the transmission will not go into LOW modulator transmits this signal to the pressure regulator,
    until vehicle speed is under approximately 40 MPH. which controls line pressure, so that all torque require-
    ments of the transmission are met and smooth shifts are
    obtained at all throttle openings .

    CAUTION : TO REDUCE THE RISK OF PERSONAL IN-


    JURY, BEFORE GOING DOWN A STEEP OR LONG DOWNSHIFT (DETENT) CABLE SYSTEM -
    GRADE REDUCE SPEED AND SHIFT THE TRANSMIS- 350C TRANSMISSION - G-SERIES
    SION TO A LOWER GEAR. DO NOT HOLD THE BRAKE
    PEDAL DOWN TOO LONG OR TOO OFTEN WHILE The detent valve is activated by the downshift (detent)
    cable which is connected to the carburetor linkage . When
    GOING DOWNHILL . THIS COULD CAUSE THE the
    BRAKES TO GET HOT AND NOT WORK AS WELL. AS ing throttle is half open, the detent valve is actuated, caus-
    a part throttle downshift at speeds below 50 MPH .
    A RESULT, THE VEHICLE WILL NOT SLOW DOWN AT When
    the throttle is fully opened, the detent valve is
    THE USUAL RATE. FAILURE TO TAKE THESE STEPS actuated
    causing the transmission to downshift . The
    COULD RESULT IN LOSS OF VEHICLE CONTROL . 3-1 detent downshift may be obtained when vehicle speed
    is approximately 6 to 12 MPH below the maximum throttle
    1-2 upshift point . The 3-2 detent downshift may be ob-
    TORQUE CONVERTER CLUTCH tained when vehicle speed is,approximately 4 to 8 MPH
    below the maximum throttle 2-3 upshift point .
    A torque converter clutch assembly is also used on some
    models . The converter clutch is splined to the turbine as-
    sembly, and when operated, applies against the converter DETENT DOWNSHIFT ELECTRICAL
    cover providing . a mechanical direct drive coupling of the
    engine to the planetary gears. Converter clutch operation CIRCUIT-400-475 SERIES TRANSMISSION
    is determined by a series of controls and by drive range The detent solenoid is activated by an electric switch on
    selection . The transmission must be in drive range, and the accelerator linkage . When the throttle is fully opened,
    the vehicle must have obtained a preset speed depending the switch is closed, activating the detent solenoid and
    on the engine and transmission combination . causing the transmission to downshift for passing speeds .

    The switch has a two-wire connector and is mounted on


    a metal bracket under the dashboard to the left of the
    Aside from the torque converter, the hydraulic system steering column above the driver's left foot . (Figure 8-2
    within the transmission is pressurized by a gear-type shows a typical detent downshift switch except the switch
    pump and provides the working pressure required to op- has been rotated 90 degrees counterclockwise to allow a
    erate the friction elements and automatic controls. better view of the activating plunger .)

    CONTROLS
    For proper operation of the transmission, certain controls
    from outside of the transmission are required. These
    include :

    1 . Manual Linkage - To select the desired operating


    range,

    2. Engine Vacuum - To operate the vacuum modulator .

    3. Downshift Control -
    " Cable to operate the detent valve (350C).
    " Electrical circuit to operate the detent solenoid (400-
    475 Series) .
    A - Plunger
    B - Cente Side
    MANUAL LINKAGE C - 2-Wire
    Connector P-SERIES
    The manual linkage is connected between the selector Switch rotated 90°
    lever on the steering column, and the transmission . It is
    Counterclockwise
    through this linkage that the vehicle driver can control the
    transmission operating range. Figure 8-2 - Detent Switch (THM 400-475 Series)
    8-2
    SECTION 8 - TRANSMISSION
    To adjust the switch : FLUID LEVEL AND APPEARANCE
    When checking the fluid level, follow the appropriate pro-
    1 . Preset the switch by pressing the plunger and/or mov- cedure listed below. It is also important to know what
    able plastic center slide downward as far as possible .
    appearance the fluid should have. Many times a trans-
    In the preset position, the movable plastic center slide
    mission malfunction can be traced to an incorrect fluid
    of the switch will snap down out of position and the level or improper reading of the dipstick . A fluid level which
    center slide will be nearly flush with the top of the is too high or too low can cause overheating and clutch
    switch . Check the portion of the slide protruding from
    plate damage . In addition, overheating can be caused by
    the bottom of the switch . The slide should extend ap-excessive clutch plate slippage which can result from im-
    proximately 1-1/4 inches in the reset position. properly installed plates, an out-of-adjustment selector
    linkage or the manner in which the vehicle is operated .
    2. Press the accelerator pedal down to the "wide open" The type of transmission fluid that is now being used may
    throttle position and the switch will "self-adjust" by appear to be darker and have a stronger odor . This is
    snapping back into position. When adjusted, the center normal, and not a positive sign of required maintenance
    slide will be visually protruding out of the top of the or transmission failure.
    switch (more than 1-1/4 inches as in Step 1).

    The switch has been designed so that the switch contacts


    close (make contact) when the accelerator pedal is at or
    nearly at the floor. If the switch contacts do not close, too When the dipstick is removed, note whether the fluid is
    much carpet padding may have been installed by the RV devoid of air bubbles or not. Fluid with air bubbles is an
    manufacturer preventing the pedal from reaching the floor indication of an air leak in the suction lines, which can
    allowing the switch contacts to close . cause erratic operation and slippage. Water or ethylene
    glycol antifreeze in the fluid gives a milky, gray or pink
    cast to the fluid and can cause spewing of fluid from the
    Disconnect the two-wire connector and check if the con- transmission breather . Coolant in the fluid, whether water
    tacts close at "wide-open throttle." Use an ohmmeter or or antifreeze, can cause damage to the nylon parts or
    continuity checker. With the continuity checker or ohm clutch plates in the transmission . If the fluid becomes con-
    meter in position, depress the accelerator to the floor (with taminated with coolant, the most common cause is a leak-
    the engine off) to verify proper switch operation . If the ing transmission cooler core. In addition to finding and
    contacts do not close, check to see if too much padding fixing the leak, the transmission should be disassembled,
    has been installed. Either remove the excess carpet pad- cleaned and the clutch plates replaced with new ones.
    ding or "build up" the diameter of the switch plunger. To
    "build up" the diameter of the switch plunger (allowing
    additional switch movement), install a piece of scrap 3/8-
    inch hose over the switch plunger. If the switch contacts
    still do not close, replace the switch (GM Part No. Glycol test kits on the market can be used to detect
    1242101) . Recheck and install the two-wire connector. antifreeze in the transmission fluid. While generally reli-
    able, certain kits may produce positive test results be-
    cause of additives used in some transmission fluids . The
    MAINTENANCE AND INSPECTION kit manufacturer's instructions should be followed closely.
    The automatic transmission fluid level should be checked
    regularly (at each engine oil change) and changed at the
    intervals recommended in the Maintenance Schedule for
    your vehicle. Typically, the recommended interval for Capacity
    changing the fluid and service screen is every 24,000
    miles (Heavy-Duty Emissions equipped vehicles) or every The fluid capacities of both transmissions are listed in the
    12,000 miles if the vehicle was subjected to severe use. Lubrication section of this manual . To bring-fluid level from
    "ADD" mark to "FULL" mark requires one pint of fluid.
    Fluid level should be checked at every engine oil change .
    In addition, the fluid cooler lines, electrical lines, vacuum
    lines, control linkage and transmission should be checked
    periodically for leaks, damage or deterioration .
    Fluid level should be at the "FULL" mark with transmission
    fluid at normal operating temperature of 180°F. With fluid
    NOTE : Transmission conditions can be the result of poor at room temperature, 70°F, level will be between the two
    engine performance. If the engine - requires a dimples on the dipstick . The normal operating temperature
    tune-up, this should be done before checking the is obtained only after at least 15 miles of highway-type
    transmission . driving. (See Figure 8-3.)
    SECTION 8 - TRANS MISSION
    the fluid, producing aeration which reduces the fluid's
    cooling effectiveness . Slippage and transmission failure
    can result.
    COOL HOT
    (65*-85*F) (180°F) Fluid level that is too low can result in transmission charg-
    ing pump cavitation, a loss of main and lubrication fluid
    pressure and clutch plate damage . It can cause slipping,
    ADD 5 LITER
    particularly when the transmission is cold or the vehicle
    (1 PT) O FULL HOT is on a hill .
    WARM Check the transmission fluid level with the engine running,
    the shift lever in PARK, and the vehicle level .
    NOTE: DO NOT OVERFILL . IT TAKES
    ONLY ONE PINT TO RAISE LEVEL If the vehicle has recently been operated for an extended
    FROM "ADD" TO "FILL" WITH A HOT period at high speed or in city traffic in hot weather or the
    TRANSMISSION . vehicle is being used to pull a trailer, an accurate fluid
    level cannot be determined until the fluid has cooled down,
    usually about` 30 minutes after the vehicle has been
    Figure 8-3- Transmission Dipstick-Fluid Levels parked .
    at Varying Temperatures
    Remove the dipstick and touch the transmission end of
    the dipstick cautiously to find out if the fluid is cool, warm
    Checking and Adding Fluid or hot .
    TRANSMISSION AT OPERATING TEMPERATURE-
    The automatic transmission is designed to operate at the Wipe the dipstick clean and reinsert it until the cap seats.
    "FULL HOT" mark on the dipstick at normal operating Remove the dipstick and note reading .
    temperatures of about 180°F and should be checked un-
    der these conditions. The normal operating temperature 1 . If the fluid feels cool, about room temperature (65°-
    is obtained only after at least 15 miles of highway-type 85°F), the level should be between the two dimples
    driving . below the "ADD" mark.

    CAUTION : WITH NORMAL OPERATING TEMPERA- 2 . If it feels warm, the level should be close to the "ADD"
    TURES, THE DIPSTICK WILL BE EXTREMELY HOT TO mark (either above or below) .
    TOUCH . USE CARE TO AVOID BURNS. 3. If it feels hot (cannot be held comfortably), the level
    should be between the "ADD" and "FULL" marks.
    To determine proper level, proceed as follows :

    1 . Apply the parking brake and block the vehicle wheels.


    Changing Fluid
    2.. With the selector level in the PARK position, start the 1 . Raise the vehicle .
    engine . DO NOT RACE ENGINE . Move the selector
    lever through each range. 2. With a drain pan placed under the transmission pan,
    remove the pan attaching bolts from the front and
    3. Immediately check the fluid with the selector lever in side of the pan .
    PARK, engine running at SLOW IDLE and the car on 3. Loosen pan rear attaching bolts approximately four
    a LEVEL surface . The fluid level on the dipstick should (4) turns .
    be at the "FULL HOT" mark.
    4. Carefully pry the transmission pan loose, allowing the
    4. If additional fluid is required, add sufficient fluid to bring fluid to drain .
    the level to the "FULL HOT" mark on the dipstick .
    . Remove the remaining bolts and remove the pan and
    TRANSMISSION AT ROOM TEMPERATURE (65° to gasket.
    85°F) - Automatic transmissions are frequently overfilled
    because the fluid level is checked when the fluid is cold 6. Drain the fluid from the pan . Clean the pan with sol-
    and the dipstick indicates fluid should be added. However, vent and dry thoroughly with clean compressed air.
    the low reading is normal since the level will, rise as the
    fluid temperature increases (Figure 8-3). A level change 7. Remove screen/filter and gasket .
    of over 3/4 inch will occur as fluid temperature' rises from 8 . Paper or felt-type filters should be replaced .
    600 to 180*F.
    9. Install, as required, a new gasket or O-ring onto the
    Overfilling can cause foaming and loss of fluid through screen/filter assembly. Lubricate 0-rings with
    the vent. With too much fluid, the rotating members churn petrolatum.

    8-4
    SECTION 8 TRANSMISSION

    10. Install a new gasket on the pan and install the pan.
    Torque the attaching bolts to 13 ft. lbs. (350C trans- SELECTOR LEVER
    mission), 12 ft. lbs. (400-475 transmission) .
    11 . Lower the vehicle and add- the proper amount of RETAINER
    DEXRON IIE® automatic transmission fluid through
    the filler tube .
    12. With the selector lever in PARK position, apply the
    parking brake, start the engine and let idle (carburetor
    off fast idle step) . DO NOT RACE ENGINE .
    13. Move the selector lever through each range and, with
    the selector lever in PARK range, check fluid level.
    14. Add additional fluid to bring the level between the
    dimples on the dipstick (cool level) .

    AUTOMATIC TRANSMISSION MANUAL


    LINKAGE
    When the manual linkage (Figure 8-4) is properly ad-
    justed, the engine will start in the PARK and NEUTRAL
    positions only.

    The selector lever and manual linkage should move freely FRAME ASSEMBLY
    SPRING WASHER
    and not bind . Also, the pointer on the indicator quadrant
    ROD
    should line up properly with the range indicators in all SCREW
    ranges.

    Check the linkage to be sure that the connections are CROSS SHAFT
    secure and that there is no binding . If there are indications SWIVEL
    that the linkage needs adjustment, take the vehicle to a NOTE: 1991-94 uses a cable shift.
    qualified shop for service . If the linkage is not adjusted
    properly, an internal leak could occur at the manual valve Figure 8-4-Transmission Manual Linkage-Typical
    which could cause a clutch and/or band failure .

    COOLER LINES
    If replacement of transmission steel tubing cooler lines ENGINE
    (Figure 8-5) is required, use only wrapped and brazed RADIATOR
    steel tubing meeting GM specifications 123M or equiva-
    ,lent. DO NOT USE COPPER OR ALUMINUM TUBING TRANSMISSION
    TO REPLACE STEEL TUBING . These materials do not OUTLET
    have satisfactory fatigue durability to withstand normal PIPE
    vehicle vibrations . Steel tubing should be flared using the
    double flare method.

    TRANSMISSION MOUNT
    A loose transmission mount can cause a vibration in the
    driveline . To check for this condition, push up and pull
    down on transmission tailshaft while observing the trans-
    mission mount . If rubber separates from the metal plate
    of the mount or if the tailshaft moves up but not down FRONT
    (mount bottomed out), replace the mount. If there is rel-
    ative movement between a metal plate of the mount and INLET
    its attaching point, tighten the screws or nuts attaching COOLER LINES PIPE
    the mount to the transmission or cross member (Figure
    8-1) .
    NOTE: Depending on model year, cooler lines
    TRANSMISSION SHIFTING will enter the radiator from the left or the
    right side.
    If problems are encountered with the transmission shifting
    (upshift or downshift), refer to the appropriate shop man-
    ual for the diagnosis and adjustment procedures, or take Figure 8-5 - Automatic Transmission
    the vehicle to a qualified service shop. Cooler Lines-Typical
    SECTION 8 TRANSMISSION
    ENGINE/TRANSMISSION TORQUE 3. If a degree of imbalance is noted between Step 1 and
    CONVERTER/CLUTCH BALANCING Step 2, the clutch disc is probably causing the problem
    and should be replaced before proceeding. If no
    The engine, torque converter, clutch cover or flywheel are
    difference in imbalance is noted, install flat washers
    balanced individually and are normally good for the life of
    under the clutch pressure plate hold down-bolt
    the vehicle . Occasionally two or more components can
    following the procedure outlined in Step 3 above for
    be assembled with an imbalance problem and actually the automatic transmission .
    end up "working against each other" to create a less-
    than-desirable running condition . Or, a vehicle may be
    acceptable as produced, but after the clutch or transmis- NOTE: If a strobe is available, follow the same general
    sion has been repaired a vibration may surface . This is approach as outlined in the Driveline Balance
    especially true with some used or non-GM rebuilt parts . Procedure section of this manual . Position the
    pickup against the engine oil pan .
    An engine balance problem may exist if the vibration is
    present at a given engine RPM with the transmission in
    NEUTRAL and the wheels are not turning .
    ELECTRIC SPEEDOMETER 1991-94
    If diagnosis indicates that there is an engine and/or fly-
    wheel torque converter imbalance problem, the engine The electromechanical speedometer replaces the
    and torque converter can be balanced in the vehicle using cable driven speedometer on P - models . Com-
    the following procedure . ponents of the speedometer system includes the
    speedometer head, vehicle speed sensor (VSS),
    If the engine is equipped with an automatic transmission : digital ratio adaptor controller, and the applicable
    wiring .
    1 . Remove the flywheel cover.
    The speedometer head is an electromechanical
    device using integrated circuits that control the air
    2. Reposition the converter in each attaching position on
    core speedometer and stepper motor odometer.
    the flywheel and evaluate the vibration in each position .
    If there is no reduction in vibration, proceed to Step 3.
    The vehicle speed sensor is a permanent magnet
    signal generator located on the transmission output
    3. Remove a converter to flywheel bolt and add balance shaft . This analog signal, which is proportional to
    weight by installing a longer bolt with several flat wash- output shaft speed, is sent to the digital ratio adap-
    ers under the head of the bolt. Determine ifthe vibration
    tor controller.
    is more or less severe. The vibration should be ap-
    praised by moving the longer bolt and washers to each The digital ratio adaptor controller (DRAC) is a solid
    position possible.
    state devoce which changes the analog signal sup-
    plied by the VSS to a digital signal . This digital
    4. Install the bolt and washers in the position which cre- signal is then fed to the speedometer .
    ates a properly balanced situation .
    The digital ratio adaptor controller is matched to the
    NOTE : It may be necessary to divide the weight between final drive of each vehicle . If the final drive ratio is
    two adjacent bolts on the torque converter to ob- changed (including tire size) for any reason, the
    tain a proper balance . DRAC must also be changed to match . This will en-
    sure accurate speedometer readings . The parts
    If the vehicle is equipped with a manual transmission : book lists DRAC's (or Buffers) for a variety of tire
    sizes and rear axle ratios . Also, an incorrect DRAC
    1 . Place the transmission in NEUTRAL with the clutch will affect the Electronic Control Module (ECM), and
    engaged and increase the engine speed between the cruise control module .
    1,000 and 3,000 RPM . Note the degree of imbalance
    that occurs.

    2. Place the transmission in gear with the clutch disen-


    gaged and increase the engine speed between 1,000 1991-1994 4L80EHD
    and 3,000 RPM . Note the degree of imbalance that Effective with the 1991 model, the Class A motor
    occurs and compare it to the vibration which was de- home incorporates a 4-speed electronic shift over-
    termined in Step 1 above . drive transmission .
    SECTION 8 TRANSMISSION

    THE BENEFITS OF ELECTRONIC mechanical "direct drive" coupling of the engine to


    the transmission .
    CONTROLS
    The three planetary gearsets provide the four for-
    A TRANSFORMATION IN TRANSMISSION ward ratios and reverse. Changing of the gear ratios
    TECHNOLOGY is fully automatic, mainly in relation to throttle open-
    In traditional, hydraulically controlled transmis- ing and vehicle speed .
    sions, the gear shifts are controlled by the opposing
    pressures of hydraulic fluid in a complex system of The Powertrain Control Module (PCM) [or Transmis-
    spring-loaded valves . In the new, electronically con- sion Control Module (TCM) on some applications], an
    trolled Hydramatic 41_80-E transmission, gear shift on board computer, receives and processes input sig-
    points and shift feel are determined by electrical nals from various sensors on the vehicle and delivers
    signals sent from the Powertrain Control Module. output signals to the solenoids located in the control
    valve assembly . The solenoids control the transmis-
    The Powertrain Control Module processes data sion operating pressures, upshift and downshift pat-
    every 25 milliseconds from sensors based on throt- terns and torque converter clutch (TCC) operation .
    tle position, vehicle speed, gear range, altitude,
    temperature, engine load, and other inputs . Using
    this data, a signal is transmitted to the valve body Hydra-matic 41_80-E Transmission
    Shift Solenoids, which activate the shift valves for Specifications
    precise shift execution. Shift points are thus
    precisely controlled and are identical from vehicle to Transmission Type
    vehicle. 41_80-E =,4-Speed,
    Longitudinal Mount,
    Shift feel is also electronically controlled by the High Torque Capacity,
    Powertrain Control Module. It sends signals to the Electron ical ly' Control led
    Force Motor Solenoid, which controls fluid line Automatic Overdrive with Torque Converter Clutch
    pressure and determines how firm the shifts will Assembly
    feel .
    Control Systems '
    The Powertrain Control Module makes the Hydra- Shift Pattern - Solenoid Control
    matic 41_80-E an "intelligent" transmission which Shift'Quality - Force Motors Control
    senses and adapts to changes in altitude, engine ' Torque Converter Clutch - Pulse Width Modulated
    load, and other conditions . Electronic controls also Solenoid Control
    eliminate the need for governor and modulator
    systems, which significantly reduces the Gear Ratios
    mechanical complexity of the transmission . 1st 2.482
    2nd: 1 .482
    GENERAL DESCRIPTION 3rd : 1,000
    4th : 0.750
    The HYDRA-MATIC 41_80-E is an electronically con- Rev : 2.077
    trolled four-speed rear wheel drive automatic
    transmission . It consists primarily of a torque con- Maximum Gross Vehicle Weight
    verter and three planetary gearsets. Five multiple 7,484 kg (16,500 lb)
    disc clutches, one sprag, two roller clutches, and
    two bands provide the friction elements required to Maximum Gross Combined Vehicle Weight
    obtain the desired function of the planetary 9,072 kg (20,000 lb)
    gearsets. A hydraulic pump and an electronically
    controlled valve body is used to operate the various Transmission Fluid Type
    systems contained within the transmission . Dexron IIE
    The torque converter contains a pump, a turbine, Transmission Fluid Capacities
    and a clutch pressure plate splined to the turbine. Bottom Pan
    The torque converter acts as a fluid coupling to Removal : 7.31_( 7.7 qt)
    smoothly transmit torque from the engine to the Dry: 12 .81_ (13 .5 qt)
    transmission . It also hydraulically provides addi-
    tional torque multiplication when required . The 7 Position Quadrant
    clutch pressure plate, when applied, provides a (P,R,N,OD,D,2.1)
    SECTION 8 TRANSMISSION

    EXPLANATION OF GEAR RANGES


    The transmission can be operated in any one of the terrain as described above . This range is also helpful
    seven different positions shown on the shift quadrant . for engine braking when descending slight grades . Up-
    shifts and downshifts are, the same as in Overdrive
    range for first, second and third gears except that the
    P - Park position enables the transmission output transmission will not shift into fourth gear.
    shaft to be locked, preventing the vehicle from rolling
    either forward or backward. For safety reasons, the 2 - Manual Second adds more performance for con-
    vehicle parking brake should be used in addition to the gested traffic and hilly terrain . It has the same starting
    transmission "Park" position . Park position should not ratio (first gear) as Manual Third but prevents the
    be selected until the vehicle has come to a complete transmission from shifting above second gear. Thus,
    stop . The engine may be started in the Park position. Manual Second can be used to retain second gear for
    acceleration and engine braking as desired . Manual
    Second can be selected at any vehicle speed. If the
    R - Reverse enables the vehicle to be operated in a transmission is in third or fourth gear when Manual Se-
    rearward direction . cond is selected it will immediately shift to second
    gear.
    N - Neutral position enables the engine to start and
    operate without driving the vehicle . If necessary, this 1 - Manual First can be selected at any vehicle
    position should be selected to restart the engine while speed. If the transmission is in third or fourth gear it
    the vehicle is moving . will immediately shift into second gear. When the vehi-
    r
    cle speed slows to below approximately 56 km/h
    D - Overdrive range should be used for all normal (35mph) the transmission will then shift into first gear.
    driving conditions for maximum efficiency and fuel This is particularly beneficial for maintaining max-
    economy . Overdrive range allows the transmission to imum engine braking when descending steep grades .
    operate in each of the four forward gear ratios . Down-
    shifts to a lower gear, or higher gear ratio, are available
    for safe passing by depressing the accelerator or by
    manually selecting a lower gear with the shift selector.

    It is not recommended to operate the transmission in 1994 BRAKE/TRANSMISSION SHIFT


    overdrive range when pulling heavy loads or driving on INTERLOCK
    extremely hilly terrain . Under such conditions that put An improved safety feature inhibits the operator from
    an extra load on the engine, the transmission should moving the shift selector lever and the transmission out of
    be driven in a lower manual gear selection for max- "Park" unless the brake pedal is depressed . A solenoid-
    imum efficiency. actuated plunger will interface with the steering column
    mounted transmission-shift lever which remains in a lock-
    D - Manual Third can be used for conditions where it out position until the vehicle brake is applied . The
    may be desirable to use only three gear ratios . These solenoid will be energized through the brake switch and
    conditions include towing a trailer and driving on hilly allow the shift lever to move from the park position .
    SECTIONS - TRANSMISSION

    BUSHING E
    BUSHING E
    CABLE ASH F
    CABLE ASH F

    BOLT/SCREW

    BOLT/SCREW

    COTTER PIN--/ ` WASHER

    ADJUSTMENT AT STEERING COLUMN ADJUSTMENT AT STEERING COLUMN


    -C7P & C7P

    TRANSMISSION SHIFT CABLE


    1991-1994
    Part #156443445

    ADJUSTMENT AT TRANSMISSION

    AUTO TRANS SHIFT LEVER & CABLE 5. With steering column shift lever in neutral attach link
    INSTALLATION & ADJUSTMENT (D), bushing (E) & cable ASM (F) as shown.
    1 . With trans selector shaft (A) in Neutral, align slot on 6. With trans lever ASM (B) in neutral position install and
    lever ASM (B) with flats on shaft (A) . adjust clevis (G) for free pin (H).
    2. Push lever ASM (B) on to shaft (A) far enough to 7. Install clevis pin (H) & secure with cotter pin (J) .
    engage retaining nut (C) .
    8. By moving steering column shift lever through full
    CAUTION : Do not drive lever ASM (B) on to trans range check for positive detent engagement at trans
    selector shaft (A) by hammering or bumping, as inter- for each position .
    nal components of transmission will be damaged .
    9. Readjust clevis (G) if necessary, for positive detent
    3. Hold lever ASM (B) & hand tighten retaining nut (C) to engagement.
    20-27 N"m torque .

