#00-03-10-005 Info Bulletin - Wheel Pressure Sensors Unable to be
Reprogrammed after Tire Replacement
#00-08-67-002 Info Bulletin - Cleaning and Care of Fabric Convertible Tops
#00-02-36-002A Service Manual Update - Deletion of Variable Effort Steering
Description
#00-08-42-002 Technical Bulletin - Left Headlamp Door Does Not Stay Closed
(Shim Headlamp Door Motor/Actuator and Replace Insulators)
#00-05-22-002 Warranty Admin. Bulletin - Brake Rotor Warranty Service
Procedure
#99-08-51-005 Info Bulletin - Color Change Info for Paint Code 86U (Red)
#99-09-41-004 Info Bulletin - Frontal SIR On-Off Switch Kits, New Parts and
Procedures
#00-03-10-005
Info Bulletin - Wheel Pressure Sensors Unable to be Reprogrammed after Tire
Replacement
1997-2001 Chevrolet Corvette
Some dealers may find it difficult to reprogram the wheel mounted air pressure
sensors on vehicles which have replacement tires installed. If this is the case,
verify the brand and model of the tires. One tire that is known to cause this
condition is the Goodyear® Eagle™ F-1. The Goodyear® Eagle™ F-1 uses a
unique "all-steel" case construction. The sidewall reinforcement, as well as
the tread belts, are made from a woven steel strand material. The presence
of this material may cause degradation of the signals generated by the wheel
mounted sensors. Original Equipment Manufacturer (OEM) replacement tires
must have Goodyear® Eagle™ F-1 GS EMT molded into the sidewall of the
tire. If the tire does not have the GS designation, it is an all steel
construction Goodyear® Eagle™ F-1 tire.
This type of interference may not be limited to the Goodyear® Eagle™ F-1
tire. As other manufacturers produce replacements for the Corvette, the
individual peculiarities of those tires cannot be predicted. Using OEM
replacement tires as identified above is the customer's best assurance of
trouble free performance.
What to Advise the Customer
If an inspection of the wheel mounted sensor reveals no visible damage
caused by improper installation of the tires, you should recommend that the
customer install OEM tires to correct this condition. Further point out to the
customer that the current aftermarket tires do not afford the run-flat feature
of the original equipment tires. As the Corvette is not fitted with a spare tire,
this could be a serious inconvenience to the customer.
#00-08-67-002
Info Bulletin - Cleaning and Care of Fabric Convertible Tops
2001 and Prior Chevrolet Camaro, Corvette
2001 and Prior Pontiac Firebird
To maintain and protect your fabric convertible top, it should be cleaned
often. If when cleaning your convertible top you find it difficult to remove
stubborn dirt or stains, a product called Haartz® Fabric Roof Cleaner or
equivalent, is recommended.
After the convertible top is clean and dry, it is recommended that a
protectant such as 303 High Tech Fabric Guard® or equivalent, be applied to
protect the convertible top from water and oil based stains and mildew
formation.
Important
As always, follow the manufacturers cautions and directions when applying.
The products mentioned above may become available from GMSPO in the near
future. In the meantime, they can be purchased in (USA) from the Corvette
Museum by calling 1-800-538-3883.
#00-02-36-002A
Service Manual Update - Deletion of Variable Effort Steering Description
1999-2000 Chevrolet Corvette
This bulletin is being revised to clarify that the Variable Effort Steering is not
dealer adjustable using a scan tool. Please discard Corporate Bulletin Number
00-02-36-002 (02 -- Steering).
This bulletin is being issued to delete the information below that is found in
the Variable Effort Steering Description in the Variable Effort Steering
sub-section of the Service Manual.
Please delete:
The scan tool can be used to adjust the amount of steering effort, if the
customer requests. The steering assist has (3) settings:
Factory Calibration
More Firm
Less Firm
#00-08-42-002
Technical Bulletin - Left Headlamp Door Does Not Stay Closed
(Shim Headlamp Door Motor/Actuator and Replace Insulators)
2000 Chevrolet Corvette
Condition
Some customers may comment that the left front headlamp door does not
remain closed after the headlamps are turned off. Others may comment that
the left headlamp door closes when the headlamps are turned off, but then
reopens. In either case, the right headlamp door operates properly.
Correction
Important
The following information applies to the left front headlamp door
motor/actuator only. It does not apply to and should not be performed on the
right front headlamp door motor/actuator.
Install one washer (2) between the left headlamp door motor/actuator (1)
and the mounting bracket (3) at each of the three attaching bolt locations.
Also replace the insulator (4) on each of the two mounting bracket travel
stop tabs (5) as shown. For information on headlamp motor/actuator removal,
see the Headlamp Motor/Actuator Replacement procedure in the Lighting
sub-section of Body & Accessories in the appropriate Service Manual.