    CAUTION : Do not apply torque in excess of 27 N"m,


    as damage to selector shaft may occur.

    4. Move lever ASM (B) (selector shaft) by hand through NOTE: Do not use trans cable adjustment to adjust
    detent range positions to check for freedom from bind- PRNDL alignment (see UPC 9A/07-04-03 for
    ing & positive detent engagement. PRNDL asjustment procedure).
    APPENDIX 8-1

    TRANSMISSION FLUIDS AND


    COOLER TIPS
    OIL TEMPERATURE MEASURED AT
    DEGREES F MILES
    CONVERTER OUTLET TO COOLER
    350°F is the maximum temperature . This is the normal 175 100,000
    place to install a temperature gage or signal . The tem- 195 50,000
    perature in this location will vary significantly with each
    vehicle start-up or hill. If the temperature reaches 350°F, 212 25,000
    reduce throttle. To lower the transmission temperature
    with the transmission in NEUTRAL, run the engine at 235 12,000
    1,200 RPM for 2-3 minutes to cool the oil . Do not allow 255 6,000
    the converter outlet temperature to exceed 350°F . Keep
    a close check to prevent the engine cooling system from 275 3,000
    overheating . 350°F or higher would be typical of rocking
    the vehicle in mud, snow, or sand, or a transmission in 295 1,500
    stall (full throttle, no vehicle movement) . When the trans- 315 750
    mission is in stall, the transmission will develop heat at a
    rate of one degree per second of stall. 335 325
    355 160

    OIL TEMPERATURES MEASURED IN THE 375 80


    SUMP OR OIL PAN 390 40
    150°F - Minimum operating temperature for continuous 415 Less than 30 Minutes
    operation . It is possible in low ambient temperature to
    overcool the transmission with oil to air-type coolers ; it is Figure A8-1-1 -Transmission Fluid -
    hard to overcool if used in conjunction with oil to water Life Expectancy/Temperature
    coolers installed in most standard automotive radiators . Relationship
    This information shows why the various maintenance
    190°-200°F- Proper oil level checking temperature . change intervals and/or oil coolers are recommended for
    severe usage .
    200°F - Maximum oil level checking temperature . Be-
    yond this, readings are not reliable because of expansion . NOTE : THE ABOVE' CHART IS BASED ON THE AS-
    SUMPTION THAT OIL TEMPERATURE RE-
    285°F - Maximum sump/oil pan temperatures for short MAINS CONSTANT FOR THE MILES
    duration, such as a long hill climb . INDICATED . TEMPERATURES WHICH AP-
    PEAR FOR SHORT PERIODS, SUCH AS
    300°F- Metal parts inside the transmission begin to warp CLIMBING HILLS, ETC., WOULD NEED TO BE
    and distort in varying degrees, seals melt rapidly, and AVERAGED AGAINST NORMAL OPERATING
    transmission fluid life is extremely short due to oxidation TEMPERATURES TO DETERMINE ACTUAL
    and distress . LIFE EXPECTANCY .

    AUTOMATIC TRANSMISSION FAILURE


    IMMEDIATELY AFTER SERVICING
    AUTOMATIC TRANSMISSION FLUID
    If there was no known prior abuse, the new transmission
    OXIDATION fluid is not at fault. What has probably happened is that
    Automatic transmission fluid can provide up to 100,000 a certain amount of highly oxidized fluid remained in the
    miles of service before oxidation occurs under normal transmission converter and cooler lines. The old fluid and
    operating temperaturesof about 170°F. Above normal op- new fluid will not mix. They settle out as sludge or varnish,
    erating temperatures, the oxidation rate doubles (useful causing valves to stick and/or plug oil passages and
    life of the fluid is cut in half) with each 20 degree increase screens . When this happens, the transmission may mal-
    in temperature . function or fail completely. The best way to prevent the
    problem is to follow the manufacturer's drain intervals for
    The approximate life expectancy at various temperatures severe operating conditions such as trailer towing, moun-
    is as follows : tain driving, and stop-and-go city driving .
    APPENDIX 8.1

    TRANSMISSION FLUIDS AND


    COOLER TIPS (Cont'd)
    AUTOMATIC TRANSMISSION FAILURE fluid, rapid loss of the red color and darkening of the new
    IMMEDIATELY AFTER OVERHAUL fluids are normal and DO NOT affect their performance.
    Contrary to past performance, the service technician
    Assuming proper workmanship and assembly, failure can
    should not consider a dark appearance or burnt odor
    often be caused by metal particles or debris trapped in
    as the signal to change fluid. The only accurate method
    the cooler circuit . Unless the converter, cooler, and cooler
    for determining a fluid's serviceability or effectiveness is
    lines are thoroughly flushed during overhaul, the leftover
    through a laboratory analysis . Short of a laboratory anal-
    contaminants will return through the cooler return lines to
    ysis the owner's manual drain recommendation should be
    the transmission lube supply and may cause a second
    followed.
    failure . To prevent this, be certain all the transmission
    components, cooler lines, and cooler are cleaned prior to
    reassembly. DO NOT TAKE SHORTCUTS . INSTALLATION OF A MANUAL WATER
    SHUT-OFF VALVE IN THE HEATER LINE
    DEXRON IIE® VERSUS TYPE F DO NOT install a manual water shut-off valve in the heater
    line. The heater water return is routed to the radiator outlet
    TRANSMISSION FLUID tank and continuous coolant flow is necessary to control
    Type F fluid must never be used where Dexron II® is oil temperatures during closed thermostat (warm-up) op-
    specified . The difference in the fluids relates to their friction eration . (See Figure A8-1-2.) Shutting off this portion of
    properties . GM transmissions are designed to shift smoothly the heater flow destroys the engine's deaeration system
    which requires a low-static fluid such as Dexron IIE®. On and may result in premature engine or transmission fail-
    the other hand, transmissions that require Type F transmis- ure . A transmission warms ;up faster than the engine and
    sion fluid are designed to shift more harshly, providing it is not advisable to have the radiator transmission oil
    more shift feel. Type F fluid is a highly static fluid, . and cooler exposed to air . A bubble cavitating in the engine
    provides more friction than Dexron IIE®. If Type F fluid is water pump could cause engine hot spots. A water shut-
    used in a GM-designed transmission, shifting will become off valve is permissible in the rear seat heater line.
    more harsh . In turn, harsh shifts apply higher shock loads
    to components that weren't designed for high-shock loads,
    and transmission failure is almost certain . ADDING AN EXTERNAL FLUID COOLER
    Before adding an external fluid cooler consideration
    should be given to many factors :
    DEXRON IIE ® FLUID COLOR CHANGE AND " Initial cost
    STRONG ODOR " Need
    " Potential extra leak points (For example : A tee added
    These two "tests" are no longer satisfactory criteria for
    into the line is not one leak potential but three. A cou-
    recommending a fluid drain and refill . With the Dexron II© pling provides two leak point possibilities - the cooler
    has two ends plus the cooler itself .)
    " Lines, have potential for fatigue and rubbing or chafing
    " Quality of the installation .

    The transmission dipstick itself might be considered a


    major factor for adding an external cooler . Current dip-
    sticks have several dots at the low end of the operating
    range that would show a ,valid fluid level if checked cool
    at 65°-85°F . (See Figure A8-1-3 .) This low reading is nor-
    mal since the level Will rise as the fluid temperature in-
    creases . A level change of over 3/4 inch will occur as fluid
    temperature rises from 60° to 180°F. If starting with the
    lower dot and, after driving, the level did not go over the
    maximum high of the hash marks, an extra cooler would
    be difficult to justify . For this condition, all that's needed
    is to consider fluid and filter change intervals per the own-
    er's manual dealing with severity of service . If in doubt,
    change the fluid and filter . If after heavy driving or trailer
    pulling,the fluid level rises above the hash marks, an ex-
    ternal cooler may remove enough. extra heat to help stay
    Figure A8-1-2- Deaeration Cooling System within the operating hash marks . (See Figure A8=1-3 .)

    8-10
    APPENDIX 8.1

    TRANSMISSION FLUIDS AND


    COOLER TIPS (Cont'd)
    With fluid coolers, the hot oil enters the bottom of the
    COOL HOT cooler and the cooled fluid exits out of the top of the cooler
    for better heat dissipation . This is the reverse of the engine
    radiator . (See Figure A8-1-4.)

    Overfilling can cause foaming and loss of fluid through


    the vent. With too much fluid, the gearing "churns" the
    fluid and produces aeration and foam, and reduces the
    WARM fluid's cooling effectiveness . Slippage and clutch failure
    often result. A low fluid level can result in causing pump
    cavitation and loss of main and lubrication oil pressures .
    NOTE: DO NOT OVERFILL . IT TAKES ONLY ONE
    This can result in slipping and clutch damage, particularly
    PINT TO RAISE LEVEL FROM "ADD" TO
    when cold or when on a hill.
    "FULL" WITH A HOT TRANSMISSION .

    Figure A8-1-3-Fluid Levels at Varying Temperatures

    NOTE: DEPENDING ON MODEL YEAR, COOLER LINES WILL ENTER


    THE RADIATOR FROM THE LEFT OR THE RIGHT SIDE.
    TRANSMISSION

    FRONT

    FLUID COOLER LINES

    Figure A8-1-4-Typical Oil Cooler Lines

    NOTE: After-market transmission temperature gage should be installed in the lower (hot) oil line as viewed from
    entering the radiator .
    After-market external oil to air cooler should be installed after the GM transmission cooler. The,lower (hot) line should
    go first into the lower fitting of the GM radiator cooler then out from the top fitting to the after-market oil to air cooler.
    Extreme cold weather may require the after-market oil to air cooler be covered so not to cool the oil to much .
    After-market external filter should be installed in the lower (hot) oil line to prevent any debris from reaching the radiator
    cooler if the filter is being installed in conjunction with a transmission failure or overhaul .
    APPENDIX 8-2

    TEMPERATURE MONITORS
    The following information has been provided as an aid to The Tempilabel temperature monitor indicates a specific
    the motor home owner. Features, specifications and temperature or sequence of temperatures with a tolerance
    ordering information have been provided. of one percent of the respective rating (plus or minus) .
    The performance of the Tempilabel temperature monitor
    Tempilabels temperature monitors are extremely useful is not affected by transient contact with contaminants such
    in monitoring the safe operating temperature of equipment as solvents, gasoline, fuel oil, lubricants, hot water or
    such as gear boxes, transmission pans; radiators, the steam .
    engine oil pan, heat exchangers, etc . Tempilabels are self-
    adhesive temperature monitors consisting of one or more To use the Tempilabel, remove the film backing to expose
    heat-sensitive indicators sealed under transparent heat- the adhesive . Press the Tempilabel firmly to the desired
    resistant "windows ." (See Figure A8-2-1 .) work surface . No special treatment to the work surface is
    necessary although it should be clean to obtain maximum_
    The centers of the indicator circles turn black at the tem- contact and adhesion .
    perature rating shown on the label . The color changes
    are irreversible and provide a temperature history of the Sample of product and listing of one of several series
    surface being monitored . The Tempilabel can be removed available is shown as Figure A8-2-1 . Tempilabels are sold
    and attached to a service record to provide a permanent at nominal cost for a minimum order of 10.
    service history .

    Part No. Temperature Ratings

    4A-100 100 110 120 130°F


    4A-110 110 120 130 140
    4A-120 120 130 140 150
    4A-130 130 140 150 160
    4A-140 140 150 160 170
    4A-150 150 160 170 180
    4A-160 160 170 180 190
    4A-170 170 180 190 200
    4A-180 180 190 200 210
    4A-190 190 200 210 220
    4A-200 200 210 220 230
    4A-210 210 220 230 240
    Series AA/4A/4B/4C-Tempilabel® 4A-220 220 230 240 250
    4A-230 230 240 250 260
    4A-240 240 250 260 270
    4A-250 250 260 270 280
    NOTE: ACTUAL DIMENSIONS ARE 4A-260 260 270 280 290
    1-3/4-INCHES LONG AND 4A-270 270 280 290 300
    7/8-INCH HIGH.
    THE INDICATING WINDOW IS
    7/32-INCH IN DIAMETER . .

    Figure A8-2-1- Typical Tempilabel Series FOR FURTHER INFORMATION :

    TEMPIL COMPANY
    HAMILTON BOULEVARD
    SOUTH PLAINFIELD, NEW JERSEY
    07080
    (201)757-8300
    APPENDIX 8-3

    GEARED ROAD SPEED


    DETERMINATION
    Geared road speed is the maximum theoretical speed of or may not have enough horsepower to attain this speed.
    a vehicle based on engine RPM, transmission and axle To determine geared road speed the formula is as follows :
    gear ratios, and tire size. In actual use the vehicle may

    RPM x 60
    GEARED ROAD SPEED =
    R x, M
    RPM = Engine speed at selected Net Horsepower. (To determine maximum geared road speed use engine
    RPM where maximum horsepower is developed .)
    R = Ratio. Transmission gear x axle ratio = R
    M = Tire revolutions per mile.
    Example : A truck with 8-19.5 tires (613 revolutions per mile) . 5.83 axle ratio, 4.8 liter (292) engine (3,400
    RPM) NOTE: See the Wheel and Tire section of this manual for
    3,400 x 60 = 204,000 = 57 MPH typical motor home tire revolutions per mile .
    Nonlisted tire size revolutions per mile can be ob-
    5.83 x 613 3,574 tained from local tire dealer catalogs.

    AUTOMATIC
    Model & 350 400 475 700R4 41_80E
    RPO Number MXI MXI MXI MXI
    Torque Lock- Break- Lock- Break- Lock- Break- Lock- Break- Lock- Break-
    Converter up away up away up away up away up away
    First 2.52 5.29 2.48 5.70 2.48 5.46 3.06 6 .73 5.21 2.48
    Second 1 .52 3.19 1 .48 3.40 1 .48 3.26 1 .63 3.58 3 .11 1 .48
    Gear Third 1 .00 2.10 1 .00 2.30 1 .00 2.20 1 .00 2.20 2.10 1 .00
    Ratios Fourth - - - - - - .70 1 .50 1 .58 0.75
    Reverse 1 .94 4.07 2.10 4.83 2.10 4.62 ' 2.29 5.03 4:37 2 .08

    Figure A8-3-1

    NOTE : Typical class A motor home will be equipped with


    a model 475 transmission . Typical Class C will be
    equipped with a 350 transmission thru 1990-1991
    up both will have the 4L80E transmission .

    As shown in the above chart, the breakaway ratio includes


    the transmission torque converter ratio . For example : In
    the 475 transmission, the mechanical first speed gearing
    is 2.48 to 1 times the torque multiplication of the torque
    converter ratio of 2.20 to 1, which equals the breakaway
    ratio of 5.46 . Breakaway is shown in third gear primarily
    to show converter ratio . Third gear at normal road speeds
    can be considered a 1 to 1 ratio.

    NOTE: For best engine life and economy, an engine


    should cruise at a continuous 80 to 90 percent of
    rated RPM. Shift points at rated RPM are ac- Figure A8-3-2 - Engine Speed vs. Rated
    ceptable. (See Figure A8-3-2 .) Life Expectancy
    8-13
    APPENDIX 8-4

    CHECKING GEAR RATIOS SINGLE


    DRIVE AXLES
    The method outlined below may be used whenever it is desirable to check or verify the gear ratio of a rear axle .
    Two-speed axles may be checked by repeating the procedure in both high and low axle ratios.

    1 . Jack up a drive wheel on one side of the vehicle . Shift When only one drive wheel is free to turn, the action of
    the transmission into NEUTRAL . the differential gear assembly requires that the drive wheel
    be given two complete revolutions to obtain the proper
    2. Mark the pinion flange or yoke of the drive unit at some gear ratio by this method .
    convenient reference point . Mark the tire of the drive
    wheel that is off the ground . Turn this drive wheel two You could expect 4 .10, 4 .56 or 4 .88 as typical Class A or
    complete revolutions noting the number of revolutions C motor home axle ratios .
    of the marked pinion flange or yoke. The number of
    revolutions of the pinion flange or yoke indicates the NOTE: See the Wheel and Tire section of this manual
    gear ratio of this axle. For example : for typical motor home tire revolutions per mile .
    Non-listed tire size revolutions per mile can be
    Two revolutions of the drive wheel and 7-2/3 (7.66) rev- obtained from local tire dealer catalogs.
    olutions of the flange or yoke mean the gear ratio of this
    axle is 7.66 :1 .
    APPENDIX A

    DRIVE BELTS AND TENSION


    SPECIFICATIONS
    Proper care and maintenance of drive belts is an important FABRIC RUPTURE
    part of good engine maintenance . Proper belt tension and A fabric rupture (View 2) can be caused by operating a
    the condition of the pulley grooves are of primary concern. belt over a badly worn pulley, by too much tension which
    forces the belt down into the groove, or by foreign objects
    Since belts and pulleys wear with use, look at all frictional falling into the pulley groove while the drive is operating .
    surface areas for signs of wear. Normal wear can be rec-
    ognized as even wear, both on the belt and the grooves
    of the pulley . It is the unusual signs of wear that indicate
    some corrective action is necessary.
    COVER TEAR
    When checking ; remember that failed or partially failed A tear in the cover of a belt (View 3) is normally a result
    belts shown to be defective may have been damaged by of the belt accidentally coming into contact with some part
    a bad pulley, a misaligned drive or by some faulty me- of the application . It is no fault ofthe belt or its construction .
    chanical component .
    Cover tears are usually caused by belts running too
    UNUSUAL WEAR CONDITIONS loosely allowing them to "throw-out" centrifugally and rub
    other parts of the application . Proper belt tension will pre-
    vent this from happening.
    VIEW 1 NOTE : A slight raveling of the belt covering at the splice
    BASE
    CRACKING location does not indicate imminent belt failure .
    Simply cut off loose raveling .
    VIEW 2
    FABRIC
    RUPTURE

    VIEW 3 ALI
    COVER SLIP BURN
    TEAR
    This belt (View 4) was ruined by operating too loosely .
    The belt slipped under load. And when it finally grabbed,
    VIEW 4
    SLIP it snapped .
    BURN
    Proper belt tension would have avoided this failure .
    VIEW 5
    GOUGED
    EDGE

    VIEW 6 GOUGED EDGE


    WORN A gouged edge in a belt (View 5) can be caused by a
    SIDES
    damaged pulley or interference with some part of the
    application .

    Check the condition of the pulley . Make sure the belt does
    not rub on any part of the application while operating .
    BASE CRACKING
    Excessive cross-checking (View 1) extending into the rub-
    ber on the base of a belt and showing little or no side
    wear indicates that it must be replaced . Small cracks only WORN SIDES
    in the cover material do not indicate belt failure .
    Badly worn belt sides (View 6) result from long operation
    If the belt fails after three or four seasons of use, the belt without enough tension . The sides will be worn and slightly
    should not be classified as being defective . However, if burned around the entire circumference .
    the base of the belt also shows cross-checking, the belt
    has been exposed to weather to the extent that the inner Check for proper belt tension . Also check the pulleys for
    fabric is beginning to rot . incorrect alignment .
    APPENDIX A

    DRIVE BELTS AND TENSION


    SPECIFICATIONS (Cont'd)
    DEFECTIVE BELTS BELT INSTALLATION
    EXCESSIVE STRETCH Use the following procedure when installing new belts:
    A belt that stretches excessively is one that stretches
    1 . Move the belt tension adjustment to the position where
    beyond the adjustment provided to take up normal belt
    it provides the most slack . In some cases it may be
    stretch .
    necessary to remove the accessory to install the belt.

    2 . Examine pulleys for chips, cracks, bent sidewalls, rust,


    corrosion or other damage.
    LUMPY BELTS
    Lumpy belts usually occur and are more noticeable on 3. Check pulley alignment.
    variable speed drives and other high-speed belt installa-
    tions. The result is excessive vibration . If belts are not 4. Place belts in the pulley grooves by hand.
    relieved of tension while the engine or vehicle is stored,
    they will often cause temporary vibration upon start-up.
    Give them time to straighten out . NOTE: Never pry or force a belt onto the pulley with a
    screwdriver,"crowbar, wedge, etc ., since both belt
    and drive can be damaged .

    INTERNAL CORD FAILURE


    Failure of one or more of the internal tension cords will BELT REPLACEMENT
    result in the belt rolling out of the pulley groove. Cords Here are a few service tips for replacing belts.
    can be broken by prying the belt over the pulley .
    Replace Belts In Matched Sets
    Never replace just one belt on a 2-groove, single pulley
    IMPROPER LENGTH setup.
    It is possible that an improper length belt could accidently
    be installed on an engine . Always check to be certain that Never install only one belt from a different set of matched
    the belt length is correct before the belt is installed . belts . Install a complete, matched belt set .

    A.I .R . PUMP
    BELT LASH-UP CONFIGURATIONS
    A.I .R. PUMP
    (NA5 ONLY) 1985 1/2 - CURRENT (NA5 ONLY)

    POWER STEERING
    PUMP

    A.I .R. PUMP


    CRANKSHAFT
    3RD TRACK "
    454 WITH FACTORY 454 WITHOUT
    AIR CONDITIONING AIR CONDITIONING
    NOT E: 1990 THRU 1994 - A .I .R . PUMPS WERE ELIMINATED
    A-2
    APPENDIX A

    DRIVE BELTS AND TENSION


    SPECIFICATIONS (Cont'd)
    Check Condition Of Pulleys ALL V8 ENGINES EXCEPT DIESEL
    Always check the condition of pulleys before replacing
    belts. Inspect the pulleys for chips, cracks, bent sidewalls, Generator 50 Lb. Adjust to 75 ± 5 Lbs . Used
    rust, corrosion, etc . Replace any pulleys found to be A.I .R . Pump Min . Adjust to 125 ± 5 Lbs. New
    defective . P/S Pump
    A/C Compressor 65 Lb. Adjust to 95 ± 5 Lbs. Used
    Check Pulley Alignment Min. Adjust to 140 ± 5 Lbs . New
    Misaligned pulleys result in shortened belt life. Check the 6.2L - V8 DIESEL
    alignment between pulleys as follows :
    Generator 70 Lb . Adjust to 75 ± 5 Lbs. Used
    1 . Position a straightedge or cord line to touch both pul- P/S Pump Min. Adjust to 110-140 Lbs. New
    leys at all points . The shafts must be parallel .
    A/C Compressor 80 Lb. Adjust to 90 ± 5 Lbs. Used
    2. Rotate each pulley a half revolution and note whether Min. Adjust to 135-165 Lbs. New
    the contact of either pulley with the straightedge or BELT TENSION CHART
    cord line is disturbed . If so, this indicates a bent shaft
    or warped pulley .
    New drive belts will stretch after the first few hours of
    operation . Run the engine for 15 second's to seat the belts,
    then check belt tension again . Retighten fan drive, pump
    drive and battery-charging generator drive belts after 1/2
    hour or 15 miles and again after 8 hours or 240 miles of
    operation . Thereafter, check the tension of the drive belts
    every 200 hours or 6,000 miles and adjust them if nec-
    essary . Belt tension tools are available from several tool
    manufacturers, as listed below:

    No. BT-7825
    Borroughs Tool and Equipment Company
    2429 North Burdick Street
    BELT TENSION ADJUSTMENT Kalamazoo, Michigan 49007-1897
    To carry their full load, belts must grip the entire area of
    contact with the pulley . When operated too loosely, belts No. 91107
    can slip, heat, burn, or grab and snap. More belts fail from Gates Rubber Company
    undertightening than from overtightening . 999 South Broadway
    Denver, Colorado 80217
    When operated -too tightly, belts can damage the engine
    by causing side loading on the crankshaft, crankshaft
    bearings, and accessory bearings. Excess tension also
    stretches and weakens belts.

    Proper Belt Tension (V-Belts) : When installing V-belts,


    keep the following in mind :

    Adjust the belt tension so that a firm push with the thumb No.J-23600
    at a point midway between two pulleys will depress the Kent Moore Tool Division
    belt no more than 1/4 inch (Chevrolet engine) . If a V-belt 28635 Mound Road
    tension gage is available, adjust the belt tension as out- Warren, Michigan 48092
    lined in the belt tension chart which follows . NOTE: J23600B -
    Similar to
    NOTE : When installing or adjusting accessory drive Borroughs Gage.
    belts, be sure the bolts in the accessory adjusting
    pivot point and in the adjusting slot are tightened
    properly.
    APPENDIX A

    DRIVE BELTS AND TENSION


    SPECIFICATIONS (Cont'd)
    APPLICATION CHART- BELTS & HOSES
    for P-30(32) Series Motor Home with 454 CID Engine Year Remarks GM Part No.
    Radiator Hose
    Year Remarks GM Part No.
    73-81 Upper Hose
    Fan Belt, Generator Belt Vertical Radiator
    1979-85 9433752 350 Engine 6259952
    1 1/2 ID Ident 6259952
    19851/2 Poly V, 6 Rib 14087540
    to 55.98 inches (Production No. 73-81 Upper Hose
    1989 (1422 .0 mm) & Service No.) Vertical Radiator
    454 Engine 6259953
    1990 (1340 mm) 10085787 - 1 1/2 ID Ident 6259953
    1982 Upper Hose
    Power Steering Pump Belt to Horizontal Radiator 14049401
    Current 454 Engine 15599363
    1979-85 Without A/C 9433745 Varies by Model & Option
    19851/2 Without A/C 14087507 1983 Upper Hose
    to .47 inch x 45.5 inches (Production No.) Horizontal Radiator 15595586
    Current 10034695 1984 6.2 Diesel 14049497
    (Service No.) Varies by Model & Option
    19851/2 With A/C, Hi Ride 14082454
    to 3/8 inch x 41 inches (Production No.) 1985 Upper Hose 14049401
    Current GM Code : XL 9433735 454 Engine H4D
    (Service No.)

    85-89 Upper Hose 15599363


    A.I.R. Pump Belt 454 Engine H5D
    19851/2 With and Without A/C 14092344
    to All Federal Jobs, Hi Ride (Production No.) 90-94 Upper Hose 15638164
    1989 .47 inch x 45.00 inches 10034695
    GM Code: CNA (Service No .) 454 Engine H5D

    73-81 Lower Hose


    Air Conditioning Belt (GM-ARA) Vertical Radiator 350 and
    454 Engine 343414
    19851/2 Hi Ride 15598439 1 3/4 ID Ident 343414
    to 3/8 inch x 60.5 inches (Production No.)
    Current GM Code: GA 14033869 1982 Lower Hose
    (Service No.) Horizontal Radiator
    350 Engine 343414
    Same as 73-81
    DO NOT USE BELT DRESSING Vertical Radiator
    Belt dressing is not recommended for belts at any time.
    Most dressings contain chemicals which tend to soften 1982 Lower Hose
    belts . While this softening process does increase the fric- to Horizontal Radiator
    tion between the belt and pulley grooves, the result is only 1984 454 Engine 14049500
    temporary.
    1982 Lower Hose
    BELT CLEANING INSTRUCTIONS to Horizontal Radiator 15595587
    Current 6.2 Diesel 14042372
    Remove all grease and oil as quickly as possible before
    they can penetrate the belt and cause deterioration . 4.54 Gas 14049500

    A-4
    APPENDIX B

    PREPARING THE MOTOR HOME


    FOR STORAGE
    Special consideration may be required when conditions Gasoline Engines Only - After the oil has been re-
    of high humidity, extreme temperatures or outdoor storage placed, remove air cleaner and pour 1/2 to 1 pint of 10W
    are encountered. Local experience will dictate any Addi- or lighter oil into carburetor air intake with engine running .
    tional protective measures for such conditions. Pour slowly at first, then rapidly using last quarter to stall
    engine . Replace air cleaner .
    Check battery/batteries and inspect test hydrometer on
    Delco Freedom or maintenance-free batteries and REACTIVATING VEHICLE AFTER
    charge if green dot is not visible to avoid freezing and EXTENDED STORAGE
    deterioration . Both battery cables should be discon- " Check oil and fluid levels and replenish as necessary
    nected at the battery/batteries to prevent gradual dis- in the following components: engine, radiator, crank-
    charge, and the possibility of fire due to short circuits. case, transmission and differential. Check gasoline
    On conventional batteries, check electrolyte specific supply . If the vehicle is equipped with air conditioning,
    gravity and charge if below 1 .255. (See Battery Main- refer to the procedure which follows below.
    tenance During Vehicle Storage section of this
    Appendix .) " Check under hood and under vehicle for nesting crea-
    tures and evidence of leakage of oils or fluids or physical
    " Prior to storage, fill tank/tanks, add fuel stabilizer, damage .
    run engine and generator to insure stabilized fuel is
    circulated throughout the complete fuel system. " Inflate tires to recommended pressure.
    " Keep chassis windows closed . Make sure all covers
    are in place . Clean battery end of cables and install fully charged
    battery .
    " Avoid trees in parking area to eliminate potential dam-
    age from tree sap or bird droppings . Remove high weed Lubricate chassis suspension and steering
    growth which affects paint by attracting insects or caus- components .
    ing stains .
    " Rinse, wash and wipe horizontal surfaces of motor " Check brake operation and fluid level . Bleed and adjust
    home at least once per week when stored outside to brakes if necessary .
    remove accumulations which settle on flat surfaces .
    Remove spark plugs and clean and gap (gasoline
    " Leave parking brake in "OFF" position . engines) .

    " Unit should be parked on level surface or with front of " Check and clean carburetor air filter assembly .
    chassis higher than rear if level surfaces are not avail-
    able ._ This is to prevent gasoline draining into engine IF VEHICLE IS EQUIPPED WITH AIR
    over a long period causing possible damage to engine
    by "hydrostatic lock" when started . CONDITIONING
    " Disconnect the compressor clutch wires before at-
    " Check engine coolant and, if necessary, increase tempting to start vehicle .
    antifreeze .
    " Check to see if compressor hub and clutch driver can
    Check and secure all caps to prevent water, snow and be turned by hand. If not, the unit should be broken
    dirt from entering engine. loose by manually turning the shaft with a wrench on
    the shaft lockout on the clutch driver plate . A few "rock-
    Check and keep tires inflated to recommended tire ing" turns should be sufficient so that the shaft can be
    pressure.
    turned by hand.
    Remove windshield wiper arms and blades and store
    in vehicle . *Reconnect coil wires and check belt tension . Run
    engine with air conditioning on for a minute or two to
    Start and run engine until completely warm . Drain en- reseal system .
    gine oil and replace filter element, refill with fresh oil . If
    vehicle is equipped with air conditioning, the unit should Check the refrigerant . This can be done by checking
    be operated during this final engine warm-up to lubri- for air bubbles in the sight glass on the top of the re-
    cate compressor seal . ceiver-dehydrator (on vehicles so equipped) .
    APPENDIX B

    PREPARIN G THE MOTOR HOME


    FOR STORAGE (Cont1d)
    BATTERY MAINTENANCE DURING VEHICLE information in the Engine Electrical System section of this
    STORAGE manual .)
    Parasitic loads (drains) from the radio, clock, ECM, cour-
    tesy lights, and other accessories will discharge batteries Disconnected batteries will also self-discharge, especially
    in vehicles not used for an extended period of time, or in higher ambient temperatures ; therefore, even discon-
    especially during vehicle storage . Provisions to maintain nected batteries should be checked for a "green dot"
    a proper state of charge of batteries in these vehicles is every four months and recharged if necessary.
    necessary . The discharged batteries can freeze at tem-
    peratures as high as 32°F, resulting in permanent dam-
    In addition, any electrical connections or fuses removed
    age . Other permanent damage may also result to batteries
    or disconnected to reduce parasitic loads should be rein-
    allowed to stand discharged for extended periods .
    stalled or connected prior to reactivating the vehicle after
    extended storage .
    To alleviate battery discharge, the negative battery cable
    should be disconnected on vehicles which are not going
    to be in service within a 20-day period. If this is not pos- NOTE: The ignition switch must be OFF when connecting
    sible, batteries should be checked every 20-45 days, and the battery cables or a battery charger . Failure to
    recharged if necessary. If the "green dot" of the battery do so may overload or damage the ECM or other
    is not visible, then the battery must be recharged . (Check electronic components from voltage spikes which
    the battery maintenance and inspection procedures can occur during these operations.
    APPENDIX C

    NUT AND BOLT IDENTIFICATION


    The following is presented as an aid to the motor home When the bearing surfaces of a nut and bolt touch the
    owner in understanding some of the problems of threaded workpieces that are being fastened together, friction is
    fasteners, as well as to provide information to make better, generated in two places ; (1 .) at the flanks of the threads
    safer and more permanent repairs . on the bolt and nut and, (2.) at the point of contact of the
    nut or bolt head and the workpiece . About 40 percent of
    " Every mechanic knows from experience that any nut or the torque (or twisting force) applied to a nut or bolt being
    bolt can be overtightened to the point of failure . Few tightened is expended oveacoming thread friction while 50
    realize that nuts and bolts can also fail or break in percent of the torque input is lost to friction between the
    service if not tightened enough . nut and the workpiece . This leaves 10 percent of the
    torque applied to new unlubricated nuts and bolts being
    " Loose nuts result from using the wrong grade bolt as available for bolt stretch or clamping force .
    often as from undertightening .
    " In critical applications, standard threaded nuts used
    more than once can cause failure of the bolts they are
    installed on. WASHER APPLICATIONS
    Two of the most important parts of a well-engineered bolt
    " There is a right way and a wrong way to install a flat are the washer face and the fillet where the shank of the
    washer on a bolt. An improperly installed flat washer bolt joins the head of the bolt.
    can cause bolt failure. (See NOTE in Washer Appli-
    cations section of this Appendix .) WASHER FACE - The washer face is the raised portion
    of the head that contacts the workpiece . The washer sur-
    FORCES ACTING ON NUTS AND BOLTS face keeps the hex points of the bolt head from digging
    To understand some of the problems of threaded fas- into the workpiece and increasing the installation torque.
    teners, it is necessary to understand several factors con- This prevents a false torque wrench reading which would
    cerning the forces that act upon nuts and bolts as well as result in an undertightened bolt . The washer surface of
    the properties of the materials nuts and bolts are made the bolt has the same area as the bearing surface of the
    from. nut so that friction or torque will be equal whether the nut
    or bolt is actually being tightened .
    TENSION - One of the basic forces acting upon a nut
    and bolt is tension . Under tension, all grades of steel bolts FILLET - The fillet is the small radius or curve between
    will stretch . Up to a point (called the "yield point'), this the side of the shank and the washer face of the bolt. The
    stretching is not permanent and the bolt will return to its purpose of the fillet is to reduce concentrations of stress
    original dimensions once the tension has been removed . where the bolt head and the shank of the bolt meet. A
    If the load is great enough to cause the bolt to stretch deep "scratch" in the fillet area could weaken the bolt to
    2/10 of one percent of its original length, the stretching the point of causing the bolt head to break off under ten-
    will become permanent . sion. One possible cause to this type of problem is the
    sharp edge of a drilled hole which digs into the fillet be-
    TENSILE STRENGTH - Once the yield point of a bolt neath the bolt head. As the sharp edge digs into the fillet,
    has been exceeded, the bolt will continue to support a small crack results which progresses to actual bolt fail-
    increasing loads but it will also stretch rapidly and ure when full tension is applied . The solution to this prob-
    permanently until the tension load equals the tensile lem is to protect the fillet either by slightly countersinking
    strength. Tensile strength determines the point at which the drilled hole to remove any sharp edge or by using a
    a bolt will break . flat washer under the bolt head.

    PROOF LOAD - Successful applications of nuts and


    bolts are achieved when the tension in the bolt comes as
    close as practical to the yield point without exceeding that
    point. This tension is called the "proof load"' and is the NOTE: There is a "right way" as well as a "wrong way"
    maximum load the bolt can support . to install a flat washer . As part of the stamping
    process in making flat washers, every washer has
    TORQUE OR TORSION - It would be extremely con- both a "sharp" side and a slightly "rounded" side .
    venient if the tension or clamping force of a bolt could be Before using a flat washer, examine the washer
    measured directly "in the field," however, this direct mea- closely to identify which side is sharp and which
    surement cannot be accomplished successfully . The mea- is slightly rounded . The rounded side must AL-
    surement must be made indirectly using another force that WAYS be placed next to the bolt head while the
    acts upon nuts and bolts. This force is referred to as sharp side must be placed against the surface of
    torsion or torque . Torque is the twisting force that is ap- the workpiece . Failure to position a washer in this
    plied to the nut and bolt during tightening . manner defeats the purpose of the flat washer .
    A-7
    APPENDIX .C

    NUT AND BOLT IDENTIFICATION


    (Cont1d)
    NUT AND BOLT FAILURE viding that the stretch does not exceed 2/10 percent of
    Perhaps the most common cause of bolt failure is the use the grip length of the bolt, the bolt will return to its previous
    of too low a grade of bolt for the application . For example ; length when the load is relaxed . However, the ability of
    a bolt that has a yield strength too low for the forces being heat-treated bolts to withstand repeated stretching and
    applied will stretch permanently and when the equipment relaxing is limited. Continuous stretching of a heat-treated
    is shut-down and the load on the bolt relaxes, the result bolt causes tiny cracks to form at areas where stress is
    appears to be a loose nut . A service technician who spots concentrated . These areas can be at the root of the
    the loose nut is going to tighten it; however, in this case threads, at the fillet under the head of the bolt, or anywhere
    tightening the nut and bolt will not solve the problem . there is a surface flaw such as a nick or scratch . In time,
    When the equipment is started and the load is reapplied, these cracks will widen and the bolt will fail.
    the bolt will stretch again. The next time the load relaxes,
    the nut will again be loosened . Again the service techni- FATIGUE FAILURES
    cian will tighten the nut although this time the technician Bolts must be tightened properly to eliminate repetitive
    will probably apply additional force. If the bolt breaks, as stretching problems. Correct torque must be applied so
    it usually does, it is replaced with the same grade of bolt that the clamping force that is generated is greater than
    as the original and the process repeats itself . any load the fastened workpieces would be subjected to.
    Correct torque ensures that a bolt is properly "pre-
    There are several ways to avoid this cycle from occuring. loaded ." A pre-loaded bolt does not continually stretch
    They are : and spring back, or is not subject to fatigue and/or failure .
    1 . Drill out the hole and replace the original bolt with one Fatigue failures can also be caused by undertightening or
    of the same grade having a larger diameter. reusing nuts and bolts in critical applications. The nut is
    perhaps the most dangerous fastener to use more than
    2. Use a higher grade bolt than the original . one time. The reason for this is that standard nuts have
    to be made softer than the bolts they match . Failure occurs
    3 . In some cases, it may be possible to substitute a fine- because the threads of a new nut become slightly (but
    thread nut and bolt for a coarse-thread nut and bolt of permanently) compressed when tightened the first time.
    the same grade and diameter. Fine-thread bolts tend This is referred to as the nut being "plastically" deformed.
    to be about 10 percent stronger than their coarse- The second time the nut is used, the threads grip the bolt
    thread counterparts . a little "tighter" using more of the applied torque to over-
    come thread friction and less of the torque to clamping
    Just as important as using the correct grade nut and bolt force . Each time the nut is reused it loses more of its
    for a job is the necessity for the nut, bolt and washer to clamping power . The result is the same as an under-
    be matched to each other. If a low-grade nut is used with tightened assembly even though a service technician
    a high-grade bolt, it is very likely that the threads of the were to follow a torque chart and use a torque wrench .
    nut will either "strip out or freeze" to the bolt before the
    proper torque can be achieved . A soft flat washer used In some cases, nuts that have been reused as few as five
    with a high-strength bolt and matching nut will have a times have been shown to be capable of only 57 percent
    tendency to compress or "brinnel" under specified torque of their original clamping force . Such a loss of pre-load
    settings . This situation reduces the bolt's tension and would not only allow parts to shift out of alignment, it could
    makes it subject to fatigue failure . A hardened washer is also encourage fatigue failure .
    heat treated and "file hard."
    HEAT-TREATED BOLT - Bolts of Grade 5 and higher In vibration areas, any condition that prevents a bolt from
    are heat treated for greater strength. When these bolts being properly pre-loaded or that causes the pre-load to
    are used in areas of vibration, extra care must be taken deteriorate will activate fatigue failure . Quite often the in-
    to be certain they are properly installed and tightened to itial tension is lost due to gasket compression, soft wash-
    avoid fatigue failure . ers, "mushing out," etc .

    If a heat-treated bolt is installed without being tightened TORQUE WRENCH APPLICATION


    to its design torque (i .e., undertightened), the operational "DO NOT LUBRICATE" should become a common prac-
    loads placed on the bolt (vibration, shock or impact) will tice when using a torque wrench and standard torque
    exceed the clamping force applied using a wrench . Any tables . All torque chart values are valid only for clean, dry
    shock or vibrational load above the yield point of the bolt threads on new nuts and bolts unless otherwise called for
    will cause the bolt to stretch and relax like a spring . Pro- in specific shop manual applications.
    APPENDIX C

    NUT AND BOLT IDENTIFICATION


    (Cont'd)
    The reason for this is that any sort of lubrication cuts Nuts are available in three standard grades as follows :
    thread friction which allows more of the tightening torque
    to be converted to clamping force than has been ac- 1 . S .A .E . GRADE 2 - These are square nuts and are
    counted for in the torque chart. True DRY threads seldom used in some basic farm machinery, construction and
    exist as there are degrees of "oiliness" of different thread industrial machines . They are usually quite bulky and
    lubricants . If oiled threads or anti-sieze compounds are do not contain the quality of steel used in automotive
    called for in a shop manual application, the manual will nuts.
    also call out a specific torque value for the area discussed .
    A manual might ask for a 10 percent reduction of torque 2. S .A .E GRADE 5 (GM-286M) - These nuts are made
    when engine oil is a lubricant to as high as a 40 percent of medium carbon steel and are not marked . They may
    reduction of torque from the normal torque chart values be plain steel or zinc coated and are used on bolts up
    when an anti-sieze compound is used. through S.A.E . Grade 5 or GM-280M bolts .
    A new torque method is being used in certain shop manual 3. S.A.E . GRADE 8 (GM-301 M) - These nuts are made
    applications which is called a torque turn technique . Using of medium carbon steel that is heat treated and
    this method, the bolt is torqued to a very low setting which quenched . They are marked with three (3) dots equally
    is easy to obtain. Friction of the bolt head and/or dirt in spaced around the top surface of the nut . GM-301 M
    the threads are of little consequence as this method is nuts are made of special steel and are identified by a
    essentially a "snugging" process . After "snugged" to the copper flash or yellow chromate finish . Thick nuts such
    light torque value called for, the shop manual will call for as those used on spring U-bolts are also special nuts
    an additional 90 degree turn, or some specific number of that should not be substituted .
    degrees . Using elaborate measuring procedures, GM En-
    gineering has determined that a service technician can, NOTE : S.A.E. GRADE 6 & 7 and GM-290M bolts are
    arrive at a near ideal amount of bolt stretch for the given production-only parts and not carried by GM
    bolt size and application and an ideal clamp load of the parts . If a replacement is needed, use Grade 8.
    workpieces.
    SERVICE TIPS
    STANDARDS FOR NUT AND BOLT GRADES Some important points to observe are as follows :
    The basic standards for nut and bolt grades were estab-
    lished by the Society of Automotive Engineers (S.A.E.). " Always consult the appropriate shop manual for a given
    General Motors has a corresponding rating system . bolt torque as the first torque preference. The following
    torque charts are helpful for non-listed bolts.
    There are four basic grades of bolts used in assembly
    today . They are as follows : USE A TORQUE WRENCH . Hand tightening is simply
    a guessing game. An impact wrench (rattle gun) is more
    1 . S .A .E. GRADE 1, 2, 3, & 4 (GM-260M) -All have un- of a guessing game than hand tightening .
    marked bolt heads and are not heat treated .
    " Never replace a bolt with one of a lesser grade than
    2. S .A .E . GRADE 5 (GM-280M) -All have three (3) lines the original .
    on the bolt head dividing the head into three equal
    parts . These bolts are carbon steel with rolled heads, " Do not exceed the nut or bolt torque listed on the charts
    quenched and tempered in oil or water. for the grade and size bolt being used.

    3. S.A.E . GRADE 6 & 7 (GM-290M) - All have four (4) Use lubricant on the bolt threads and/or head bearing
    or five (5) lines on the bolt head which divide this head surface ONLY when called for in the service manual .
    into quarters or fifths.: These bolts are medium carbon
    alloy steel with rolled heads, heat treated, quenched " Avoid using an impact wrench (rattle gun) to apply
    in oil and drawn. torque values to any nut or bolt. (NOTE: Some factory
    assembly line rattle guns can be used as they are gen-
    4. S .A.E . GRADE 8 (GM300M) -- All have six (6) marks erally used in a specific application and torque accuracy
    on the bolt head equally spaced around the top . These is checked each shift.) If an impact wrench is used on
    bolts are made from carbon alloy steel, heat treated, torque prevailing nuts and bolts (nylon washer, strip or
    oil quenched and temper drawn at 800 degrees patch), . it is recommended that the fasteners be re-
    Fahrenheit . placed, due to the abuse of the impact gun .

    A-9
    APPENDIX C

    NUT AND BOLT IDENTIFICATION


    (Cont'd)
    Common metric fastener strength property classes are than the actual grade (i.e. grade 7 bolt will exhibit 5 em-
    9 .8 and 10.9 with the class identification embossed on bossed lines on the bolt head). Some metric nuts will be
    the head of each bolt . Customary (inch) strength classes marked with single-digit strength identification numbers
    range from grade 2 to 8 with line identification embossed on the nut face. The following figure illustrates the different
    on each bolt head. Markings correspond to two lines less strength markings.

    NUT AND BOLT IDENTIFICATION

    GRADE 2 GRADE 5 GRADE 7 GRADE 8


    (GM 260-M) (GM 280-M) (GM 290-M) (GM 300-M)

    Customary (inch) bolts - Identification marks correspond to bolt


    strength- Increasing numbers represent increasing strength.

    Metric Bolts - Identification class numbers correspond to bolt


    strength - Increasing numbers represent increasing strength.

    MANUFACTURERS NUT STRENGTH


    IDENTIFICATION IDENTIFICATION
    POSIDRIV
    SCREW HEAD

    IDENTIFICATION MARKS (4)


    APPENDIX C

    NUT AND BOLT IDENTIFICATION


    (Cont'd)
    STANDARD CAPSCREW MARKINGS AND TORQUE
    Current Usage Much Used Much Used Used at Times Used at Times
    Minimum Tensile To 1/2-69,000 [476] To 3/4-120,000 [827] To 5/8-140,000 [965] 150,000 [1,034]
    Strength PSI To 3/4-64,000 [421] To 1-115,000 [793] To 3/4-133,000 [917]
    MPa To 1-55,000 13791
    Quality of Material Indeterminate Minimum Medium Best Commercial
    Commercial Commercial
    SAE Grade 1 or 2 5 6 or 7 8
    Number
    Capscrew Head Markings -
    Manufacturer's r 6 '=
    .- 1
    marks may vary
    are all SAE
    Grade 5 (3 lines) 7
    Y (GM280) (GM290) (GM300)
    Capscrew Body Torque Torque Torque Torque
    Size (Inches) - Ft.-Lb. [N"m] Ft.-Lb. [N"m] Ft.-Lb. [N"m] Ft.-Lb. [N"m]
    (Thread)
    1/4 -20 5 [7] 8 [ill 10 [141 12 [161
    -28 6 [8] 10 [14] 14 [191
    5/16-18 11 [15] 17 [231 19 [26] 24 [331
    -24 13 [18] 19 [26] 27 [37]
    3/8 -16 18 [24] 31 [42] 34 [46] 44 [60]
    -24 20 [271 35 [47] 49 [66]
    7/16-14 28 [38] 49 [66] 55 [75] 70 [95]
    -20 30 [411 55 [751 78 [1061
    1/2 -13 39 [53] 75 [102] 85 [115] 105 [142]
    -20 41 [56] 85 [1151 120 [1631
    9/16-12 51 [69] 110 [149] 120 [163] 155 [210]
    -18 55 [75] 120(1631 170 [231]
    5/8 - 11 83 [113] 150 [203] 167 [226] 210 [285]
    -18 95 [129] 170 [231] 240 [325]
    3/4 -10 105 [1421 270 [366] 280 [380] 375 [5081
    -16 115 [156] 295 [400] 420 [569]
    7/8 - 9 160 [2171 395 [5361 440 [5971 605 [8201
    -14 175 [237] 435 [590] 675 [915]
    1 - 8 235 [319] 590(8001 660 [8951 910 [12341
    -14 250 [339] 660 [895] 990 [1342]
    1 . Always use the torque values listed above when definite specifications are not available .
    Note: Do not use standard values in place of those specified for the above engine groups. Special attention should be
    observed in case of SAE Grade 6, 7 and 8 capscrews . Refer to applicable Shop Manual .
    2. The above is based on use of clean and dry threads .
    3. Reduce torque by 10% when engine oil is used as a lubricant .
    4. Reduce torque to 20% if new plated capscrews are used.
    CAUTION : CAPSCREWS THREADED INTO ALUMINUM MAY REQUIRE REDUCTIONS IN TORQUE OF 30% OR MORE,
    UNLESS INSERTS ARE USED.
    APPENDIX C

    NUT AND BOLT IDENTIFICATION


    (Cont'd)
    METRIC TORQUE CHART- NEWTON-METERS **
    Metric Bolt Grade

    Bolt Diame - -
    Metric Inch

    ' Torque Newton-meter

    M5 .197 3 .2 4.4 5.5 7 .2 8.8 . 12.1 13 .2

    M6 .236 5.5 7.7 8.8 12.1 15.4 19.8 23.1

    M7 .276 8.8 12.1 1 5.4 21 .9 26.4 30.3 38.5

    M8 .315 13.2 17.6. 22 .0 29.7 37.4 48.4 55.0

    M10 .394 25.3 35.2 40 .4 60.5 77.0 93.5 110 .0

    M12 .472 44 .0 61 .6 77.0 104.5 132.0 165 .0 198 .0

    M14 .551 7 1 .5 99.0 121 .0 132.0 209 .0 264 .0 308 .0

    M16 .630 110.0 154.0 187 .0 297 .0 319 .0 418 .0 484 .0

    M20 .787 220 .0 291 .5 363 .0 572 .0 693.0 814 .0 946 .0

    M24 .945 374 .0 506 .0 638.0 1012.0 1199 .0 1386.0 1628.0

    M30 1 .181 748.0 1166.0 1440 .0 2002.0 2387.0 2772 .0 3234.0

    1 . Always use the torque values listed above when definite specifications are not available .
    2. The above is based on use of clean and dry threads .
    3. Reduce torque by 10% when engine oil is used as a lubricant.
    4. Reduce torque to 20% if new plated capscrews are used .

    CAUTION : CAPSCREWS THREADED INTO ALUMINUM MAY REQUIRE REDUCTIONS IN TORQUE OF


    30% OR MORE, UNLESS INSERTS ARE USED.

    ** NOTE: Use only when manufacturer's specifications are not available. These values are for stiff
    metal-to-metal joints and are based on 90% of proof load. Do not use for gasketed joints or joints of
    soft materials.
    APPENDIX G

    NUT AND BOLT IDENTIFICATION


    (Cont'd)
    NON-LISTED TORQUE VALUES

    Pipe Plugs and Fittings Torque Flared (Internal or External)


    Pipe In Bosses In Case Tube Nut Torque
    Thread or Aluminum Iron or Steel Tube Size Torque
    Size Ft./Lb. [N-m] Ft./Lb. [N-m] Ft./Lb. [N-m]
    1/16 3.3-3.7 [4.5-5.0] 5-10 [7-14] 3/16 7-7 .5 [9-101
    1/8 5-10 [7-14] 10-15 [14-20] 1/4 10-15 [14-20]
    1/4 10-15 [14-20] 15-20 [20-27] 5/16 15-20 [20-27]
    3/8 15-20 [20-27] 20-25 [27-34] 3/8 20-25 [27-34]
    1/2 20-25 [27-34] 35-40 [47-54] 1/2 25-30 [34-41]
    3/4 30-35 [41-47] 50-55 [68-75] 5/8 40-45 [54-611
    1 40-45 [54-61] 65-70 [88-95] 3/4 45-50 [61-68]
    1-1/4 50-55 [68-75] 80-85 [108-115] 7/8 50-60 [68-81]
    1-1/2 60-65 [81-88] 95-100 [129-136] 1 60-70 [81 --95]
    Note: Use these torque values when a specific
    torque is not listed .
    Hose Swivel Nut Torque
    Hose Size Torque
    Ft./Lb. [N-m] Flexible Sleeve Tube Fitting Torque
    No. 4 4.5-5 [6-7] Tube Size Torque
    No. 6 5-10 [7-14] Ft./Lb. [N-m]
    No. 8 15-20 [20-27] 1/4 inch 5-10 [7-14]
    No. 10 25-30 [34-411 1/2 inch 10-15 [14-20]
    No. 12 35-40 [47-54] 7/8 inch 15-20 [20-27]
    No. 16 50-60 [68-81] 1-1/4 inch 20-25 [27-34]
    No. 20 65-75 [88-102]
    No. 25 90-100 [122-136]
    No. 32 130-140 [176-190]
    Hose Clamp Torque
    Type ., Torque
    In ./Lb. [N-m]
    T-Bolt 65-75 [7.3-8.5]
    Worm Screw 35-45 [3.9-5.1]
    APPENDIX C

    NUT AND BOLT IDENTIFICATION


    (Cont1d)
    THREAD REPAIR INFORMATION
    THREADS DRILLED AND
    Occasionally, both internal and external threads may STRIPPED TAPPED OVERSIZE
    become only partially stripped . In such cases, they
    can often be repaired or cleaned up through the use
    of a thread die or tap .

    When threads in holes are damaged beyond repair,


    there are generally three choices of corrective ac-
    tions. They are :

    1 . The hole may be drilled and tapped to the next


    suitable oversize and a larger diameter cap screw
    or stud installed . Use a chart to determine the
    proper tap size to use . A clearance or body drill REPAIR STRIPPED THREADS
    (a drill that is the size of the bolt's major diameter) BY DRILLING AND TAPPING
    must be passed through the attaching part to al- TO NEXT OVERSIZE

    m
    low an oversize cap screw to be used.

    SECA CAP SCREW


    2. The hole may be drilled and tapped to accept a
    11111111 LOCK OR
    JAM NUT
    threaded plug. The plug is drilled and tapped to
    the original screw size. A self-tapping plug that THREADED PLUG
    is already threaded to the original size may be
    used. For this repair, you must drill a hole to the
    specified size, run a threaded plug into the hole
    by using a cap screw and jam nut . When fully
    seated, the jam nut is loosened and the cap screw
    and jam nut are removed . DRILLED AND
    /TAPPED

    INSERT THREADED PLUG


    TO REPAIR STRIPPED
    THREADS

    STANDARD SCREW FITS


    INTO HELI-COILS INSERT
    3. The hole may be drilled and tapped to accept a
    patented coil wire insert called a Heli-Coil® . A
    special tap is used that accomodates the odd size
    of the Heli-Coil©. The Heli-Coil® is then inserted
    using a special tool. This procedure brings the
    hole back to its original diameter and thread spec- HELI-COIL® FITS
    ifications . Heli-Coils© are available in standard TAPPED HOLE
    threads as well as metric threads .
    REPAIR STRIPPED THREADS
    USING A HELI-COIL°

    A- 1 4
    APPENDIX D

    WEIGHT DISTRIBUTION AND


    HELPFUL CONVERSIONS
    Weight distribution of any special equipment item can be Substituting the correct figures in the formula shown
    determined if the centerline (CL) or the center of gravity above would result in the following :
    point is known in relation to the centerline of the axle .
    Once this dimension is known, divide this dimension by
    the wheelbase dimension.

    The same rule applies if the centerline or center of gravity 102 - 3 - 84 _ 15 = 8 .


    98 or 9%
    point is outside the wheelbase (such as a liftgate, snow- 167 167
    plow or front-mounted winch) .
    9% front, '91% rear
    Determine the distance from the closest axle and divide
    by the wheelbase . When the center of gravity point is The 15" listed above means that the
    outside the wheelbase, it results in negative weight dis-
    tribution . In other words, the total amount of weight outside centerline (CL) of the body is 15" forward
    the axle is added to the closest axle plus the amount of of the centerline (CL) of the rear axle.
    weight that is taken off the opposite axle .

    As an example, the body-payload weight distribution might


    be 9/91 percent for a 14-foot body with a 167-inch WB Examples of weight distribution showing various factors
    (wheelbase) - 102-inch CA (cab-to-axle) . appear on the chart below.

    WEIGHT DISTRIBUTION FACTORS

    WEIGHT DISTRIBUTION

    LOAD CENTER DIRECTLY IN MIDDLE


    OF WHEELBASE.
    50% FRONT AXLE
    50% REAR AXLE
    50% 50%

    LOAD CENTER DIRECTLY OVER


    CENTERLINE OF FRONT AXLE .
    100% FRONT AXLE
    0% REAR AXLE
    100%

    0
    LOAD CENTER DIRECTLY OVER
    CENTERLINE OF REAR AXLE .
    0% FRONT AXLE
    0% - 100% 100% REAR AXLE

    FRONT MOUNTED WINCH


    "41#

    O 0
    500 POUNDS
    T LOAD CENTER OF WINCH 32"
    BEYOND FRONTAXLE CENTERLINE .
    32" DIVIDED BY 125"WB = 26°
    126% OF WINCH WEIGHT ON
    32" 125" WB FRONT COMPONENTS . REAR
    COMPONENTS LIGHTENED BY 26%.
    630 LBS . -130 LBS.

    LOAD CENTER OF DEAD-WEIGHT .


    HITCH LOAD 50" BEHIND REAR
    AXLE CENTERLINE . 50" DIVIDED
    BY 125"WB = 40% .140% OF HITCH
    LOAD ON REAR COMPONENTS .
    FRONT COMPONENTS LIGHTENED
    BY 40%.

    A- 1 5
    APPENDIX D

    WEIGHT DISTRIBUTION AND


    HELPFUL CONVERSIONS
    (Cont'd)
    HELPFUL CONVERSIONS AND CONSTANTS

    MULTIPLY BY TO OBTAIN To Determine

    Gallons 231 .0 Cubic Inches VOLUME OF A BOX = Length times height times
    depth.
    Gallons 3.7854 Liters
    Cubic Feet 1728.0 Cubic Inches
    To Determine
    Cubic Feet 7.480 Gallons
    WEIGHT DISTRIBUTION INSIDE WHEELBASE _
    Number of inches behind front wheel divided by
    wheelbase . Example : 36" divided by 178" wheelbase
    1 Cubic Foot = 7.4805 Gallons equals 20% weight added to rear wheels, 80% to,
    1 Cubic Foot = 1728 Cubic Inches front axle.
    Pi = 3 .14.16
    WEIGHT DISTRIBUTION OUTSIDE WHEELBASE
    = Determine the distance from the closest axle and
    divide by the wheelbase . Example : a hitch 144" be-
    hind the axle divided by wheelbase of 178" equals
    To Determine
    80% or 180% of hitch load on rear axle, the excess
    VOLUME OF A CYLINDER = Pi times radius over 100% being removed from the front axle.
    squared times length or height .
    Most RV hot water tanks are 6 gallons, figure 50 to
    55 pounds to include water in the plumbing . Typical Weights
    Water 8.328 pounds per gallon
    Propane tanks are never filled more than 80% by law
    to allow 20% expansion chamber for temperature Diesel fuel 7.0 pounds per gallon
    changes . Gasoline fuel 6.0 pounds per gallon
    4 Propane C3 H8 .23 pounds per gallon
    APPENDIX D

    WEIGHT DISTRIBUTION AND


    HELPFUL CONVERSIONS
    (Cont'd)
    METRIC - ENGLISH CONVERSION TABLE

    TO GET TO GET
    EQUIVALENT EQUIVALENT
    MULTIPLY BY NUMBER OF: MULTIPLY BY NUMBER OF:

    LENGTH ACCELERATION
    Inch 25.4 millimeters (mm) Foot/sect 0 .3048 meter/sect (m/s2)
    Foot 0.3048 meters (m) Inch/sect 0.0254 meter/sect (m/s2)
    Yard 0,9144 meters (m)
    Mile 1 .609 kilometers (km) TORQUE
    Inch pound 0.11298 newton-meters
    AREA (N" m)
    Inch2 645 .2 millimeters 2 (mm 2) Foot pound 1 .3558 newton-meters
    6.45 centimeters2 (cm2)
    Foot2 0.0929 meters2 (m2) POWER
    Yard2 0.8361 meters2 (m2) Horsepower 0.746 kilowatts (kw)

    VOLUME PRESSURE OR
    Inch3 16387. mm3 STRESS
    16.387 cm3 Inches of water 0.2491 kilopascals (kPa)
    0.0164 liters (I) Pounds/sq . in. 6.895 kilopascals (kPa)
    Quart 0.9464 liters (I)
    Gallon 3.7854 liters (I) ENERGY OR WORK
    Yard3 0 .7646 meters3 (m3) . BTU 1 055 . joules (J)
    Foot pound 1 .3558 joules (J)
    MASS Kilowatt-hour 3 600 000 . joules (J =one
    Pound 0 .4536 kilograms (kg) or 3.6 x 106 W's)
    Ton 907 .18 kilograms (kg)
    Ton 0.907 tonne (t) LIGHT
    Foot candle 1 .0764 lumens/meter2
    FORCE (IM/M2)
    Kilogram 9.807 newtons (N)
    Ounce 0.2780 newtons (N) FUEL
    Pound 4.448 newtons (N) PERFORMANCE
    Miles/gal 0.4251 kilometers/liter
    TEMPERATURE (km/1)
    Degree degree
    Fahrenheit (F) -32 - 1 .8 = Celsius (C) Gal/mile 2.3527 liters/kilometer
    °F (1/km)
    T 3 98.6 212
    -40 0 40 80 120 160 200
    VELOCITY
    Miles/hour 1 .6093 kilometers/hr .
    -40 -20 0 20 40 60 80 100 (km/h)
    'C 37 oC

    A-1 7
    APPENDIX D

    WEIGHT DISTRIBUTION AND


    HELPFUL CONVERSIONS
    (Cont'd)
    DECIMAL EQUIVALENTS
    OF MILLIMETER, FRACTIONAL & NUMBER DRILL SIZES
    1 mm = 0.03937 in. 1 yd . = 0.9144 m 1 sq. m = 1 .196 sq. yd .
    1 cm = 0.3937 in. 1 sq . in. = 6.452 sq . c m 1 oz . = 31 .1035 grams
    1 dm = 3.937 in. 1 sq . ft. = 929 sq. cm 1 lb . = 373 .24 grams
    1 m = 39.37 in. 1 sq . yd. = 0 .8361 sq. m 1 qt. = 0 .9463 liters (liquid)
    1 in = 25.4 mm 1 sq . cm = 0.155 sq. in. 1 gal . = 3.7853 liters (liquid)
    1 foot = 0 .3048 m 1 sq. dm = 15 .5 sq. in. 1 liter = 1 .0567 liquid qt.
    Milli- Dec. Frac- Num- Milll- Dec . Frac- Num- Milli . Dec. Frac- Num- Milll- Dec. Frac- Num- Milli- Dec. Frac-
    meter Equiv. tional ber meter Equiv. tional bar meter Equiv . tional bar motor Equiv. tional bar meter Equiv. tional
    .1 .0039 1 .75 .0689 - .1570 22 6.8 .2677 10 .72 .4219 27/64
    .15 .0059 - .0700 50 4 .0 .1575 6.9 .2716 11 .0 .4330
    .2 . .0079 1 .8 .0709 - .1590 21 - .2720 1 11 .11 .4375 7/16
    .25 .0098 1 .85 .0728 - .1610 20 - 7.0 .2756 11 .5 .4528
    .3 .0118 - .0730 49 4.1 .1614 - .2770 1 11 .51 .4531 29/64
    - .0135 80 1 .9 .0748 4 .2 .1654 7.1 .2795 11 .91 .4687 15/32
    .35 .0138 - .0760 48 - .1660 19 - .2811 K 12.0 .4724
    - .0145 79 1 .95 .0767 4.25 .1673 7.14 .2812 9/32 - 12 .30 .4843 31/64
    .39 .0156 1/64 - 1 .98 .0781 5/64 - 4.3 .1693 7.2 .2835 12 .5 .4921
    .4 .0157 - .0785 47 - .1695 18 7.25 .2854 12 .7 .5000 112
    - .0160 78 . 2.0 .0787 4.37 .1719 11/64 - 7.3 .2874 13 .0 .5118
    .45 .0177 2.05 .0807 - .1730 17 - .2900 L 13 .10 .5156 33/64
    - .0180 77 - .0810 46 4.4 .1732 7.4 .2913 13 .49 .5312 17/32
    .5 .0197 - .0820 45 - .1770 16 - .2950 M 13 .5 .5315
    - .0200 76 2.1 .0827 4.5 .1771 7.5 .2953 13 .89 .5469 35/64
    - .0210 75 2.15 .0846 - .1800 15 7.54 .2968 19/64 - 14 .0 .5512
    .55 .0217 - .0860 44 4.6 .1811 7.6 .2992 14 .29 .5625 9/16
    - .0225 74 2.2 .0866 - .1820 14 - .3020 N 14 .5 .5709
    .6 .0236 2.25 .0885 4.7 .1850 13 7.7 .3031 14 .68 .5781 37/64
    - .0240 73 - .0890 43 4.75 .1870 7.75 .3051 15 .0 .5906
    - .0250 72 2.3 .0905 4.76 .1875 3/16 - 7.8 .3071 15 .08 .5937 19/32
    .65 .0256 2.35 .0925 4.8 .1890 12 7.9 .3110 15 .48 .6094 39/64
    - . .0260 71 - .0935 42 - .1910 11 7.94 .3125 5/16 - 15.5 .6102
    - .0280 70 2.38 .0937 3/32 - 4.9 .1929 8.0 .3150 15 .88 .6250 5/8
    .7 .0286 2.4 .0945 -, .1935 10 - .3160 0 16 .0 .6299
    - .0292 69 - .0960 41 - .1960 9 8.1 .3189 16 .27 .6406 41/64
    .75 .0295 2.45 .0964 5.0 .1968 6.2 .3226 16.5 .6496
    - .0310 68 - .0980 40 - .1990 8. - .3230 P 16.67 .6562 21/32
    .79 .0312 1/32 - 2.5 .0984 5.1 .2008 8.25 .3248 17.0 .6693
    .8 .0315 - .0995 39 - .2010 7 8.3 .3268 17.06 .6719 43/64
    - .0320 67 - .1015 38 5.16 .2031 13/64 - 8 .33 .3281 21/64 - 17.46 .6875 11/16
    - .0330 66 2.6 .1024 - .2040 6 8 .4 .3307 17.5 .6890
    .85 .0335 - .1040 37 5.2 .2047 - .3320 O 17.86 .7031 45/64
    - .0350 65 2.7 .1063 - .2055 5 8 .5 .3346 18.0 .7087
    .9 .0354 - .1065 36 5.25 .2067 8 .6 .3386 18.26 .7187 23/32
    - .0360 64 2.75 .1082 5.3 .2086 - .3390 R 18.5 .7283
    - .0370 63 2.78 .1094 7/64 - - .2090 4 8 .7 .3425 18.65 .7344 47/64
    .95 .0374 - .1100 35 5.4 .2126 8 .73 .3437 11132 19.0 .7480
    - .0380 62 2 .8 .1102 - .2130 3 8 .75 .3445 19.05 .7500 3/4
    - .0390 61 - .1110 34 5.5 .2165 8 .8 .3465 19.45 .7656 49/64
    1 .0 .0394 - .1130 33 5.56 .2187 7/32 - - .3480 S 19.5 .7677
    - .0400 60 2 .9 .1141 5.6 .2205 8 .9 .3504 19.84 .7812 25/32
    - .0410 59 - .1160 32 - .2210 2 9 .0 .3543 20 .0 .7874
    1 .05 .0413 3 .0 .1181 5.7 .2244 - .3580 T 20.24 .7969 51/64
    - .0420 58 - .1200 31 5.75 .2263 9 .1 .3583 20.5 .8071
    - .0430 57 3 .1 .1220 - .2280 1 9.13 .3594 23/64 - 20.64 .8125 13/16
    1 .1 .0433 3 .18 .1250 1/9 - 5 .8 .2283 9.2 .3622 21 .0 .8268
    1 .15 .0452 3 .2 .1260 5 .9 .2323 9 .25 .3641 21 .03 .8281 53/64
    - .0465 56 3 .25 .1279 - .2340 A 9 .3 .3661 21 .43 .8437 27/32
    1.19 .0469 3/64 - - .1285 30 5 .95 .2344 15/64 - - .3680 U 21 .5 .8465
    1 .2 .0472 3 .3 .1299 6 .0 .2362 9.4 .3701 21 .83 .8594 55/64
    1 .25 .0492 3 .4 .1338 - .2380 B 9.5 .3740 22 .0 .8661
    1 .3 .0512 - .1360 29 6 .1 .2401 9.53 .3750 3/8 - 22 .23 .8750 7/8
    - .0520 55 3 .5 .1378 - .2420 C - .3770 v 22 .5 .8858
    1 .35 .0531 - .1405 28 6 .2 .2441 9.6 .3780 22 .62 .8906 57/64
    - .0550 54 3 .57 .1406 9/64 - 6 .25 .2460 D 9.7 .3819 23 .0 .9055
    1 .4 .0551 3 .6 .1417 6 .3 .2480 9.75 .3838 23 .02 .9062 29/32
    1 .45 .0570 - .1440 27 6 .35 .2500 1/4 E 9.8 .3858 23.42 .9219 59/64
    1 .5 .0591 3 .7 .1457 6 .4, .2520 - .3860 W 23.5 .9252
    - .0595 53 - .1470 26 6 .5 .2559 9.9 .3898 23 .81 .9375 15/16
    1 .55 .0610 3 .75 .1476 - .2570 F 9.92 .3906 25/64 - 24 .0 .9449
    1 .59 .0625 1/16 - - .1495 25 6.6 .2598 10.0 .3937 24.21 .9531 61/64
    1 .6 .0629 3.8 .1496 - ".2610 G - .3970 X 24 .5 .9646
    - .0635 52 - .1520 24 6 .7 .2638 - .4040 Y 24 .61 .9687 31/32
    1 .65 .0649 3 .9 .1535 6 .75 .2656 17/64 - 10.32 .4062 13/32 - 25 .0 .9843
    1 .7 .0669 - ,1540 23 6.75 .2657 - .4130 Z 25.03 .9844 63/64
    - .0670 51 3.97 .1562 5/32 - - .2660 H 10.5 .4134 25.4 1 .0000 1

    A- 1 8
    APPENDIX D

    WEIGHT DISTRIBUTION AND


    HELPFUL CONVERSIONS
    (Cont'd)
    TORQUE CONVERSION TABLE

    NEWTON-METERS FOOT-POUNDS FOOT POUNDS NEWTON-METERS


    [N"m] .-LTA
    (
    .) .-LTA
    (
    .) [N"m]
    1 0.7376 1 1 .356
    2 1 .5 2 2 .7
    3 2.2 3 4.0
    4 3 .0 4 5.4
    5 3.7 5 6.8
    6 4.4 6 8.1
    7 5.2 7 9.5
    8 5.9 8 10.8
    9 6.6 9 12 .2
    10 7.4 10 13.6
    15 11.1 15 20.3
    20 14.8 20 27.1
    25 18.4 25 33.9
    30 22 .1 30 40.7
    35 25.8 35 47.5
    40 29.5 40 54.2
    50 36.9 45 61 .0
    60 44.3 50 67.8
    70 51.6 55 74.6
    80 59.0 60 81 .4
    90 66.4 65 88.1
    100 73.8 70 94.9
    110 81.1 75 101.7
    120 88.5 80 108 .5
    130 95.9 90 122 .0
    140 103 .3 100 135 .6
    150 110 .6 110 149 .1
    160 118.0 120 162 .7
    170 125 .4 130 176 .3
    180 132 .8 140 189 .8
    190 140 .1 150 203 .4
    200 147.5 160 216 .9
    225 166 .0 170 230 .5
    250 184 .4 180 244 .0
    INDEX
    A B (Cont'd)
    Accumulator - AC . . . . . . . . . . . . . . . . . . . . . 2-2 Boot Puller - Spark Plug . . . .. ... . . . . . . . . . . . .. ...... . . . . .7-71
    Additives - Fuel . . . . . . . . . . . . . . . . . . .. . . . 7-22 Brake Bleeder - Vacuum (Appendix 6-2) .... . . .6-13
    Additives - Radiator (Appendix 7-2) . . . . . . . 7-20
    Add-On Electrical Equipment
    (Appendix 7-11) . . . . . . . . . . . . . . . . . . . . . . . . 7-79
    Brake Caliper Noise (Appendix 6-1) . . . . . . . . . . ...... . . .6-6
    Brake Drum . . . . . . . . . . . . . . . . . . . . . . . . 6-3,6-5
    Brake Hose Inspection . . . . . . . . . . . . . . . . . . . 6-5
    -
    Aftermarket Fuel Systems (Appendix 7-8) . . . 7-50 Brake Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
    Aftermarket Suspension Devices . . . . . . . . . 3-10 Brake Lining Life Expectancy
    Air Bag Cylinder Inspection . . . . . . . . . . . . . . . 3-9 (Appendix 6-3) . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
    Air Bag Replacement . . . . . . . . . . . . . . . . . . . . 3-9 Brake Master Cylinder . . . . . . . . . . . . . . . . . . . 6-5
    Air Cleaner - Polywrap . . . . . . . . . . . . . . . . 7-100 Brake Pedal/Stoplight Adjustment . . . . . . . . . 6-6
    Air Cleaner Element Replacement . . . . . . . . 7-99 Brake Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
    Air Conditioning Belt (Appendix A) . . . . . . . . . A-4 Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
    Air Conditioning System . . . . . . . . . . . . . . . . . 2-2 Built-in Hydrometer - Battery . . . . . . . . . . . 7-56
    Air Conditioning System -
    Optional (Appendix 2-1) . . . . . . . . . . . . . . . . . . 2-6 C
    Air Distribution Section - A/C . . . . . . . . . . . . 2-5 Caliper - Brake . . . . . . . . . . . ........ . . . . . . . . . . . .. ... . . . . . . . . . . . .. . 6-6
    Air Flow - Engine Compartment . . . . . . . . . . 7-4 Camber .. .. . . . . . . . . . . . . . . .. .. ........ . . . . . . . . . .. ... .. . . . . . . . . . . . .....3-1
    Air Pump Drive Belt . . . . . . . . . . . . . . . . . . . . 7-99 Canister Purge Control Valve . . . . . . . . . . . . . 7-96
    A.I.R. Connector Diagram (Appendix 7-17) . 7-101 Capscrew Markings (Appendix C) . . . . . . . . . A-11
    A.I.R. Connector Module (Appendix 7-17) . . 7-102 Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
    A.I.R. Filter Canister (Appendix 7-17) . . . . . . 7-105 Caster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
    Air Injection Reactor System - Cast Iron Manifold . . . . . . . . . . . . . . . . . . . . . . 7-3
    Gasoline Engine . . . . . . . . . . . . . . . . . . . . . . . . 7-97 Center Bearing . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
    A.I.R. Pump Belt (Appendix A) . . . . . . . . . . . . . A-4 Certification Label . . . . . . . . . . . . . . . . . . . . . 3-13
    Alignment - Front Suspension . . . . . . . . . 3-1, 3-2 Changing Transmission Fluid . . . . . . . . . . . . . 8-4
    Automatic Transmission - 350C and ' Charging System . . . . 7-62,7-64
    400-475 Series . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 Chassis . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
    Automatic Transmission 4L8DE ...... . . . . . . . . . . . . . ... .. .8-7 Check Valve Inspection . . . . . . . . . . . . . . . . . . . . 7-99
    Automatic Transmission Fluid . . . .. ...... . . . . . . . . . . . . . ....8-9 Cold Advance Solenoid . . . : . . . . . . . . . . 7-72
    Automatic Transmission Manual Linkage 8-2, 8-5 Cold Start Circuit - Diesel Engine . . . . . . . . . . . 7-73
    Auxiliary Electrical Equipment Compressor Assembly (Appendix 2-1) . . . . . . . 2-6
    (Appendix 7-11) . . . . . . . . . . . . . . . . . . . 7-79 Condenser Assembly (Appendix 2-1) . . . . . . . . 2-7
    Auxiliary Fuel Tank Considerations . . . . 7-29,7-30 . . . . Condenser Kit With Oil Cooler
    Average Life of Gears . . . . . . . . . . . . . . . .. .. .. .. .. 5-3
    Axle Housing . . . . . . . . . . . . . . . . . . . . . (Appendix 2-1) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
    5-3 Condenser Kit Without Oil Cooler
    (Appendix 2-1) . . . . . . . . . . 2-8
    Condenser With. . Fans . . . . . Wiring . . . . . . Diagram
    . . .
    (Appendix 2-1) . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
    B Conversions and Constants (Appendix D) . . A-16
    Ball Joint Inspection . . . . . . . . . . . . . . . . . . . . 3-3 Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
    Battery . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . 7-55 Cooler Lines -
    Battery Isolator . . . . . . . . . . . . . . . . . . . . . . . . 7-62 Automatic Transmission . . . . . . . . . . . . . . . . . 8-5
    Battery Maintenance During Vehicle Storage Cooling Fans . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
    (Appendix B) . . . . . . . . . . . . . . . . . . . . . . . . . . . A-6 Cooling Instructions To RV Manufacturers
    Battery Ratings . . . . . . . . . . . 7-55 (Appendix 7-3) . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
    Battery Removal and Replacement . . . . . . . . . . . . . 7-59 Cooling System . . . . . . . . . . . . . . . . . . . 7-13,7-19
    Battery Size and Cranking (Appendix 7-10) . . 7-75 Cracked Wheel Stud Holes . . . . . . . . . . . . . . 3-16
    Belt Installation/Replacement (Appendix A) . . A-2 Crankcase Ventilation - Diesel Engine . . . . 7-93
    Belt Specifications (Appendix A) . . . . . . . . A-3, A-4 Cranking System . . . . . . . . . . . . . . . . . . . . . . 7-51
    Belt Wear (Appendix A) . . . . . . . . . . . . . . .. . A-1 Cruise Control - Electronic (Appendix 7-16) 7-86
    Bent Axle Housing . . . . . . . . . . . . . . . . . . .. .. . 5-3 CS Series Generator . . . . . . . . . . . . . . . . . . . . 7-65
    Bent Rim Check . . . . . . . . . . . . . . . . . . . . . . . 3-17
    Bleeding Brakes . . . . . . . . . . . . . . . . . . . . . 6-7,6-8 D
    Bolt Identification (Appendix C) . . . . . . . . . . . A-7 Deaeration Cooling System (Appendix 8-1) . . . 8-8
    INDEX (Cont'd)
    D (Cont'd) E (Cont'd)
    .Decimal Equivalents (Appendix D) . . . . . . . . A-18 Exhaust Manifolds . . . . . . . . . . . . . . . 7-3, 7-4, 7-5
    Detent Downshift Electrical Circuit External Fluid Cooler (Appendix 8-1) . . . . . . . . 8-8
    - 400-475 Series Transmission . . . . . . . . . . . . 8-2
    Determining Wheel/Tire Loads . . . . . . . . . . . 3-13 F
    Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
    Diesel Engine Fuel System . . . . . . . . . . . . . . 7-36 Fan Belt Application Chart (Appendix A) . . . . A-4
    Diesel Glow Plug Electrical System . . . . . . . 7-71 Fluids . . . . . . . .. . 1-4,8-7
    Differential Fluid . . . . . . . . . . . . . . . . . . . . . . . 5-1 Flushing Cooling . . System
    . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
    Differential Housing/Fill Hole . . . . . . . . . . . . . 5-1 Frame Angle Measurement . . . . . . . . . . . . . . . 3-3
    Dipstick Replacement . . . . . . . . . . . . . . . . . . 7-10 Front Alignment . . . . . . . . . . . . . . . . . . . . . . . . 3-1
    Disc Brakes . . . . . . . . . . . . . . . . . . . . . . . . 6-296-6 Front Coil Spring Replacement . . . . . . . . . . . . 3-9
    Distributor - H .E.I . . . . . . . . . . . . . 7-66, 7-69,7 .70 Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . 3-8
    Downshift (Detent) Cable - Fuel Control Operation . . . . . . . . . . . . . . . . . 7-32
    350C Transmission . . . . . . . . . . . . . . . . . . . . . . 8-2 Fuel Filters . . . . . . . . . . . . . . 7-30, 7-35, 7-37, 7-38
    Drive Belt Tension (Appendix A) . . . . . . . . .A-1 Fuel Pump . . . . . . . . . . . . . . . . . . . . . 7-29,7-35
    Driveline Balance Procedure . . . . . . . 4-3, ..4-4, . . . 4-5 Fuel Pump - Electric . .
    Driveline Noise . . . . . . . . . . . . . . . . . 4-3 (Appendix 7-6) . . . . . . . . . . . . . . . . . . . . . 7-40,7-44
    Driveline Vibrations - 1 and 2 Drive . . Shaft
    .. . Fuel Properties (Appendix 7-7) . . . . . . . . . . . 7-40
    Systems (Appendix 4-1) . . . . . . . . . . . . . . . . . . 4-6 Fuel Return Line Plugged-(Appendix 7-6) . . . . 7-39
    Driveline Vibrations - 3 Shaft Systems Fuel Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
    Fuel System Plumbing (Appendix 7-7) . . . . . . 7-40
    (Appendix 4-2) . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
    Drum Brakes . . . . . . . . . . . . . . . . . . . . . . . 6-3, 6-5 Fuel Systems - Diesel Engines . . . . . . . . . . 7-36
    Fuel Systems - Gasoline Engines . . . . . . . . 7-29
    E Fuel Tank . . . . . . . . . . . . . . . . . . 7-29,7-36
    Fuel Types - Diesel . . . . Engines
    . . . . . . . . . . . . . . 7-23
    Early Fuel Evaporation Fuel Types -
    (ECM) System . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 7-31 Gasoline Engines . . . . . . . . . . . . . 7-22, 7-24, 7-25
    (EFE) System . . . . . . . . . . . . . 7-93, 7-97, . 7-98 Fuel Vapor Canister - Auxiliary . . . . . . 7-96
    Electrical Circuit Diagnosis - A/C . . . . . . . . 2-5 Fuel Vapor Canister - Primary . . . . . 7-95
    Electrical Equipment - Add-On Fuel Vapor Canister Purge Control . . Valve
    . . . . . . . . 7-96
    (Appendix 7-11 . . . . . . . . . . . . . . . . . . . . . . . . 7-79 Fuel Vapor Vent Control Valve . . . . . . . . . . . . 7-96
    Electrical Load Test - Battery . . . . . . . . . . . 7-57
    Electric Fuel Pump
    (Appendix 7-7) . . . . . . . . . . . . . . . . . 7-40,742, 7-45
    Electric Fuel Pump Relay Location Gasohol . . . . . . . . . . . . . . . . . . . . . 7-22, 7-24, 7-25
    (Appendix 7-16) . . . . . . . . . . . . . . . . . . 7-102,7-104 Gasoline Blends (Appendix 7-5) . . . . . . . . . . . 7-25
    Electronic Cruise Control (Appendix 7-16) . . . . 7-86 Gasoline Engine . . . . . . . . . . . . . . . . . . . . . . . . 7-2
    Energy Conserving Oils . . . . . . . . . . . . . . . . . 7-8 Gear Ratios (Appendix 8-4) . . . . . . . . . . . . . . . 8-12
    Engine Cooling Fans . . . . . . . . . . . . . . . . . . . 7-14 Geared Road Speed Determination
    Engine Cooling Instructions to (Appendix 8-3) . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
    RV Manufacturers (Appendix 7-3) . . . . . . . . . 7-21 Generator Belt (Appendix A) . . . . . . . . . . . . . . A-4
    Engine Cooling System . . . . . . . . . . . . . . . . . 7-13 Generator Belt Usage - 6.2L Diesel
    Engine Deaeration System . . . . . . . . . . . . . 7-16 (Appendix 7-14) . . . . . . . . 7-84
    Engine Electrical System . . . . . . . . . . . . . . . . 7-55 Generator Sizing and Selection
    . . . . . . . . . . . . . . . . 7-62
    Engine Emission Controls . . . . . . . . . . . . . . . 7-92 Glow Plug Lamp . . . . . . . . . . . . . . . . . . . . . . . 7-72
    Engine Fuel Systems . . . . . . . . . . . . . . . . . . . .7-29 Glow Plug Relay . . . . . . . . . . . . . . . . . . . . . . . 7-72
    Engine Lubrication . . . . . . . . . . . . . . . . . . . . . 7-6 Glow Plug System - 6.2L Engine . . . . . 7-63,7-72
    Engine Oil Consumption (Appendix 7-1) . . . . 7-11 Glow Plug Test . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
    Engine Oil Hose Kit (Appendix 2-1) . . . . . . 2-10 G-Series Motor Home Chassis . . . . . . . . . . . . 1-1
    Engine Ratings and Specifications
    - Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 H
    Engine Ratings and Specifications - Hard Steering - Engine Idle . . . . . . . . . . . . . . 3-6
    Gasoline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Heating System . . . . . . . . . . . . . . . . . . . . . . . . 2-1
    Evaporative Control System . . . . . . . . . . . . . 7-29 H.E.I . Distributor . . . . . . . . . . . . . . 7-66, 7-69, 7-70
    Evaporative Emission Control System H .E.I . Magnetic Pick-Up Assembly . . . . . . . . 7-68
    (EECS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-94 Heli-Coil(& Thread Repair (Appendix C) . . . . A-14
    INDEX (Cont1d)
    H (Cont'd) N (Cont'd)
    Helpful Conversions and Constants Nut and Bolt Standards/Grades
    (Appendix D) . . . . . . . . . . . . . . . . . . . . . . . . . . A-16 (Appendix C) . . . . . . . . . . . . . . . . . . . . . . A-9, A-10
    High Ambient Temperatures -
    Starting Problem . . . . . . . . . . . . . . . . . 7-61
    "Hot Start" Problem Conditions . .... 0
    (Appendix 7-12) . . . . . . . . . . . . . . . . . . . . . . . . 7-80
    Hydraulic Brake System . . . . . . . . . . . . . . 6-1,6-7
    Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
    Oil Consumption (Appendix 7-1) . . . . . . . . . . 7-11
    Hydro-Boost Brake System . . . . . . . . . . . .. 6-3,6-8 Oil Fill Capacity - 454 Engine . . . . . . . . . . . . 7-9
    H5D Emission System (Appendix 7-16) . . . 7-101 Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
    H5D Override Relay (Appendix 7-16) . . . . . . 7-103 Oil Hose Kit (Appendix 2-1) . . . . . . . . . . . . . . . 2-10
    Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
    Oil Pressure Switch Relay
    Identification Numbers . . . . . . . . . . . . . . 1-1 (Appendix 7-7) . . . . . . . . . . . . . . . . . . . . . 7-42,7-44
    Idle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34 Oil Quality . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 7-7
    Ignition System . . . . . . . . . . . 7-66 Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . 7-8
    Ignition Timing . . . . . . . . . . . . .. . . . ;. . . . . . . . 7-69 Oil Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
    Increased Engine Life (Principles) . . . . . . . . . . . 7-1 Optional A/C System (Appendix 2-1) . . . . . . . . 2-6
    Inflation Pressure -Tires . . . . . . . . . . . 3-14,3-15 Overheating Tires . . . . . .. . . . . . . . . . . . . . . . . 3-18
    Injectors TBI . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33 Overinflation - Tire Wear . . . . . . . . . . . . . . . 3-18
    Isolator - Battery . . . . . . . . . . . . . . . . . . . . . 7-62 Overloaded Gears . . . . . . . . . . . . . . . . . . . . . . . 5-3
    Isolator Diagnosis . . . . . . . . . . . . . . . . . . . . . 7-65 Overloading Tires . . . . . . . . . . . . . . . . . . . . . . 3-18

    J
    Journal Cross . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
    Jump Starting Aid . . . . . . . . . . . . . . . . . . . . . . 7-58 Parking Brake . . . . . . . . .. ........ .. . . . . . . . . . .. ... . . . . . . . . . . . 6-4, 6-8
    Jump Starting With Auxiliary Battery . . . . . . 7-57 Parking Brake Cable Adjustment . . . . . . . . . . .. ...... . . . . .6-9
    Parking Brake Drum Balance .. ... . . . . . . . . . .. .. ...... . . . . .6-9
    L PCV Filter Replacement . . . . . . . . . . . . . . . . . 7-97
    Lateral Runout Measurement . . . . . . . . . . . . 3-17 PCV System - Gasoline Engine . . . . . . 7-92,7-97
    Load Height Curves (Appendix 3-2) . . . . 3-21, 3-22 Pedal Travel - Brakes . . . . . . . . . . . . . . . . . . . 6-5
    Lower Ball Joint Inspection . . . . . . . . . . . . . . . 3-3 Plugged Fuel Return Line (Appendix 7-6) . . . . 7-39
    Lubricant Capacities . . . . . . . . . . . . . . . . . . . . 1-5 Polywrap Air Cleaner . . . . . . . . . . . . . . . . . . 7-100
    Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4 Poor Ground - Starting Problem . . . . . . . . . 7-61
    Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . 1-4, 7-6 Power Brake Unit . . . . . . . . . . . . . . . . . . . . 6-3,6-8
    Lubrication Points . . . . . . . . . . . . . . . . . . . 1-6,1-7 Power Steering Belt Application Chart
    (Appendix A) . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
    M Power Steering Component Replacement
    Power Steering Leak Check . . . . . . . . . . . . . . . 3-6
    . . . 3-7
    Magnetic Switch Mounting (Appendix 7-12) . 7-80 Power Steering Pump Belt Tension
    Manual Linkage - Transmission . . . . . . . 8-2,8-5
    Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
    Master Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 6-5 Power
    Steering System . . . . . . . . 3-5
    Methanol/Gasoline Blends (Appendix 7-5) . . 7-25 Power
    Steering Quick Fixes . . . . . . . . . . . . . . . 3-7
    Metric-English Conversion Table
    Preparation for Storage (Appendix. .B). . . . . . . . . A-5
    (Appendix D) . . . . . . . . . . . . . . . . . . . . . . . . . . A-17 Pressure Cap - Radiator . . . . . . . . . . . . . . . 7-11
    Metric Torque Chart (Appendix C) . . . . . . . . . A-12 Pressure Regulator
    . . . . . . . . . . . . . . . . . . . . . 7-33
    Modifications for Diesel Starting . . . . . . . . . . 7-73 Pressurized
    Fuel System Components
    Motor Home Towing . . . . . . . . . . . . . . . . . . . . . 1-3 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
    Multi-Battery Electronic Jump Starting Aid . 7-58 (Appendix Pressurized Fuel System Diagnosis
    (Appendix 7-7) . . . . . . . . . . . . . . . . . . . . . 7-48,7-49
    N Primary Fuel Filter Water Drain . . . . . . . . . . . 7-37
    Needle Bearings . . . . . . . . . . . . . . . . . . . . . . . . 4-24 Principles of Increased Engine Life . . . . . . . . . 7-1
    Nodular Iron Manifold . . . . . . . . . . . . . . 7-3 Propeller Shaft . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
    Nut and Bolt Failures/Fatigue (Appendix . . . . . C) . . A-8 Propeller Shaft Drum Brake Adjustment . . . . . 6-9
    Nut and Bolt Identification (Appendix C) . . . . A-7 P-Series Motor Home Chassis . . . . . . . . . . . . . 1-1
    INDEX (Cont'd)
    R S (Cont'd)
    Radial/Lateral Runout Measurement . . . . . . 3-17 Suspension System . . . . . . . . . . . . 3-8
    Radiator Additives (Appendix 7-2) . . . . . . . . . 7-20 Synthetic Engine Oil . . . . . . . . . . . . . . . . . . . . . 7-8
    Radiator Heater and Engine Deaeration
    System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16 T
    Radiator Hose Application Chart TBI Fuel Injection . . . . . . . . . . . . . . . . . . . . . . 7-31
    (Appendix A) . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4 Temperature Monitors (Appendix 8-2) . . . . . . 8-10
    Radiator Pressure Cap . . . . . . . . . . . . . . . . . . 7-11 Thermostat . . . . . . . . . . . . . . . . . . 7-13, 7-14, 7-19
    Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 Thermostatic Air Cleaner (Thermac) . . . 7-93,7-99
    Rear Axle Lubrication Fill Hole . . . . . . . . . . . . 5-1 Thread Repair Information (Appendix C) . . . A-14
    Rear Spring Installation . . . . . . . . . . . . . . . . . 3-12 Tie Rod Parts Identification (Appendix 3-1) . . 3-20
    Rear Suspension . . . . . . . . . . . . . . . . . . . . . . 3-12 Timing - Ignition . . . . . . . . . . . . . . . . . . . . . . 7-69
    Receiver-Dehydrator - A/C . . . . . . . . . . . . . . . 2-2 Tire Balancing . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
    Recommended Fluids and Lubricants . . . . . . 1-4 Tire Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
    Refrigeration Section - A/C . . . . . . . . . . . . . . 2-4 Tire Inspection and Rotation . . . . . . . . . . . . . 3-13
    Ride Height Measurement . . . . . . . . . . . . . . . . 3-2 Tire Overheating . . . . . . . . . . . . . . . . . . . . . . . 3-18
    Rim Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17 Tire Overloading . . . . . . . . . . . . . . . . . . . . . . . 3-18
    Rotor - Brake . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 Tire Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
    Tire Replacement . . . . . . . . . . . . . . . . . . . . . . 3-14
    S Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
    Secondary Wiring - H.E.I. Distributor . . . . . 7-67 Tire Size and Load Limits (G-Series) . . . . . . . 3-14
    Secondary Fuel Filter . . . . . . . . . . . . . . . 7-38,7-52 Tire Size and Load Limits (P-Series) . . . . . . . . 3-15
    Service Parts Identification Label . . . . . . . . . . 1-3 Tire To Rim Matching . . . . . . . . . . . . . . . . . . . 3-17
    Shock Absorber Diagnosis . . . . . . . . . . 3-10,3-12 Tire Wear and Rotation . . . . . . . . . . . . 3-18,3-19
    Side Fill Gear Case Capacity . . . . . . . . . . . . . . 1-5 Toe-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
    Slip Spline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 Torque Converter Clutch . . . . . . . . . . . . . . . . . 8-2
    Slow Cranking Diagnosis Torque Conversion Table (Appendix D) . . . . . A-19
    (Appendix 7-10) . . 7-77,7-78 Torque Values (Appendix C) . . . . A-11, A-12, A-13
    Solenoid Diagnosis. .(Appendix
    . . . . . . . . .7-10)
    . . . . . . . 7-77,7-78 Torque Wrerich Applications (Appendix C) . . . A-8
    Solenoid Electrical Operation . . . . . . . . . . . . 7-61 Torsional Isolator (Appendix 7-15) . . . . . . . . . 7-85
    Solid State Isolator . . . . . . . . . . . . . . . . . . . . . 7-65 Towing . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . 1-3
    Spacer Block . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 Throttle Position Sensor (TPS) . . . . . . . . . . . . 7-34
    Spark Plug Boot Puller . . . . .. .. .. .. .. . . . . . . . . . 7-71 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
    Spark Plugs . . . . . . . . . . . . . 7-67, 7-68, 7-69 Transmission Controls . . . . . . . . . . . . . . . . . . . 8-2
    Spark Plug Wires . . . . . . . . . . . . . . . . . . . . . . 7-70 Transmission Failure (Appendix 8-1) .' . . . . . . . 8-7
    Special Suspension Equipment Transmission Fluid . . . . . . . . . . . . . . . 8-3, 8-4, 8-7
    (Shock Absorber) . . . . . . . . . . . . . . . . . . . . . . 3-10 Transmission Mounts . . . . . . . . . . . . . . . . . . . 8-5
    Specifications - Drive Belts (Appendix A) . . A-1 Transmission Shifting . . . . . . . . . . . . . . . . . . . 8-5
    Stainless Steel Manifold . . . . . . . . . . . . . . . . . 7-3 Troubleshooting Aftermarket Fuel Systems
    Starter Motor Relay Connections (Appendix 7-8) . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
    (Appendix 7-13) . . . . . . . . . . . . . . . . . . . . . . . . 7-83 Troubleshooting Heater and A/C Systems . . . 2-1
    Starter Motor Engagement (Appendix 7-13) . 7-83
    Starting Motor . . . . . . . . . . . . . . . . . . . . . . . . 7-59 V
    Starting Problems . . . . . . . . . . . . . . . . . . . . . 7-61 U-Bolt Torque Specifications - Rear . . . . . . 3-12
    Steering Damper Check . . . . . . . . . . . . . . . . . .. 3-4 Underinflation - Tire Wear . . . . . . . . . . . . . . 3-18
    Steering Linkage . . . . . .. 3-4 Underloaded Gears . . . . . . . . . . . . . . . . . . . . . 5-3
    Steering Linkage Lubrication . . . . . . . . . . . . . . . . . . 3-4 Universal Joint Failures . . . . . . . . . . . . . . . . . . 4-2
    Steering Linkage Support Assemblies . . . . . . 3-4 Universal Joints . . . . . . . . . . . . . . . . . . . . . . . . 4-1
    Steering Relay Parts Identification Unleaded Gasoline . . . . . . . . . . . . . . . . . . . . . 7-22
    (Appendix 3-2) . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
    Steering System . . . . . . . . . . . . . . . . . . . . . . . . 3-4
    Storage of Motor Home (Appendix B) . . . . . . . A-5 V
    Stripped Thread Repair (Appendix C) . . . . . . . A14 Vacuum Brake Bleeder (Appendix 6-2) . . . . . 6-13
    Stud Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 Vacuum Modulator System . . . . . . . . . . . . . . . 8-2
    Suspension Devices - Aftermarket . . . . . . . 3-10 Vacuum System Diagnosis - A/C . . . . . . . . . 2-5
    INDEX (Cont'd)
    V (Cont'd)
    Vapor Lock Cause and Cure
    (Appendix 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
    Vapor Vent Control Valve . . . . . . . . . . . . . . . . 7-96
    Vehicle Emission Control Information Label 7-92
    Vehicle Identification Number Codes . . . . . . . 1-2
    Vehicle Identification Number (VIN) . . . . . . . . 1-2
    Vehicle Load Conditions -
    Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . 3-10
    Vehicle Ride and Handling Check . . . . . . . . . 3-11
    Vehicle Ride Height . . . . . . . . . . . . . . . . . . . . . 3-9
    Vibration Checks . . . . . . . . . . . . . . . . . . . . . . . 4-3
    Viscosity - Oil . . . . . . . . . . . . . . . . . . . . . . . . . 7-7

    Water in Fuel . . . . . . . . . . . . . . . . . . . . . . . . . 7-37


    Weight Distribution (Appendix D) . . . . . . . . . A-15
    Wheel and Stud Bolt Failures . . . . . . . . . . . . 3-16
    Wheel and Tire Balancing . . . . . . . . . . . . . . . 3-14
    Wheel Bearing Adjustment . . . . . 3-8, 3-9, 5-1, 5-2
    Wheel Bearing Lubrication . . . . . . . . . . . . 3-8,5-2
    Wheel Code and Limits - G-Series . . . . . . . 3-14
    Wheel Code and Limits - P-Series . . . . . . . . 3-15
    Wheel Nut Tightening Sequence . . . . . . . . . . 3-16
    Wheels and Tires . . . . . . . . . . . . . . . . . . . . . . 3-13
    Wheel Stud Bolt Replacement . . . . . . . . . . . . 3-16
    Worn/Cracked Wheel Stud Holes . . . . . . . . . 3-16
    <:~7
    CHEVROLET WARRANTY COVERAGE RECAP
    Gee 1985 THRU 1994
    LIGHT DUTY TRUCKS
    DEL.ON / AFTER 3/16/87 DEL.BEFORE 3/16/87

    COVERAGE 1988 1988 1987 1987 1987 1987


    1ST OWNER 1989 1 ST OWNER I ST OWNER
    1992 & 2ND OWNER
    1990 & 2ND OWNER & 2ND OWNER 1985
    1994 1991
    2ND OWNER WITHOUT 2ND OWNER WITHOUT 2ND OWNER WITHOUT 1986
    W/TRANS. TRANSFER W/TRANS . TRANSFER W/TRANS. TRANSFER
    MTHS/MILE MTHS/MILE MTHS/MILE MTHS/MILES MTHS/MILE MTHS/MILES MTHS/MILES MTHS/MILES MTHS/MILE
    BASE WARRANTY (EXCEPT TIRES) ©' 36/36 36/50103 12/12 12/12 12/12 12/12 12/12 12/12 12/12
    AIR CONDITIONING 36/36 15 36/50 14 12/UNLTD 12/UNLTD 12/UNLTD 12/UNLTD 12/UNLTD 12/UNLTD 12/UNLTD
    POWERTRAIN COMP .
    W/$100 DEDUCT AFTER 12/12 36/36 15 36/50 72/60 24/24 72/60 24/24 72/60 24/24 24/24
    EMISSION PERFORMANCE WARRANTY 7 60/50 60/50 60/50 60/50 60/50 60/50 60/50 60/50 60/50
    DIESEL ENGINES W1100 72160
    DEDUCTIBLE AFTER 12112 6011008 3W508 72160 36150 ' 72160 36150 36/50 36150

    See separate warranty folder.


    Refer to policies & procedures manual to see if owner qualifies for 60150 coverage .
    With $100 deductible after 12112.
    First 12 months 1 unlimited mileage - no deductible.
    No deductible on portion factory installed = Condenser - Compressor.
    1990-91 has 601100 warranty.
    1992 $100 deductible after 36136.
    CQ7 CHEVROLET Dealer
    _
    Number :
    90-391-5

    5
    CHEVROLET MOTOR DIVISION G Service
    Section :
    General. Motors Corporation Bulletin December 1990
    Technical service Department
    Date :
    065020
    Corporate Bulletin No . :
    subject : AUTOMATIC APPLY PARKING BRAKE

    Model and Year : 1990 P3 MOTOR HOME (16,000# GVW ONLY)

    TO : ALL CHEVROLET DEALERS

    THIS BULLETIN CANCELS AND SUPERSEDES DEALER SERVICE BULLETIN NO.


    90-367-5, DATED OCTOBER 1990 . THE MODEL DESIGNATION HAS BEEN COR-
    RECTED . ALL COPIES OF 90-367-5 SHOULD BE DISCARDED.

    The parking brake system on the 1990 16,000 pound GVW P3 motorhome chassis
    incorporates a unique automatic apply feature with an internal expanding parking brake.
    The system is different than the 1989 and 1991 systems of the same model . The parking
    brake is spring applied and hydraulically released . Hydraulic pressure is supplied by the
    power steering pump. Full brake disengagement requires that 95-115 PSI pressure exists
    at the brake actuator .

    The parking brake can be applied by using a hand button or automatically when the shift
    lever is in the park position . The system features an HR-1 relay valve serving as a flow
    control point. The HR-1 reduces and directs flow to and from a spring actuator operating
    the parking brake (see Figure 1) .

    Operational Features

    1. In the event the vehicle stalls, the wheels can be spun freely for at least ten minutes
    until pressure is drained from the brake actuator and the spring brake reapplies .

    2. A parking brake light in the vehicle warns the operator when the brake is applied. This
    brake light will come on when the pressure at the actuator is less than 60 PSI .

    Parking Brake Adjustment

    1. Adjusting the brake-to-drum clearance.

    Adjust screw through the drum opening until the brake just locks up .

    Back off the adjuster two to four notches .

    Chevrolet bulletins are intended for use by professional technicians, NOT a "dolt-yourselfer ." They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to yourvehicle, or that your vehicle
    will have that condition . See your Chevrolet dealerfor information on whether your vehicle may benefit from that information.
    GSD 148D Rev. 12/89
    Drum should spin free with only light drag .

    2. Adjusting the cable free play (see Figure 2) .

    Loosen the jam nut towards the brake actuator.

    Turn the 3-inch-long hex nut along the stud until no free play exists .

    Move the jam nut until it is against the 3-inch-long hex nut.

    The actuator should stroke between .75 and 1 .00 inch when properly adjusted .

    3. Adjust the transmission linkage (see Figure 3) .

    Apply the parking brake.

    Loosen the screw (226) .

    Put the column selector lever in the neutral position . Put the lever into the neutral
    gate, do not use the indicator to find the neutral position.

    To put the transmission in neutral, move the shift lever (A) to the forward position,
    then back to the second detent .

    Hold the rod (240) tightly in the swivel (244). Tighten the nut (226) to 23 N.m (17
    lbs. ft.) .

    Put the column selector lever in the "P" (park) position.

    Check the adjustment . The column selector lever must go into all positions. The
    engine must start in the "P" (park) or "N" (neutral) positions only .

    Bleed Procedure 1

    1. Fill the power steering pump fluid reservoir to the proper level and let the fluid settle
    for at least a few minutes .

    2. Start the engine and let it run for a few seconds ; then turn off the engine .

    3. Add fluid, if necessary.

    4. Repeat the above procedure until the fluid level remains constant after running the
    engine.

    5. Block the rear wheels or raise them off the ground.

    6. Raise the front of the vehicle,so the wheels are off the ground.

    7. Start the engine, put the transmission in neutral, and place the park apply button in
    the release position. Slowly turn the steering wheel right and left, lightly contacting the .,
    wheel stops.

    90-391-5
    -3-

    8. . Check the fluid level and add fluid, if necessary.

    9. Lower the vehicle and turn the steering wheel slowly from lock to lock.

    10 . Stop the engine. Check the fluid level and refill as required .

    11 . If the fluid is extremely foamy, allow the vehicle to stand a few minutes and repeat the
    above procedure.

    12 . If air still remains in the system, proceed on to bleed procedure 2.

    Bleed Procedure 2

    1: Secure the vehicle.

    2. With the engine running, move the shift lever from the park to the neutral position.

    3. Back off the bleed nut on the actuator and allow the system to self-bleed .

    4. Tighten the actuator bleed part and cycle the system.

    5. If air still remains in the system, proceed on to bleed procedure 3.

    Bleed Procedure 3

    1. Secure the vehicle.

    2: Crack open the exhaust fitting of the manual control valve .

    3. Engage the parking brake using the manual control valve.

    4. Allow a small amount of fluid to bleed out of the fitting, then quickly tighten the fitting .

    5. Repeat bleed procedures 1-3, as required .

    Replacing the HR-1 Relay Valve

    1. Removal

    Block the wheels and shut off the engine.

    Disengage the parking brake by running the actuator arm nut down against toe
    bracket retaining the stud in a released position .

    Mark all lines and fittings .

    " Remove all lines from the HR-1 .

    2. Installation

    " Qonnect all lines to the HR-1 . Be careful to use the marks made upon removal.

    " Check fluid in reservoir .

    90-391-5
    Perform system tests outlined in this service bulletin .

    Move the dam nut until it is against the 3-inch-long hex nut.

    3. Adjusting the transmission linkage .

    " Refer to the service manual. 1990 RN,G,P models 7A1-55 shift linkage adjust-
    ment.

    HR-1 Relay Valve Bleeding Procedure 1

    " Secure the vehicle.

    " With the engine running, move the shift lever from the park to the neutral,
    position .

    Open the port on the actuator and allow the system to self-bleed .

    Tighten the actuator bleed port and cycle the system.

    " If a whine noise can be heard, air still remains in the system; proceed on to
    Bleeding Procedure 2.

    HR-1 Relay Valve Bleeding Procedure 2

    Secure the vehicle.

    " Crack open the exhaust fitting of the manual control valve .

    " Engage the parking brake using the manual control valve.

    " Allow a small amount of fluid to bleed out of the fitting; then quickly tighten the
    fitting.

    " If air still remains in the system, bleed the power steering system as described
    in the service manual.

    DIAGNOSTIC INFORMATION :

    The following Diagnostics Charts 1 and 2 can be used to to determine if the Automatic
    Apply Parking Brake System is functioning normally and to identify what repairs may be
    required .

    90-391-5
    RESERVOIR MANUAL APPLY SHIFT ACTUATED
    CONTROL VALVE CONTROL VALVE

    Figure 1-Parking brake system


    Figure 2

    NOTE: Improper adjustment of the park brake shoes or actuator can cause air noise in the power steering systems .
    Step 1 - Reference page 6-9 propeller shaft drum-type brake adjustment.
    Step 2 - Block wheels - Engine running - Park Position
    A - Check actuator cable length inside support bracket to #2 hex -nut.
    B - Block wheels - Engine running - Neutral Position
    CAUTION : Have someone in driver seat with service brake applied - recheck above cable length. Movement of
    cable should be 1 .20 inches to 1 .44 inches . Movement over 1 .44 inches will allow power steering reservoir to empty
    and draw air causing power steering noise after each cycle of the actuator (See Figure 2).
    A. SHIFT LEVER
    B. STEERING COLUMN
    226 . SCREW
    227 . RETAINING PIN
    228. NUT
    229. SPRING
    231 . INSULATOR
    232. RETAINING PIN
    238. EQUALIZER LEVER
    240. ROD
    241 . BEARING
    242. INSULATOR
    243. WASHER
    244. SWIVEL

    Figure 3 -Shift Linkage

    90-391-5
    -8-
    DIAGNOSTIC CHART 1

    Secure the vehicle by blocking


    its front wheels .

    With the parking brake released


    turn off the engine .

    Jack up the rear and spin the


    propshaft .

    Propshaft will not spin Propshaft spins freely


    freely at all . for at least 10 minutes.

    1 . Bleed the system.


    System functioning properly .
    2 . Adjust the cable freeplay .
    3. Adjust the brake to drum OK
    clearance .
    4. Adjust the transmission
    linkage .

    System unchanged

    Check all lines and


    fittings for leaks and OK
    proper routing . Replace if
    necessary .

    System unchanged

    Inspect the brake actuator. OK


    Replace if necessary .

    System unchanged

    If the system is still not


    functioning properly the
    HR-1 relay valve is
    malfunctioning . Replace
    the HR-1 relay valve.

    Resume vehicle operation .

    90-391-5
    -9-
    DIAGNOSTIC CHART 2

    Secure the vehicle by blocking


    its front wheels .

    Set the parking brake using the


    manual apply button .

    Propshaft spins freely


    with light drag . Propshaft will not spin .

    1 . Bleed the system. System functioning properly .


    2 . Adjust the cable freeplay .
    3 . Adjust the brake to drum OK
    clearance .
    4. Adjust the transmission
    linkage .

    System unchanged

    Check all hydraulic lines OK


    and fittings . Repair any
    leaks . Check lines for
    proper routing .

    System unchanged

    Inspect the brake actuator. OK


    Replace if necessary.

    System unchanged

    If the system is still not


    functioning properly the
    HR-1 relay valve is
    malfunctioning . Replace
    the HR-1 relay valve.
    Resume vehicle operation .

    90-391-5
    'CHEVROLET Dealer Number :
    90-435-5

    CHEVROLET MOTOR DIVISION


    General Motors Corporation
    Ge Service
    Bulletin
    Section :
    5

    OCT. 1991
    Technical Service Department
    Date :
    165007
    subject: Corporate Bulletin No .:
    HYDRAULIC FLUID/LEAKING
    HYDRAULIC PARK BRAKE VALVE SEAL A5
    ASE No .:

    Model and Year : 1990 P316000 LB. MOTOR HOME (RPO C7P)

    Some owners of 1990 P3 16000# motor homes may experience a condition where the hydraulic park apply
    control valve leaks hydraulic fluid. This does not affect the parking brakes while they are applied . The cause
    may be an undersized O-ring which allows the fluid to pass out of the valve and/or a cap nut with insufficient
    thread which results in insufficient torque . For vehicles with the above condition, the O-ring and cap nut
    should be replaced and threaded surfaces torqued to the specifications listed below. Additional parts are
    provided in the repair kit and should be used if necessary.

    Note: Excessive torquing of the cap nut (Figure 1, View A, #4) may result in the crushing of the . bottom
    portion of the control valve.

    SERVICE PROCEDURE : (Figure 1)

    1. Place transmission in park position, set manual appl park brake by putting manual control knob in the
    on position. Leave the ignition in the off position. Put locks on wheels.

    2. Detach the left front wheel well panel. Retain all fasteners and panel for the reinstallation process.
    Locate the control valve (Figure 1). Prepare the removal area by having a towel or rag available to catch
    any oil leakage from the pipe/valve .during removal.

    3. Detach the supply pipe assembly at the elbow fitting (#5) . Gently move pipe out of area to facilitate
    removal of the cap nut (#4) and elbow (Figure 1, View A, #5). The seal (#3) may not drop out due to oil
    viscosity; it may be necessary to use a thin pick to dislodge the seal (#3) from inside valve. Disconnect
    elbow from cap nut.

    4. Prior to assembly, lubricate bores, O-ring, and threads with lubriplate (P/N 1050109) or equivalent .
    Install replacement O-ring (#3) over replacement cap nut (#4); place spring (#2) on inner pocket of cap
    nut (#4) and rest seal (#1) on top of the spring (#2) . Balancing this assembly, gently raise into the valve
    body. Upon making contact with the valve, hand tighten assembly. Then torque cap nut (4) to 6-16 N .m .
    (5-12 lbs. ft.) in proper alignment with supply pipe .

    5. Apply thread sealant to threads going into cap nut (#4) and threaded surface of elbow (#5). Thread
    elbow (#5) into cap nut (#4) and torque elbow to 12-14 N.m. (9-10 lbs. ft.) . The final alignment of the
    elbow (#5) should be in the same direction as the plugged fitting located above the elbow (#5).

    CAUTION : Do not apply sealant over the elbow opening.

    6. Reattach the supply pipe by gently bending it back into position ; insert pipe into the elbow (#5) and
    torque the nut to 12-14 N .m. (9-10 lbs. ft.).

    NOTE : To maintain proper fluid level throughout the bleed procedure,* check and fill the power steering
    reservoir as necessary with power steering fluid (P/N 1050017) .

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer," They are written to inform these technicians of conditions that
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition. See your Chevrolet dealer for information on whether your vehicle may benefit from that information.
    GSD 1480 Rev. 12189
    7. Leaving vehicle transmission in park position, bleed system by starting vehicle and allowing 30
    seconds to elapse ; then loosen the supply pipe nut just enough to allow air to escape the system .
    Prepare the area by having a towel or rag available to catch any oil leakage. When leakage occurs,
    retorque supply pipe nut to 12-14 N.m. (9-10 lbs. ft.). Put the manual control knob in "OFF" position,
    cak delivery ("0') fitting on manual control valve to bleed. Release and set the manual apply park
    brake s x times to help the bleeding process . Retorque delivery fitting of manual control valve. Turn
    off engine ; inspect valve and fitting for leakage; tighten as required .

    8. Retrieve and reinstall retained fasteners and wheelhouse panel that were detached in Step 2.

    SERVICE PARTS INFORMATION:

    Part
    Number Description Quantity

    15680238 Seal Repair Kit 1


    1050109 Lubriplate As Required
    1050017 Power Steering Fluid As Required
    NPN Teflon Tape As Required
    Parts are currently available from GMSPO.

    WARRANTY INFORMATION :

    For vehicles repaired under warranty use:

    Labor Operation: T7296

    Labor Time: 0.6 hr.

    NOTE : Labor Operation is coded to base vehicle coverage in the warranty system.

    1. SEAL
    2. SPRING
    3. O-RING
    4. CAP NUT
    5. ELBOW

    PLUGGED FITTING
    (CONTROL VALVE)

    VIEW A

    165007

    Figure 1
    90-397-313
    CHEVROLET Dealer Number:

    CHEVROLET MOTOR DIVISION Gam® Service 313

    Bulletin
    Section :
    General Motors Corporation January 1991
    Technical Service Department
    Date:

    subject: POWER STEERING PUMP NOISE/HIGHER FLUID PRESSURE

    Model and Year: 1990 P3 MOTORHOMES (16000# GVW ONLY)

    TO: ALL CHEVROLET DEALERS

    Some of the above subject vehicles may experience higher noise due to vacuum buildup
    in the power steering reservoir.

    To correct this condition, it is necessary to replace the power steering reservoir cap with
    a new vented cap and install a longer vent hose with a new fastening clamp.

    SERVICE PARTS INFORMATION

    Part Number Description Quantity Required

    26018909 Cap 1
    15654401` Hose 1,
    1648216 Clamp 1

    Hose must be cut to 870mm length for proper protection of radiator from vented fluid .

    Parts are currently available from GMSPO.

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer.' They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to yourvehicle, or that your vehicle
    will have thatcondition. See your Chevrolet dealerfor information on whetheryourvehicle may benefit from that information.
    GSD 148D Rev. 12/89
    CHEVROLET
    90-419-5
    Dealer Number:

    Service
    CHEVROLET MOTOR DIVISION Section ::
    General Motors Corporation Bulletin MAY 1991
    Technical Service Department Date:
    065024R
    Corporate Bulletin No.:
    subject: AUTOMATIC/MANUAL APPLY PARKING
    BRAKE WILL NOT RELEASE/LEAKING
    POWER STEERING FLUID

    Model and Year: 1990 P3 MOTOR HOME CHASSIS

    Some 1990 P3 Motor Home Chassis 16000 Lbs GVW may experience fluid leaks near the
    hose clamps on the hydraulic manual apply park brake hose assembly. This will not allow
    the park brake to be released. This assembly was manufactured utilizing a hose and clamp
    assembly (Figure 1 A) .

    To correct the above condition, a new crimped hose assembly (P/N 26025331) has been
    released (Figure 1 B) .

    SERVICE PROCEDURE: (Figures 1A and 1B):

    DO NOT put transmission selector in "Park" position . Use Neutral . DO NOT set
    manual park apply (leave "park brake" control knob in the OFF position, brake not
    applied) . Ignition in the off position. Put blocks on wheels.

    2. Remove the left front wheel well panel . Retain all fasteners and panel for the
    reinstallation process. Locate the return line hose from Figure 1A. Prepare the
    removal area by having a towel or rag available to catch any oil leakage from the
    hose during removal.

    3 . Obtain the replacement hose (P/N 26025331) prior to removing the old hose
    assembly .

    4. Remove the clamped hose assembly, catch as much fluid as possible . Remove the O
    ring seal from the steering gear. Reinstall new O ring seal (P/N 26001594). Carefully
    seat O ring in steering gear seat . Install new hose (26025331) at steering gear and
    finger tighten. Then install hose at relay valve ; again, finger tighten.

    5 . Torque the tube nut at the steering gear to 20-34 N.m (15-25 Ibs. ft.) and the fitting at
    the valve assembly to 20-27 N.m. (15-20 lbs. ft.) (Figure 1 B) .

    6. Bleed the power steering system. Using the procedures identified in the service
    manual for power steering ; purge the system of air. After completion of the bleeding
    procedure reinspect the hose for any oil leaks. Retorque as required . Reinstall the
    wheel well panel.

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer," They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle
    will have that condition . See your Chevrolet dealer for information on whether your vehicle may benefit from that information .
    GSD 1480 Rev . 11249
    NOTE : Do not put transmission in "Park" position or apply manual control valve until after
    bleeding is completed .

    SERVICE PARTS INFORMATION :


    Quantity
    Part Number Description Required
    26025331 Hose Assembly 1 (All P3 with 16,000 lb
    option C7P)

    26001594 0 Ring 1

    Parts are currently available from GMSPO.

    WARRANTY INFORMATION :

    For vehicles repaired under warranty use :

    Labor Operation : T7226

    Labor Time: 0.7 hr.

    Trouble Code: 92
    Removal Figure 1 A Installation Figure 1 B
    Relay
    Valve Relay Valve
    Assembly Assembly

    Fitting Torque
    (20-27 N-m)
    Remove relay valve
    inlet pipe assembly
    at tube nut and Tube and Hose
    steering gear-nut. Assembly
    Remove O-ring 26025331
    Steering Gear

    Fitting Torque
    (20-34 N"m)

    Note : Seat O-ring prior to Installing


    hose fitting to steering gear

    065024
    Figure 1
    CHEVROLET Dealer
    91-240-5

    e®
    Number:

    Service 5
    CHEVROLET MOTOR DIVISION Section :
    General Motors Corporation
    Bulletin MARCH 1991
    Technical Service Department Date:
    065022
    Corporate Bulletin No .:
    subiw: AUTO APPLY PARKING BRAKE
    MAY NOT RELEASE

    Model and veer: 1990-91 P3 TRUCK

    Some 1990 - 1991 P3 Motorhomes with auto apply parking brake may not release. The
    cause may be loosening of the auto apply cable and/or the auto apply control valve. Follow
    the appropriate.service procedure that addresses the condition.

    AUTO APPLY CABLE ON 1990-91 P3 16,000# MOTORHOMES WITH C7P

    The auto apply control cable may loosen or pull through the attaching clip . This loosening
    can be corrected by the replacement of the clip (2058447) and the installation of a new
    washer (2436161).

    SERVICE PROCEDURE:(Figure 1):

    1 . Place shift lever in park, turn ignition key to the off position . Block the wheels to
    prevent vehicle movement during servicing.

    2. Locate the park brake control cable under the instrument panel adjacent to the
    steering column (Figure 1).

    3. Remove the bolt holding the cable in place . Retain the bolt and nut for the
    reinstallation procedure.

    4. Remove the cable clip from the cable and discard. Utilizing a new clip (P/N 343464)
    attach the cable to the bracket using the existing bolt and nut and a new washer (P/N
    2436161) . Align the clip so that no kinking of the cable occurs during the tightening of
    the bolt and nut as shown in Figure 1 .

    5. Torque the nut to 6 - 9 N.m. (4.5 to 6.6 lbs. ft.) .

    6. Start the engine . Verify the vehicle's transmission is 'in the neutral position and the
    "park brake" Control is applied. Release the "park brake" control and observe that light
    on dash goes out. Reapply the "park brake" control and observe that park brake
    actuates . Also verify that park brake cable operates smoothly.

    7 . Return vehicle to holding area ; service inspection work is completed.

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer." They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle
    will have that condition. See your Chevrolet dealer for information can whether your vehicle may benefit from that information.
    GSD 148D Rev. 12189
    SERVICE PARTS INFORMATION
    Part Number Description Quantity
    2436161 Washer 1 (all P30032 at 16,000 lb, Option C7P)
    343464 Clip 1
    WARRANTY INFORMATION
    Labor Operation: T7216'
    Labor Time: 0.2 hr.
    TROUBLE CODE : 92
    AUTO APPLY VALVE BRACE ON 1990 P3 16,000# MOTORHOMES WITH C7P
    The auto apply control valve may loosen at the cam actuator arm . This condition can be
    corrected by the installation of a brace, (P/N 15666448).
    SERVICE PROCEDURE (Figure 2):
    1 . Set parking brake, block wheels, ignition in the off position, and transmission in the park
    position .
    2. Locate the park brake control valve on the left inside frame rail adjacent to the
    transmission shift control (Figure 2).
    3. Remove the three bolts shown in figure 2., Discard the washers ; retain the 5/16" bolt and
    nut. Obtain two new nuts and bolts for the lower mounting attachment.
    4. Install the new brace (P/N 15666448) towards the transmission on the control valve so
    that the brace faces inboard. Install the two new lower bolts and nuts as shown. Reinstall
    the existing upper bolt and nut.
    IMPORTANT Nuts and bolts must be installed as shown in Figure 2 with the nuts clamping
    against the new brace .
    5 . Torque the two 1/4" nuts and the 5/16" nut to 6 - 9 N.m. (4 .5 to 6.6 lbs. ft).
    6. With the vehicle in the park position, remove the wheel blocks, start the engine, release
    the manual park brake, and cycle the auto park apply system by moving the shift lever
    from park to drive . Observe that the vehicle's park brake functions properly.
    7 . Turn off vehicle ; put on parking brake ; shift lever in park; inspect the control valve for any
    hydraulic leaks; torque fitting as required .
    SERVICE PARTS INFORMATION

    Part Number Description Quantity

    15666448 Brace Park Brake 1 (all P30032 at 16,000, Control


    Valve option C7P)

    9440148 Bolt 1/4"-20 X 2 .00" 2


    (GM 280-M)

    9422273 Nut 1/4"-20 2


    (GM 286-M)

    WARRANTY INFORMATION

    Labor Operation : T7217'

    Labor Time : 0.5 hr.

    TROUBLE CODE : 92

    AUTO APPLY VALVE BRACE ON 1991 P3 16,000# MOTORHOMES WITH C7P

    The auto apply control valve may loosen at the cam actuator arm . This
    condition can be corrected by the installation of a brace, (P/N
    15666448) .

    SERVICE PROCEDURE: (Figure 3)

    1 . Set parking brake, block wheels, ignition in the off position, and transmission in the park
    position .

    2. Remove the left hand front splash shield, save all fasteners for reinstallation . Locate the
    park brake control valve on the left side above the steering gear (Figure 3) .

    3. Remove the three bolts shown in Figure 3. Discard the three washers, two 1/4" and one
    5/16" washer. Replace the two 1/4" bolts and nuts with new hardware . Reuse the 3/16"
    bolt and nut.

    4. Install the new brace (P/N 15666448) on the control valve so that the brace faces
    outboard. Install the two lower bolts and nuts . Reinstall the upper bolt and nut.

    IMPORTANT: Nuts and bolts must be installed so that the nutsclamp against the new brace.

    5. Torque the three nuts to 6 - 9 N .m. (4.5 to 6.6 lbs. ft.) .

    6. Reinstall the splash shield . Reuse the fasteners ; torque to standard specifications
    (figure 3).

    7. With the vehicle in the park position, remove the wheel blocks . Start the engine; release
    the manual park brake, and cycle the auto park apply system by moving the shift lever
    from park to drive. Observe that the vehicle's park brake functions properly.

    8. Turn off vehicle ; put on parking brake ; shift lever in park. Inspect the control valve for any
    hydraulic leaks. Torque the fittings as required .
    -4-

    SERVICE PARTS INFORMATION

    Part Number Description Quantity

    15666448 Brace Park Brake 1 (all P30032 at 16,000, Control


    Valve option C7P)
    9440148 Bolt 1/4"-20 X 2.00" 2
    (GM 280-M)

    9422273 Nut 1/4"-20 2


    (GM 280-M)

    WARRANTY INFORMATION

    Labor Operation : T7218'

    Labor Time : 0.7 hr

    TROUBLE CODE : 92

    ' NOTE: All Labor Operation are coded to base vehicle coverage in the warranty system .

    Parts are currently available from GMSPO.


    Existing
    Bolt/Screw
    (6-9 N-m)

    Figure 1-1990 Cable Clipping


    Control Valve
    Assembly

    Existing
    Nut and Bolt
    (6-9 N-m)

    New Nuts
    9422273
    (6-9 N-m)

    Assembly Note : All three brace retaining nuts and bolts must be installed
    so that the nuts clamp against the new brace .

    065022
    Figure 2-1990 Auto Apply Brace For P30032 With C7P
    7_

    Existing
    Nut and Bolt
    (6-9 N-m)

    New Nuts
    9422273
    (6-9 N-m)

    Assembly Note: All three brace retaining nuts and bolts must be installed
    so that the nuts clamp against the new brace .

    065022

    Figure 3-1991 Auto Apply Valve Brace For P30032 With C7P
    92-02-6E
    CHEVROLET Dealer Number:

    CHEVROLET MOTOR DIVISION Gr-= Service 6E


    Section :
    General Motors Corporation Bulletin AUGUST 1991
    Technical Service Department
    Date :

    136514R
    subject: SERVICE ENGINE SOON LIGHT (CODE 22) Corporate Bulletin No . :

    Model and Year : 1991-92 CAPRICE AND CAMARO WITH 5.01- AND 5.71- ENGINES
    1991-92 ALL TRUCKS WITH 3.1 L, 4.3L, 5.OL, 5.71- AND 7.41- ENGINES

    THIS BULLETIN CANCELS AND SUPERSEDES DEALER SERVICE BULLETIN 91-357-6E, DATED JUNE
    1991 . THE VIN BREAKPOINTS HAVE BEEN ADDED AND THE BULLETIN NUMBERS WHICH WERE
    CANCELLED SHOULD READ 91-60-6E AND 91-333-7A . ALSO THE 1992 MODEL YEAR HAS BEEN
    ADDED . ALL COPIES OF 91-357-6E SHOULD BE DISCARDED .

    PLANT VIN BREAKPOINT

    SHREVEPORT 1 GCCSI4ZLM8177329

    MORAINE 1 GNCS13ZLM2211006

    PONTIAC 1 GCCT14Z5MO149156

    This bulletin pertains to the 5.01- and 5 .71- engine for passenger cars and 4.3U3.1 L, 5.0U5 .7L and 7.41-
    engines for light duty trucks.

    Condition Some owners of the above vehicles may comment on a Service Engine Soon Light - Code 22 -
    Throttle Position Sensor low. Additional comments may include no upshift to 4th gear, no TCC,
    harsh transmission shifts, or poor idle quality. These conditions may be more prevalent after
    initial startup.

    Cause: The above concerns may result from an intermittent electrical contact inside the Throttle
    Position Sensor (TPS) .

    Correction : If any of the subject conditions are found, complete the following procedure :

    1 . Perform the normal diagnostics per Section 6E of the Service Manual.

    2 . Check TPS/ECM connectors per Dealer Service Bulletin No . 91-106-6E.

    3. If no problems are found using the normal 6E diagnostics or the bulletin, replace the TPS
    with a new TIPS kit, P/N 17112679 per the procedure in Section 6E of the Service Manual .
    The new TPS will have a yellow dot at the connector area for easier identification .

    Part is currently available from GMSPO.

    Note : The lack of 4th gear, no TCC and harsh transmission shift concerns are only associated on truck
    applications with the HYDRA-MATIC 41-80-E (4 speed automatic) electronic transmission .

    Use applicable labor operations and times .

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer," They are written to inform these technicians of conditions that
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safely. If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition. See your Chevrolet dealer for information on whether your vehicle may benefit from that information.
    GSD 148D Rev. 12/89
    REVISED

    CHEVROLET
    91-151 A-5
    Dealer Number :

    CHEVROLET MOTOR DIVISION Gas Service


    Bulletin
    Section :
    5

    General Motors Corporation AUGUST 1991


    Technical Service Department Date :
    965016R
    Corporate Bulletin No.:
    Subject: BRAKE SQUEALINOISE
    A5
    ASE No.:

    Model and Year : 1976-91 P3 MOTOR HOMES EQUIPPED


    WITH 4-WHEEL DISC BRAKES (RPO JF9)

    THIS BULLETIN REVISES DEALER SERVICE BULLETIN NO. 91-151-5, DATED JANUARY 1991 .
    REPLACEMENT OF BOTH FRONT AND REAR LININGS HAS BEEN SPECIFIED. ALL COPIES OF
    91-151-5 SHOULD BE DISCARDED.

    A new brake lining service kit is available that contains brake pads constructed of a new compound
    developed to reduce brake noise and squeal . It is important to understand that the new pad material will not
    totally eliminate brake noise. It can, however, reduce the noises to a level which is more acceptable .

    The new brake lining service kit, GM Part Number 15649295 contains all components necessary to replace
    either the front or rear brake linings . To better resolve brake squeal and maintain the vehicle's originally
    designed brake balance (front to rear), both front and rear linings should be replaced at the same time . The
    new brake pads can be identified by the CBD812 edge code printed on the side of the pad material .

    SERVICE PARTS INFORMATION :

    Part Number Description

    15649295 Brake Lining


    Service Kit

    Note : Use one kit per axle .

    Parts are currently available from GMSPO.

    WARRANTY INFORMATION :

    For vehicles repaired under warranty use :

    Labor Operation Location

    H0042 Front
    H0043 Rear

    Use applicable labor time guide for labor hours.

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer ." They are written to inform these technicians of conditions that
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition. See your Chevrolet dealer for information on whether your vehicle may benefit from that information.
    GSD 148D Rev. 12/89
    ~CHEVROLET Dealer
    Service
    Number :
    91-133-5

    CHEVROLET MOTOR DIVISION GeO 5


    Bulletin
    Section :
    General Motors Corporation
    Technical Service Department December 1990
    Date:
    075003R
    Corporate Bulletin No . :
    Subject: CHANGE IN BRAKE EFFECTIVENESS AFTER DISC BRAKE ROTOR
    REFINISHING/PAD REPLACEMENT

    Model and Year: ALL PASSENGER CARS


    ALL LIGHT DUTY TRUCKS

    TO: ALL CHEVROLET DEALERS

    THIS BULLETIN CANCELS AND SUPERSEDES DEALER SERVICE BULLETIN NO.


    90-316-5, DATED AUGUST 1990 . INFORMATION HAS BEEN ADDED REGARDING
    HUB AND ROTOR CLEANING, PROPER TORQUING TECHNIQUE., REVISED MACHIN-
    ING TABLE, CHANGE SPECIFICATION FOR MAXIMUM SCORINGING DEPTH . THE
    1991 MODEL YEAR WAS ALSO ADDED. ALL COPIES OF 90-316-5 SHOULD BE DIS-
    CARDED .

    Some comments have been received about a change in preceived braking effectiveness
    which occurs after rotors have been refinished and/or disc brake pads have been
    replaced . New lining materials have been formulated for increased lining life and to reduce
    brake squeal . Also, Federal regulations currently prohibit the use of asbestos in Original
    Equipment Manufactured (O .E.M .) front disc brake linings, and will totaly ban asbestos
    from all O.E .M. brake linings in the near future . Due to these changes, initial rotor surface
    finish is more critical than in the past, and is required for good brake performance .

    Following are some recommended actions/procedures to assure proper performance of


    the brake systems on all vehicles after rotor and/or pad service has been performed:

    When performing routine brake maintenance such as replacing worn disc brake pads
    or shoes, DO NOT refinish disc brake rotors or drums unless :

    A. There is a brake pulsation condition present, and this pulsation is found to be,
    caused by the brake rotors or drums, or

    B. The rotors and/or drums are excessively scored . Surface scoring that does not
    ' exceed 1 .2MM (0 .050 in .) on rotors or drums should not affect brake operation .

    Before removing rotors from the hub assembly, mark the rotor and on wheel stud
    so that the rotor may be re-installed in the same position .

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer, They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle
    will have thatcondition. See your Chevrolet dealerfor information on whether yourvehicle may benefitfrom that information .
    GSD 148D Rev. 12/89
    If rotors are removed, it is very important that rust and scale be removed from the rotor and
    hub mating surfaces . Failure to do so may introduce excessive lateral runout when the
    rotor is mounted on the brake lathe, or when the rotor is re-installed to the hub.

    2. When refinishing disc brake, rotors, it is important that the brake lathe be in good
    operating condition and that all tools or bits are sharp. Recommended vibration
    dampeners and/or adaptors should be used and should be clean and free of nicks
    (remember, 1988-91 W models require the use of an adaptor, J37160, because of the
    two-piece design). The following table shows the recommended procedure for rotor
    machining :

    ROUGH CUT FINISH CUT


    Spindle Speed 150 RPM 150 RPM
    Depth of Cut (per side) 0.127mm (0 .005") 0.051 mm (0 .002")
    Tool Cross Feed per Rev 0 .152mm - 0.254mm 0.051 mm (0.002")Max
    (0 .006" - 0.010")
    Vibration Damper Yes Yes
    Sand Rotors-Final Finish No Yes
    It is important that a rough and a finish cut be made . All brake lathes use a single-point
    cutting tool which is not capable of giving the necessary surface finish . A SECONDARY
    FINISHING OPERATION MUST BE PERFORMED TO OBTAIN THE NECESSARY
    SURFACE FINISH .
    An acceptable finish can be obtained using the Ammco Model 8350 Safe Swirl Disc Rotor
    Grinder, or equivalent, using 120 grit sandpaper and sanding each rotor surface with
    moderate pressure for a minimum of 60 seconds with the rotor turning at 150 RPM . An
    alternate method is to use a sanding block with 150 grit sandpaper . With the rotor turning
    at approximately 150 RPM, sand each side for a minimum of 60 seconds using moderate
    pressure .

    After the rotor has been sanded, the surfaces must be cleaned with a solvent such as
    brake cleaning, denatured alcohol, or equivalent .
    THE FINISHED ROTOR SURFACE SHOULD BE AS CLOSE TO THAT OF A NEW
    ROTOR AS POSSIBLE . FAILURE TO OBTAIN THE BEST POSSIBLE ROTOR FINISH
    WILL AFFECT INITIAL BRAKING PERFORMANCE.

    CAUTION : ROTORS OR DRUMS SHOULD ALWAYS BE REPLACED IF TURNING WILL


    RESULT IN A ROTOR OR DRUM THAT DOES NOT MEET MANUFACTURER SPECIFI-
    CATIONS FOR MINIMUM ROTOR THICKNESS OR MAXIMUM DRUM DIAMETER .

    NOTICE : When re-installing tire and wheel assemblies, it is very important that proper
    procedures be followed when installing and torquing the wheel nuts:

    A. Finger start all wheel nuts.

    B. Tighten wheel nuts .to specified torque (use the "star," or alternating nut pattern)
    using a torque wrench. DO NOT USE AN IMPACT WRENCH. UNEVEN AND/OR
    EXCESSIVE TORQUING OF THE WHEEL NUTS HAS BEEN FOUND TO
    DISTORT ROTORS, RESULTING 1N PREMATURE CUSTOMER COMEBACKS
    FOR BRAKE PULSATION

    91-133-5
    3. After brake pads have been replaced and/or rotors have been refinished, it is
    recommended that the new braking surfaces be broken in, or burnished, to properly
    seat them . This can be accomplished by making 20 stops from 30 mph, using medium
    to firm pressure . Take care to avoid overheating the brakes.

    4. It is strongly recommended that the correct, specified General Motors replacement


    part(s) be used when servicing G.M . vehicles . General Motors does not test non-G .M.
    parts for proper performance on G.M . vehicles . Therefore, the use of non-G.M . parts
    may result in unacceptable vehicle performance . It is also important that the correct
    G M . part(s) be used in the correct G .M . application . For example, some 'A' model
    disc brake pads ('A' Heavy) will fit on 'C and H' models, but will not provide the same
    performance as the pads specified for use on C and H vehicles . It may seem
    preferable to stock fewer brake pad part numbers, but customer dissatisfaction may
    result if vehicle performance is affected .

    91-133-5
    91-210-7A
    CHEVROLET Dealer Number :

    CHEVROLET MOTOR DIVISION Gem Service 7A

    Update
    Section :
    General Motors Corporation FEBRUARY 1991
    Technical Service Department
    Bulletin Date :
    177107R
    Corporate Bulletin No. :

    Subject: AUTOMATIC TRANSMISSION


    DIAGNOSIS CHARTS UPDATED

    Model and Year: 1991 C/K, R/V, P AND G TRUCKS WITH


    4L80-E/4L80-EHD AUTOMATIC TRANSMISSION

    SERVICE UPDATE
    BULLETIN COVERS :

    HYDRA-MATIC 4L80-E/4L80-EHD Transmission updates occurring after Service Manual


    printing .

    LIGHT DUTY TRUCK SERVICE MANUAL UPDATES :

    Automatic Transmission / Diagnosis Information :


    Range Reference Chart has been revised. (Figure 1)
    Wiring Diagram has been revised. (Figure 2)

    Remove Notice under Torque Converter Clutch (TCC) Diagnosis:


    Notice says: Do not bench test the TCC Solenoid using an automotive type battery.
    Accidentally crossed wires will damage the internal diode of the Solenoid . (This notice
    does not apply to the 4L80-E Transmission .)

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer," They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle
    will have that condition . See your Chevrolet dealer for information on whether your vehicle may benefit from that information.
    GSD 1481 Rev . 12189
    HYDRA-MATIC 4L80-E - GEAR RATIOS
    FIRST 2 .48 FOURTH .75
    SECOND 1 .48 REVERSE 2 .08
    THIRD 1 .00

    OVERDRIVE INTERMEDIATE LO
    SOLENOID SOLENOID FOURTH OVERRUN FORWARD DIRECT FRONT INTERMEDIATE REAR
    RANGE GEAR ROLLER SPRAG ROLLER
    OA OB CLUTCH CLUTCH CLUTCH CLUTCH BAND CLUTCH BAND
    ROLLER CLUTCH CLUTCH

    - ON OFF HOLDING

    REVERSE ON OFF HOLDING APPLIED APPLIED

    O
    1st ON OFF HOLDING APPLIED * HOLDING

    2nd OFF OFF HOLDING APPLIED HOLDING APPLIED OVERRUNNING

    3rd OFF ON HOLDING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

    4th ON ON APPLIED OVERRUNNING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

    1st ON OFF APPLIED HOLDING APPLIED * HOLDING

    D 2nd OFF OFF APPLIED HOLDING APPLIED HOLDING APPLIED OVERRUNNING

    3rd OFF ON APPLIED HOLDING APPLIED APPLIED OVERRUNNING APPLIED OVERRUNNING

    1st ON OFF APPLIED HOLDING APPLIED * HOLDING

    K2nd OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUNNING

    131 ON OFF APPLIED HOLDING APPLIED " HOLDING APPLIED

    2nd OFF OFF APPLIED HOLDING APPLIED APPLIED HOLDING APPLIED OVERRUNNING

    *HOLDING BUT NOT EFFECTIVE 0 THE SOLENOID'S STATE FOLLOWS A SHIFT PATTERN WHICH DEPENDS UPON VEHICLE
    ON - SOLENOID ENERGIZED SPEED AND THROTTLE POSITION . I T DOES NOT DEPEND UPON THE SELECTED GEAR .
    OFF - SOLENOID DE-ENERGIZED

    NOTE : DESCRIPTIONS ABOVE EXPLAIN COMPONENT FUNCTION DURING ACCELERATION .

    Figure 1- Range Reference Chart


    3-

    pppp
    . 1111
    ,Ilililil~lilVil~ ~I I~~III~I~UI1I1
    1

    r~sa

    ~- (C) +12V SHIFT SOLENOIDS-RED.


    (D) PSM-BLACK
    \~C (E) PSM-WHITE
    \\\r (F) PSM-BLUE

    (B) SOLENOID "B" GROUND-GREEN

    (A) SOLENOID "A" GROUND-BLUE

    (H) +5V TEMP. SENSOR-RED

    (G) TEMP . SENSOR GROUND-GREEN

    L (M) FORCE MOTOR-GREEN


    (L) FORCE MOTOR-BLUE
    /(K) 12V PWM SOLENOID-WHITE
    (J) PWM SOLENOID GROUND-BLACK

    Figure 2 - Wiring Diagram


    CHEVROLET Dealer Number :
    91-150-8C

    CHEVROLET MOTOR DIVISION Ge® Service 8C


    Bulletin
    Section :
    General Motors Corporation
    Technical Service Department
    January 1991
    Date :
    068302
    Corporate Bulletin No . :
    Subject : ELECTRONIC AND ELECTRO-MECHANICAL
    INSTRUMENT CLUSTERS

    Model and Year : ALL LIGHT DUTY TRUCKS

    TO : ALL CHEVROLET DEALERS

    Chevrolet and AC Delco have formed a joint program designed to help dealers locate
    exchange instrument clusters . A service called the "Instrument Cluster Locator Line" has
    been established .

    For your regular service needs, you should contact the nearest AC Delco Service Center.
    If they do not have the required cluster, you should then use the Instrument Cluster
    Locator Line . To do so, call the Locator Line operator at (313) 974-0497 between 7 :30 and
    4 :30 Eastern Standard Time. The following information is required :

    the name of the AC Delco Service Center previously contacted

    the part number of the unit needed

    your dealer name, address and telephone number

    the make and body style of the vehicle being repaired .

    The operator will then locate another AC Delco Service Center which has the required
    cluster and call you back that same day to let you know where the part can be found.

    You can then order the part directly from that Service Center. The part will be shipped
    within 24 hours and you will receive it within 48 hours. Please note that the Instrument
    Cluster Locator Line Program should only be used if the electronic or electro-mechanical
    cluster is not available from your local AC Delco Service Center.

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer." They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle . Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle
    will have that condition. See your Chevrolet dealerfor information onwhether your vehicle may benefit from that information.
    GSD 148D Rev. 12/89
    =' :7CH EVRO LET Dealer Number:
    90-421-6E

    Ge®
    CHEVROLET MOTOR DIVISION
    Service
    Section :
    6E
    General Motors Corporation Bulletin _ MAY 1991
    Technical Service Department
    Date :

    136511
    Corporate Bulletin No . :
    subiect: DETONATION AND/OR EXHAUST ODOR

    Model and Year : 1990 C/K, R/V, G AND P TRUCK


    WITH 7.4L ENGINE

    Condition : Some owners of 1990 trucks with the 7.4L engine may comment of either
    detonation at highway speeds or exhaust odor (sulfur smell) at idle .

    Cause: The original spark advance and idle calibration may generate detonation or
    sulfur odor comments for a few isolated conditions.

    Correction : On trucks where these conditions can not be repaired using normal service
    procedures, a revised calibration PROM should be installed (See below) .

    Part Emission PROM SCANNER


    Number System Trans. Broadcast I.D .

    16165446 NA4 (above M40 (Auto) AYKK 5451


    8600 GVW)

    16165447 NA4 (above M20 (Manual) AYKL 5461


    8600 GVW)

    Parts are expected to be available on June 3, 1991 . Until then normal part orders will not be
    accepted by GMSPO. Only verifiable emergency VIP orders will be accepted . SPO will
    make every effort to obtain parts . All parts will be placed on 400 control to waive VIP
    surcharges. However, the part will be shipped premium transportation at dealer's expense.
    All other order types will be cancelled as incorrectly ordered while the 400 control is in place.

    Note : These PROMS SHOULD NOT BE USED on the Chevy "S .S."

    Labor Operation Number: T0500

    Labor Time : .6 Hour

    Trouble Code : 92

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer." They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle . Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle
    will have that condition . See your Chevrolet dealer for information on whether your vehicle may benefit from that information .
    GSD 148D Rev. 12/89
    CHEVROLET Dealer
    90-368-8C

    GC®
    Number:
    Service 8C
    CHEVROLET MOTOR DIVISION Section :
    General Motors Corporation Bulletin October 1990
    Technical Service Department
    Date :
    063305R
    Corporate Bulletin No . :
    subject: INOPERATIVE SPEEDOMETER

    Model and Year : 1989-90 P3 (MOTOR HOME) CHASSIS

    TO : ALL CHEVROLET DEALERS

    Some 1989-1990 P3 motor home chassis (32) and commercial van chassis (forward
    control chassis - model 42) may experience inoperative speedometers . This condition can
    be caused by either inadequate engagement of the upper speedometer cable or a broken
    lower speedometer cable tip .

    To correct, it is necessary to install either a new upper or lower speedometer cable. The
    new upper speedometer cable has a longer shaft core tip to provide full engagement of the
    speedometer core tip between the Vehicle Speed Sensor (VSS) and speedometer head
    (part of the instrument cluster) . The lower speedometer cable has a metal tip replacing a
    plastic tip to help prevent tip breakage .

    Vehicle manufacturing breakpoint is listed below :

    1 GBJP37N7L3321236

    Prior to performing the installation procedures, verify if the condition experienced is the
    result of inadequate engagement of the upper speedometer cable. If an inadequate
    engagement condition is present, replacement of the upper speedometer cable is
    required . Inspect the lower speedometer cable for a broken tip at the speed sender
    generator. If broken, replacement of the lower speedometer cable is required .

    INSTALLATION INSTRUCTIONS :

    UPPER SPEEDOMETER CABLE REMOVAL AND REPLACEMENT (see Figure 1):

    1. Disconnect the negative battery connection .

    2. Set park brake and put transmission lever in park.

    3. Disconnect and remove the upper speedometer cable from the speedometer head in
    the instrument cluster .

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer, They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described; DO NOT assume thatthe bulletin appliesto your vehicle, or that your vehicle
    will have thatcondition. See your Chevrolet dealer for information on whetheryour vehicle may benefitfrom that information.
    GSD 148D Rev. 12MO
    4. On Commercial vehicles, disconnect the opposite end of the cable from the road
    speed sender generator located underneath the vehicle (outboard of the left hand
    frame rail and in back of the front axle). On Motor Homes, disconnect the opposite end
    of the cable located in the left hand frame rail across from the transmission .

    5. Install the new upper speedometer cable into the instrument cluster and connect to
    speedometer head .

    6. On Commercial or Motor Home vehicles, reconnect the opposite end of the cable to
    the vehicle speed sensor (VSS) . Route and attach cable to avoid kinking, chafing or
    high temperature areas . Clip at positioning cable .

    7. Reconnect negative battery connection .

    8. Check for proper operation of speedometer .

    LOWER SPEEDOMETER CABLE REMOVAL AND REPLACEMENT (see Figure 1) :

    1. Disconnect the negative battery connection .

    2. Inspect road speed sender generator for broken plastic speedometer cable tip. If
    broken, remove broken piece prior to installing new cable.

    3. Disconnect the lower cable from the vehicle speed sensor (VSS) .

    4. Disconnect the opposite end of the cable at the transmission and remove cable .

    5. Reconnect the lower speedometer case to the VSS .

    6. Reconnect cable at transmission end . Route cable to avoid kinks or chafing.

    7. Reconnect negative battery connection .

    8 ., Check operation of speedometer .

    SERVICE PARTS INFORMATION :

    Part No. Description Qty. P3 Model

    16154975 Upr Speedo , Cable Asm . 1 Commercial (42) with Gas Engines .

    16154985 Upr Speedo Cable Asm . 1 Motor Home (32) with Gas Engines .

    16155035 , Lwr Speedo Cable Asm . 1 (*) Motorhome(32)/Commercial


    (42) with Gas Engines, Auto .
    Trans . & Power Disc Brakes.

    16155045 Lwr Speedo Cable Asm . (') Commercial (42) with Gas
    Engines & Manual Trans .

    16155055 Lwr Speedo Cable Asm . 1 (') Motorhome (32)/Commercial


    (42) with Gas Engines & auto.
    Trans . & Hydraulic Brakes.

    90-368-8c
    P/N 16154975 Use with RPO's LB4/1-05/1-19.
    P/N 16154985 Use with RPO 1-19.
    P/N 16155035 Use with RPO's 1-134/1-05/1-19 and M40 and JB7/JB8.
    P/N 16155045 Use with RPO's LB4/1-05 and M20 .
    P/N 16155055 Use with RPO's 1-05/1-19 and M40 and JF9 .

    RPO CODES:
    LB4 = 4.31- Gas Eng. M40 = 3-Spd . Auto. Trans.
    1-05 = 5.71- Gas Eng . JB7 = Power Disc, Drum 8400 Lbs.
    1-19 = 7.41- Gas Eng . JB8 = Power Disc, Drum 10000 Lbs.
    M20 = 4-Spd. Man. Trans . JF9 = Hyd. Brake, 4 Wheel Disc

    MODEL CODES:
    32 = Motor Home Chassis
    42 = Commercial - Forward Control Chassis

    Parts are currently available from GMSPO.

    WARRANTY INFORMATION

    For vehicles repaired under warranty use:

    Labor
    Operation Description

    N4382 R & R Upper Speedometer Cable


    N4383 R & R Lower Speedometer Cable Labor Time

    Use applicable Labor Time Guide for labor hours.

    90-368-8C
    Figure 1

    1990 - The vehicle speed sensor is located on the LH


    frame rail in the speedometer cable .

    1991-1994 - The cruise control receives its signal from


    the drac module located on the LH side of the steering'
    column .

    90-368-8C
    P/N 16154975 Use with RPO's 1-134/1-05/1-19 .
    P/N 16154985 Use with RPO L19.
    P/N 16155035 Use with RPO's 1-134/1-05/1-19 and M40 and JB7/JB8.
    P/N 16155045 Use with RPO's 1-134/1-05 and M20.
    P/N 16155055 Use with RPO's 1-05/1-19 and M40 and JF9.

    RPO CODES :
    LB4 = 4.31- Gas Eng . M40 = 3-Spd. Auto . Trans .
    1-05 = 5 .71 Gas Eng. JB7 = Power Disc, Drum 8400 Lbs.
    1-19 = 7 .41- Gas Eng. JB8 = Power Disc, Drum 10000 Lbs.
    M20 = 4-Spd. Man . Trans . JF9 = Hyd. Brake, 4 Wheel Disc

    MODEL CODES :
    32 = Motor Home Chassis
    42 = Commercial - Forward Control Chassis

    Parts are currently available from GMSPO.

    WARRANTY INFORMATION

    For vehicles repaired under warranty use :

    Labor
    Operation Description

    N4382 R & R Upper Speedometer Cable


    N4383 R & R Lower Speedometer Cable Labor Time

    Use applicable Labor Time Guide for labor hours .

    90-368-8C
    REINSTALL TO
    TRANSMISSION

    FRAME RAIL

    10 FRT

    LOWER CABLE

    PARK BRAKE CABLE / / VEHICLE SPEED SENSOR

    Figure 1

    1990 - The vehicle speed sensor is located on the LH


    frame rail in the speedometer cable .

    1991-1994 - The cruise control receives its signal from


    the drac module located on the LH side of the steering'
    column .

    90-368-8C
    CHEVROLET
    92-03-68
    Dealer Number :

    CHEVROLET MOTOR DIVISION Gea


    General Motors Corporation
    Service
    Bulletin
    Section:
    6B

    AUGUST 1991
    Technical Service Department Date :
    166201
    Corporate Bulletin No .:
    subject: NEW STYLE HOSE CLAMP

    Model and Year : 1983-92 ALL C/K AND 1987-92 R/V TRUCKS
    WITH 4.3L, 5.OL, 5 .7L, 6.2L, 7 .4L ENGINES

    A new design hose clamp will be used in production starting , with the 1992 model year on C/K trucks . Usage
    of this clamp will expand to include other models in the 1993 model year. The Mubea constant tension hose
    clamp was designed to reduce the amount of coolant leakage from radiator and heater hoses.

    With the previous design, screw type clamps, it is difficult to maintain a constant load on the hose connection .
    Some of the load is lost under certain temperature changes . The Mubea clamp exerts a relatively even and
    constant pressure that is maintained under varying temperature conditions.

    SERVICE PROCEDURE :

    o The- Mubea clamp must be installed on a hose which will be put on to a clean, dry, paint free surface. If
    lubrication is necessary for assembly, only GM lubricant P/N 998562 may be used .

    9 Production of trucks with the clamp began 02/91, starting with the water pump and radiator
    connections. The heater hoses will follow in some applications .

    If the vehicle was originally built with Mubea clamps, the clamp should be replaced with the same P/N
    Mubea clamp and not a screw type hose clamp.

    9 Also if the vehicle was originally built with screw/worm type clamps, the clamps should be replaced
    with screw/worm clamps.

    Note: Standard pliers or hose clamp pliers will not work well on the new style clamp. Various tool companies
    have developed special pliers to install and remove these hose clamps. Some companies may have a
    plier available that is effective in removing the larger size clamps but may not open wide enough to
    accommodate the clamp once it is off the hose and relaxed. Do not compress the clamp
    (permanently) to make the tool fit it, since this will decrease the effectiveness of the clamp . GMC does
    not endorse any specific tool or company. Check with local sources to determine availability.

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer," They are written to inform these technicians of conditions that
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition. See your Chevrolet dealer for information on whether your vehicle may benefit from that information.
    GSD 148D Rev. 12189
    PARTS INFORMATION :

    Mubea clamps will be used in the following applications :

    Size Part Number Application

    27mm 10108255 Heater Hoses


    24mm 10146975 Heater Hoses

    42mm 15671833 Radiator/Water Pump Hoses


    50mm 10108249 Radiator/Water Pump Hoses
    55mm 156,71832 Radiator/Water Pump Hoses

    Note : The clamp's size is stamped on the tab of the clamp.

    Parts are currently available from GMSPO.

    WARRANTY INFORMATION :

    For vehicles repaired under warranty use :

    Labor Operation : J3340


    CHEVROLET
    91-137-9
    ~7 Dealer Number :

    .
    CHEVROLET MOTOR DIVISION Ge® Service Section
    9

    General Motors Corporation Bulletin December


    . 1990
    Technical Service Department
    Date :
    069001
    Corporate Bulletin No.:
    subject: CRUISE CONTROL CABLE REPLACEMENT

    Model and rear : 1990-91 P3 MODELS

    TO: ALL CHEVROLET DEALERS

    A replacement cruise control servo cable for 1990 and 1991 P3 models with factory
    installed cruise control has been released by GMSPO . It will no longer be necessary to
    purchase a module and cable assembly if just a cable is required (see Figure 1) .

    The part number for a cruise control servo cable without the module for the P3 models
    mentioned is 25075767 .

    Parts are currently available from GMSPO.

    replacement cable 92 - 25075767


    93 - 25140500
    94 - 25140187

    module assembly 90-92 - 25075766


    93 - 25140082
    94 - 25075219

    Chevrolet bulletins are intended for use by professional technicians, NOT a °do-jtyyourselfer." They are written to inform
    these technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper
    service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions, and know-how to do a job
    properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your vehicle, or that your vehicle
    will have that condition. See your Chevrolet dealer for information on whetheryour vehicle may benefit from that information.
    GSD 148D Rev . 12/89
    Cruise Control Module/Cable
    P-3 Motorhome Chassis

    Figure 1 069001

     .137-9
    92-12-7A
    ~ CHEVRDLET Dealer Number:

    a® Service Section:
    7A

    Update
    CHEVROLET MOTOR DIVISION
    General Motors Corporation SEPT 1991
    Technical SKvl e Department
    Bulletin Date:
    177123
    Corporate Bulletin No .:
    subject: REUSABLE BOTTOM PAN SEAL A2
    ASE No .:

    Model and Year: 1991-92 C/K, RN, G AND P3 TRUCK WITH


    41-80-E/4L80-EHD AUTOMATIC TRANSMISSION

    SERVICE UPDATE
    TRANSMISSION APPLICATIONS : SUBJECT:
    1991-92 HYDRA-MATIC 41-80-E/4L80-EHD (MT 1) Reusable Bottom Pan Seal
    (Service Manual Information)

    TRANSMISSION MODELS : VEHICLE APPLICATIONS :


    All Models C/K, RN, and P- Trucks, G-Van

    Service Information : (Figure 1)

    The HYDRA-MATIC 41-80-E transmission bottom


    pan seal (29) is REUSABLE . When removing the
    bottom pan (28), it is recommended to inspect the
    seal for any possible leak points that may cause
    future concerns:

    " Tears in the rubber bead.


    " Missing torque limiters or washers.
    Broken carrier seal .

    If no signs have been found, then clean off seal


    with a clean soft cloth . Clean case and pan areas
    with part solvent before reinstalling seal .

    27 BOLT, HEX FLANGE HD (PAN TO CASE)


    28 PAN, TRANSMISSION OIL
    29 SEAL, TRANS. OIL PAN

    Figure 1

    Chevrolet bulletins are intended for use by professional technicians, NOT a "do-it-yourselfer .' They are written to inform these technicians of conditions that
    technicians have the equipment,
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle . Properly trained
    tools, safety instructions, and know-how to do a job properly and safely . If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition . See your Chevrolet dealer for information on whether your vehicle may benefit from that information.
    GSD 148J Rev. 12189
    93-s7-6A
    4,D7 CHEVROLET Dealer Number :

    CHEVROLET MOTOR DIVISION Ge Service


    Bulletin
    Section :
    6A

    NOV 1992
    General Motors Corporation
    Technical Service Department Date:
    268304
    Corporate Bulletin No . :
    Sublecr INCORRECT OR ERRATIC OIL PRESSURE READINGS
    A1, A8
    ASE No . :

    Model and Year: 1990-93 ALL LIGHT DUTY TRUCKS

    Owners of some 1990 through 1993 light duty trucks may comment that the oil pressure dash gage reads
    high, has erratic movement or is inoperative.

    The internal resistance wire in the oil pressure sensor may not be properly supported, resulting in an
    intermittent open condition .

    Service Procedure:

    Check for normal causes of high oil pressure gage readings (high resistance or open circuit), such as a poor
    ground path caused by loose sensor mounting, oil cooler adapter loose, or poor electrical connections. If no
    cause can be found, replace the oil pressure sensor following the procedure below.

    1 . Disconnect the negative battery cable.

    2. Remove the wiring harness connector from the oil pressure sensor.

    3. Remove the oil pressure sensor.

    4. Install the new oil pressure sensor.

    5. Connect the wiring harness connector to the oil pressure sensor.

    6. connect the negative battery cable.

    Parts Information :

    . New Oil Pressure Sensor Part Numbers for the 1990-1993 models are:

    En ine
    Model Engine(s) VIN Codes New P/N Replaces

    10201490 1647135 -90/91


    S/T L38/LN8/L35 A,E,W 10201490 10096178-92/93

    10201491 1647136 -91/92


    1-1-2/1-134 R,Z 10201491 10096179-92/93 .

    10201496 1647135 -90/91


    M/L LN8/L35/1-134 E,W,Z 10201490 10096178-92/93

    COPYRIGHT 1992 " CHEVROLET MOTOR DIVISION " GENERAL MOTORS CORPORATION " ALL RIGHTS RESERVED
    Chevrolet bulletins .* They are written to inform these technicians of conditions that
    are intended for use by professional technicians, NOT a 'do-it-yourselfer
    may occur on some vehicles, or to provide information that could assist in .the proper service of a vehicle . Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safely. If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition . See your Chevrolet dealer for information on whether your vehicle may benefit from that information .
    GSD 148D Rev . 12189
    Engine
    Model Engines) VIN Codes New P/N Replaces

    10201489 10068563-90/91
    C/K All Gas Z,H,K,N 10201489 10137652-92/93

    10201489 10068563-90/91
    All Gas Z,H,K,N 10201489 10137652-92/93

    10201489 10068563-90/91
    All Gas K,N 10201489 10137652-92/93

    10201489 10068563-90/91
    P (60 psi) All Gas Z,K,N 10201489 10137652-92/93
    P (80 psi) All Gas Z,K,N 10201490 10096178-92/93
    Parts are currently available from GMSPO

    Warranty Information:

    For vehicles repaired under warranty use labor operation N2220.


    REVISED

    4D7 CHEVROLET
    91-234A-OB
    Dealer Number:

    CHEVROLET MOTOR DIVISION Ge® Service


    Bulletin
    Section :
    oB
    General Motors Corporation
    Teohntcal Service Department
    JULY 1992
    Date:
    166001R
    Corporate Bulletin No.:
    Subject: NEW DESIGN SPARK PLUGS
    A1, A8
    ASE No .:

    Model and Year : 1991 ALL PASSENGER CARS


    AND TRUCKS WITH CPC GAS ENGINES

    THIS BULLETIN CANCELS AND SUPERSEDES DEALER SERVICE BULLETIN 91-234-0B, DATED
    MARCH 1991 . UPDATED TOOL INFORMATION IS BEING PROVIDED . ALL COPIES OF 91-234-OB
    SHOULD BE DISCARDED .

    In 1991 GM introduced a new design spark plug for use in all trucks equipped with gas engines. These new
    design spark plugs have a ceramic insulator which is approximately, 1 /8 inch longer than the insulator used in
    previous model years.

    The longer length spark plugs, which conform to S.A .E. and I.S .O. Engineering guidelines, magnify the
    problem of cracked insulators because currently, most spark plug sockets are not of sufficient length to
    properly engage the shell hex. If the spark plug shell hex is not fully engaged in the spark plug socket
    wrench, the socket may cock at an angle and cause insulator cracking and/or breakage during plug
    installation or removal.

    When servicing these new design spark plugs, make sure that the spark plug socket being used is deep
    enough to accommodate the longer length insulator. The spark plug socket wrench should conform to the
    proposed S.A .E. and I.S .O. world standards for spark plug socket wrenches . Spark plug socket wrenches
    that conform to these standards are designed to accept 'the lengthened spark plugs and allow full
    engagement of the hex nut on the shell of the spark plug .

    Use of a spark plug socket which is NOT deep enough may result in the ceramic insulator becoming cracked
    above the spark plug shell. -

    Note : SOME CRACKS IN THE INSULATOR MAY NOT BE VISIBLE. SUCH CRACKS MAY LATER CAUSE
    A SPARK PLUG TO MISFIRE. SPARK PLUG MISFIRES ARE OFTEN MISDIAGNOSED AS A
    SLIPPING TRANSMISSION, DEFECTIVE TORQUE CONVERTER CLUTCH, ENGINE IMBALANCE,
    OR MALFUNCTIONING FUEL SYSTEM .

    To prevent insulator damage, it is recommended that the proper spark plug socket wrench be used when
    removing or replacing spark plugs. One such spark plug socket is the Kent-Moore J-39358 spark plug
    socket. The tool is available from Kent-Moore . For ordering information call 1-800-345-2233 or write :

    Kent-Moore
    SPX Corporation
    39784 Little Mack
    Roseville, MI 48066-2298
    Fax : 313-774-9870

    Chevrolet bulletins are intended for use by professional technicians, NOT a 'do-it-yourselfer .' They are written to inform these technicians of conditions that
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle . Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safely. If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition. See your Chevrolet dealer for information on whether your vehicle may benefit from that information.
    GSD 1480 Rev. 12/89
    Chevrolet 88-283-6E
    Number:
    CHEVROLET MOTOR DIVISION Dealer 6E
    General Motors Corporation
    Service Oaparlmanr
    CHEVROLET Service Section :

    SERVICE Bulletin Date :

    Subject:
    ELECTROSTATIC DISCHARGE DAMAGE

    Model and Year: 1988 UP PASSENGER AND LIGHT DUTY TRUCKS


    WITH AN ELECTRONIC CONTROL MODULE (ECM)

    TO: ALL CHEVROLET DEALERS

    Please add the following information to 6E Section "A"Diagnostic Charts/Trouble Codes,


    and to Section "C1 " Electronic Control Module and Sensors .

    NOTICE : To prevent possible Electrostatic Discharge damage : ,


    - Do Not touch the ECM connector pins or soldered components on the
    ECM circuit board .
    - When handling a PROM, CAL-PAK or Mem-Cal, Do Not touch the compo-
    nent leads, and Do Not remove integrated circuit from carrier .

    Electronic components used in control systems are often designed to carry very low
    voltage, and are very susceptible to damage caused by electrostatic discharge . It is
    possible for less that 100 volts of static electricity to cause damage to some electronic
    components . By comparison, it takes as much as 4,000 volts for a person to even feel
    the zap of a static discharge .

    There are several ways for a person to become statically charged . The most common
    methods of charging are by friction and by induction . An example of charging by friction
    is a person sliding across a car seat, in which a charge of as much as 25,000 volts can
    build up. Charging by induction occurs when a person with well insulated shoes stands
    near a highly charged object and momentarily touches ground.

    Charges of the same polarity are drained off, leaving the person highly charged with the
    opposite polarity. Static charges of either type can cause damage, therefore, it is impor-
    tant to use care with handling and testing electronic components .

    Chevrolet bulletins are intended for use by professional technicians, NOT a 'do-it-yourselfer .' They are written to inform these technicians of conditions that
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safety. If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition. See your Chevrolet dealer for information on whether your vehicle may benefit from that information .
    GSD 148D Rev. 12189
    A

    A. INSTRUMENT CLUSTER. GASOLINE ENGINE


    B. INSTRUMENT CLUSTER. DIESEL ENGINE
    Lam' CHEVROLET Dealer 93-96-6C
    CHEVROLET MOTOR DIVISION Gee Service
    Bulletin
    6C
    FEB. 1993
    Teehniod Service Deparhnent

    Dar.:

    subject: FACTORS THAT AFFECT FUEL ECONOMY 306502


    Cam BuAelln No. :
    A1 . A8
    ASENo. :
    Model and Year : ALL YEARS ALL MODELS

    BACKGROUND INFORMATION:

    EPA fuel economy estimates are posted on the fuel economy label of all new vehicles. The only intended use of these
    values is for comparison among the different vehicles. Fuel economy estimates are generated from data taken during a
    laboratory test using pre-production prototype vehicles underextremely controlled conditions using a professional driver,
    with the vehicle operating on an instrument similarto atreadmill . The comparisons of current vehicle fuel economy to the
    EPA fuel economy estimates is a misuse of the information and should be discouraged.

    The EPA GAS MILEAGE GUIDE, available at each dealership, points out that the actual mileage when driving a vehicle
    may differconsiderably from the estimated mileage. The guide also describes how vehicles are tested under identical
    conditions to insure the results can be compared with confidence .

    The EPA GAS MILEAGE GUIDE also points outthat styfuel economy estimate simulates a 7.5 mile, stop-and-go trip with
    an average speed of 20 mph. The trip takes 23 minutes and has 18 stops. About 18 percent of the time is spent idling,
    as in waiting at traffic lights or in rush hour traffic. Two kinds of engine starts are used - the cold start, which is similar to
    starting a car in the morning after it has been parked all night - and the hot start, similarto restarting a vehicle after it has
    been warmed up, driven and stopped for a hort time.

    The test to determine the highway fuel economy estimate represents a mixture of "non-city" driving. Segments
    corresponding to different kinds of rural roads and interstate highways are included. The test simulates a 10 miletrip and
    averages 48 mph. The test is run from a hot start and has little idling time and no stops.

    The EPA GAS MILEAGE GUIDE explainsthat the actualtest resultsare aclusted downward to arrive attheestimates used
    in the booklet and on the labels. City estimates are lowered by 10 percent and the highway estimate by 22 percent from
    the laboratory test results. The guide also points out that traveling at higher speeds lowers fuel economy and traveling
    at 65 mph instead of 55 mph lowers fuel economy over 15 percent .

    FACTORS THAT AFFECT FUEL ECONOMY :

    We Ratio

    Numerically lower axle ratios generally produce better highway fuel economy. The exception to this is if the engine is
    "working" exceptionally hard, (heavy vehicle loads pulling a trailer, small engine in a large vehicle ...). In these cases
    a numerically higher axle may provide betterfuel economy. Numerically higher axle ratios will also tend to provide more
    fuel economy in congested city traffic and stop and go conditions.

    Chevroletbulletins are Intended foruse by professional technicians, NOTa 'dodtvourselfer.' they arewrittento Inform thesetechniciansof conditions that ffx:n
    occur on sornevehicles, or to provide Information that could assist In theproper service of a vehicle. Property trainedtechnicians have the equipment, tools
    safety Instructions, the btAotln appRes to your veMcie, or tho
    will and know-how to do ajobproperly and safely. If e condition is described, DO NOTassume that
    your vehicle have that condition. See your Chevrolet dealer for Information on whetheryour vehiclemay bonetlt from that Information.
    Rev . 01 /9:
    Brake drag (even a minimal amount undetectable by coasting), can have a significant negative impact on fuel
    economy. Pull upward on the brake pedal to assure that the stoplight switch and cruise switch at the brake pedal are
    full and properly adjusted . A "lick" sound when'the pedal is pulled upward indicates that the switch was improperly
    adjusted . This causes the front brake pads to lightly rub the rotors, causing a fuel economy loss, without generating
    excessive heat or brake pad wear.

    Driving Habits

    Frequent short trips (less than 5 miles), especially in cooler ambient temperatures (less than 65 degrees), will
    necessitate fuel enrichment on start-ups, especially after "soaks* with the engine off for approximately a half hour or
    more.

    Frequent accelerator pedal movement while driving will reduce fuel economy because of fuel enrichment during the
    periods of acceleration. Undersuch driving conditions the torque converter clutch (TCC) alsodisengages, contributing
    to fuel economy losses . Prolonged idle periods reduce fuel economy especially in cold amblents when vehicle is
    allowed to "warm up" .

    Fuels

    Oxygenated fuels, with methanol and/or ethanol blended into the gasoline have lower energy and thus reduce fuel
    economy . Typically there is about a 1 MPG penalty for a vehicle which gets 25 to 30 MPG on 100 percent gasoline.

    Usingfuelsof alower octane thanthe vehidewascalibrated towillcause increased"KS"Knock Sensorsystem activity.


    This will result in a net decrease in spark advance and thus poorer fuel economy. Using fuel of a higher octane than
    the vehicle was calibrated for WILL NOT increase fuel economy .

    Variations in how muchfuel is added tothefuel tankduring re-fueling can greatly affect calculatedfueleconomy . These
    effects decrease as the distance traveled and the number of tank fillups increase .

    Green Engjne

    New vehicles have not yet had an opportunity for the engine to break in, (rings toseat...). A typical engine will take
    3 to 5 thousand miles to break in and during this time period a gradual increase in fuel economy can be expected.

    Parasitic Loads

    Air conditioning and/or electrical loads, (headlights, heated badkglass . ..) also result in lower fuel economy, (typically
    less than 1 MPG difference, each 10 AMPs takes approximately .4 MPG).

    Road Conditions

    Road surface condition impacts fuel economy . Gravel and/or pot holed roads decrease fuel economy . Hills (vs. level
    terrain) also negatively impact fuel economy. Even gradual unperceptible increases in elevation result in real
    measurable decreases in fuel economy . Similarly, driving in the rain or snow decreases fuel economy .

    Vehicle suspension misalignment can cause poor fuel economy . Check all four tires for abnormal and/or premature
    tire wear.

    New tires, tire rotation, and/or front end alignment may be required to correct fuel economy .

    .L1L¢IZ

    Performance tires and/or tires with larger "contact areas," (like 60 series aspect ratio), can cause as much as 3 MPG
    -3

    lower fuel economy when compared to hard "thin" tires. Find out if the tire size currently on the car is the same as
    original equipment . Replacement tires taller than original equipment tires cause the odometer to read LESS THAN
    actual distance traveled. This will result in lower calculated fuel economy than actual fuel economy .

    Tire Pressure

    Harder tires, (more air pressure, or different tire compositions) result in better fuel economy . Do not exceed
    maximum pressure as labeled on the tire, typically 30-35 psi . The disadvantage of this is that the greater the tire
    pressure, the harsher the vehicle ride.

    Transmission

    On 4-Speed automatics, it is possible to drive the vehicle in 3rd gear rather than "overdrive" and not perceive it.
    Typically this condition occurs when the shift indicator, or the shift linkage/detent is misadjusted . Misaclusted shift
    linkage can also result in improper signals to the ECM, which can result in less spark advance, and results in a drop
    in fuel economy.

    Driving a vehicle in 3rd gear rather than overdrive at highway speeds typically results in a 3 to 5 MPG penalty .

    Torque Converter Clutch operation isessential for goodfuel economy. A non-locking torque converter typically results
    in a 1 to 2 MPG penalty at highway speeds .

    Vehicle Weight

    Each 125 lbs . of additional weight results in a .3 MPG loss of fuel economy. Thus, additional passengers, luggage
    ... will decrease fuel economy .

    Vehicle Wind Resistance

    More wind "DRAG" means less fuel economy . Thus, hang-on luggage carriers, cat toppers, open windows and/or
    open trunk... mean less fuel economy . (See "Driving Habits").
    4Z~7 CHEVROLET
    92-46-6A
    Dealer
    Gas
    Number:
    Service 6A
    CHEVROLET MOTOR DIVISION Section:
    General Motors Corporation Bulletin NOV. 1991
    Technical Service Department
    Date:
    168302
    subiect: Corporate Bulletin No .:
    OIL PRESSURE GAUGE READS HIGH
    A1, A8
    ASE No.:

    Ntodel and Year : 1991-92 P TRUCKS (MODEL 32 AND 42)


    WITH 4.31_(1_134), 5.71
    . (1_05), 7.41_ (1_19)

    Some 1991-1992 P30 (32 and 42) with gasoline engines may show high oil pressure on the dash gauge.
    This condition is present only on the upper range of the oil pressure gauge (oil pressure will reflect correct
    readings in the lower and midrange on the scale of the gauge) .

    This high oil pressure reading may be caused by an incorrect oil pressure sending unit. Some vehicles were
    built with a 60 lb. sending unit instead of the correct 80 lb. sending unit.

    To correct, it will be necessary to inspect the oil pressure sending unit to determine if it is the incorrect
    sending unit. This can be confirmed by the stamping on the sending unit. The incorrect sending unit (P/N
    10068563) is stamped 563. The CORRECT sending unit (P/N 10096178) is stamped 178 .

    SERVICE PROCEDURE :

    Tools Required : J35749 Oil Pressure Sensor Socket or equivalent.

    Inspection

    1 . Inspect the side of the sending unit for the stamping number.

    Note : using a mirror to locate the stamping number may ease the
    inspection process.

    2. If the sending unit is stamped 563, it should be replaced with the


    correct sending unit (P/N 10096178) using the procedure below.

    Replacement of the Sending Unit

    1 . Disconnect the negative battery cable.

    2. Remove the wiring harness connector from the oil pressure sending unit.
    5.71_ and 4.31_ engines-the oil pressure sending unit is located at the left front side of the distributor.
    ' 7.41- engines-the oil sending unit is located at the front left side of the block.

    3. Remove the oil pressure sending unit using tool J35749 or equivalent .

    4. Install the oil pressure sending unit (P/N 10096178) using tool J35749 or equivalent .

    5. Connect the wiring harness connector to the oil pressure sending unit.

    6 . Connect the negative battery cable.

    Chevrolet bulletins are intended for use by professional technicians, NOT a -do-it-vourselfer .' They are written to inform these technicians of conditions that
    may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment,
    tools, safety instructions, and know-how to do a job properly and safely. If a condition is described, DO NOT assume that the bulletin applies to your
    vehicle, or that your vehicle will have that condition. See your Chevrolet dealer for information on whether your vehicle may benefit from that information .
    GSD 1480 Rev. 12J89
    SERVICE BULLETINS
    AND
    GENERAL INFORMATION
    90-391-5 - Automatic Park
    90-435-5 - Automatic Park
    90-397-3 - Automatic Park
    90-419-5 - Automatic Park
    91-240-5 - Automatic Park
    92-02-6E - Service Engine Light
    91-151A-5 - Brake Squeak
    91-133-5 - Brake Disc Rotor Refinish
    91-210-7A - 4L80E Transmission
    90-421-6E - Detonation - Exhaust Odor
    90-368-8C - Inoperative Speedometer
    92-03-6B - New Hose Clamps
    91-137-9 - Cruise Control
    92-12-7A - 4L80E Pan Gasket
    93-57-6A - Incorrect Oil Pressure Readings
    91-234A-OB - New Design Spark Plugs
    88-283-6E - Electostatic Discharge Damage
    93-96-6C - Factors Effecting Fuel Economy
    92-46-6A - Oil Pressure Gauge Reads High

    OPERATING TEMPERATURES
    Engine Oil - Page 7-8 Normal engine oil temperature in between
    coolant temperature and 50 degrees above .
    Coolant Temperature - Oil pressure 30 to 40 PSI while driving under operating
    temperature and moderate road speed .
    Engine Coolant - Minimal operating temperature 200 0 . Redline is 240° with
    195° thermostat.
    Transmission Oil - Page 8-9 .

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