Parts Information
Part Number Description Qty Per Vehicle
11505463 Washer 3
16524060 Insulator 2
Parts are expected to be available from GMSPO, 6/15/00.
#00-05-22-002
Warranty Admin. Bulletin - Brake Rotor Warranty Service Procedure
1995-2000 Passenger Cars and Light Duty Trucks
This bulletin outlines GM's standard procedures and guidelines for brake rotor
service and brake wear.
Important
Certain conditions may apply to individual vehicles regarding specific repairs
which differ from those outlined in this bulletin.
Refer to those specific repairs in applicable bulletins.
Original equipment rotor surfaces are ground to ensure smooth finish and
parallelism between mounting and friction surfaces.
New rotors SHOULD NOT be resurfaced before installation. When rotor turning
is necessary, it is essential that you use a high quality brake lathe. Rotors,
when remounted on the hub, should have less than .080 mm (.003 in) lateral
runout. Brake rotors should only be turned when one of the following rotor
surface conditions exist:
1.Severe scoring -- depth in excess of 1.5 mm (0.060 in).
2.Pulsation concerns from:
Lateral runout in excess of .080 mm (.003 in).
Thickness variation in excess of 0.025 mm (0.001 in).
Excessive corrosion on rotor braking surfaces.
Rotors are not to be resurfaced in an attempt to correct the following
conditions:
Noise/squeal
Cosmetic corrosion
Routine pad replacement
Discoloration/hard spots
Explanation of Brake Rotor Warranty Service Procedure
Rotor refacing during normal pad replacement is not necessary.
Rotor refacing for cosmetic corrosion is unnecessary. Clean up of braking
surfaces can
be accomplished by 10-15 moderate stops from 62-75 km/h (35-40 mph) with
cooling
time between stops.
Rotor service is ineffective in correcting brake squeal and/or premature lining
wear
out and should not be used to address these conditions unless specifically
directed by a
service bulletin.
When installing new rotors, DO NOT reface them. If a new rotor has more
than .080
mm (.003 in) lateral runout when properly mounted on the hub, it may be
machined
using an approved on-car lathe.
Ensure bearing flanges and rotor mounting surfaces are free of corrosion when
installing rotors to prevent inducing lateral runout. Use Kent Moore tool
J-42450A to
clean the corrosion around the wheel
studs.
Always mark the position of the rotor on the hub before removal and reinstall
the rotor
in the same position. Rotors with perceived hard spots or discoloration should
not be
serviced. These conditions are normal. Installation of new rotors does not
require pad
replacement. Do not replace pads unless their condition requires it. It is not
necessary
to replace rotors in pairs. Rotors may be replaced individually. However,
caution
should be exercised, as a variance in surface finish may cause a brake pull
condition.
A torque limiting socket or torque wrench must be used to insure that the
wheel nuts
are tightened to specification. This should be done in 3 steps using the star
pattern:
1.Hand tighten all 5 lug nuts using the star pattern.
2.Tighten all 5 nuts to approximately ½ spec. using the star pattern.
3.Tighten all 5 nuts to full spec. using the star pattern.
Never use lubricants or penetrating fluids on wheel studs, nuts or mounting
surfaces. Wheel nuts, studs and mounting surfaces must be clean and dry.
Brake Service Techniques
1.Clean and lubricate all metal-to-metal contact points (i.e. caliper to
knuckle, pad to
knuckle, etc).
2.Clean and lubricate slide pins, if applicable.
3.Set correct clearances (i.e. caliper to knuckle, etc), if applicable.
4.Clean rotor and hub mounting surfaces. Use Kent Moore tool J-42450 to
clean around
the wheel studs.
5.Verify lateral runout of the rotor with a dial indicator (rotor held on hub with
3 or
more wheel nuts and washers).
Important
Refer to the appropriate Service Manual for more specific procedures.
Pulsation
Important
Brake pulsation is often caused by factors outside customer control. In these
instances, the repair is covered under the GM New Vehicle Warranty.
Brake pulsation concerns may result from two basic conditions:
Pulsation is caused by brake rotor thickness variation. Thickness variation
causes the piston in the brake caliper to "pump" in and out of the caliper
housing. This "pumping" effect is transmitted hydraulically to the brake pedal.
Thickness variation on a new rotor will be virtually undetectable. But if the
rotor (as installed on the vehicle) has lateral runout, it is likely that thickness
variation will develop. Pulsation caused by thickness variation will develop on
new vehicles when the tolerances of the hub and rotor stack up with lateral
runout in excess of .08 mm (.003 in). Pulsation that is the result of excessive
lateral runout usually develops in 4800-11300 kilometers (3000-7000 miles).
Thickness variation can be induced when uneven torque is applied to wheel
nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire
usage, brake inspection, etc. can be the cause of pulsation. Again, it usually
takes 4800-11300 kilometers (3000-7000 miles) after this event for the
condition to surface. The owner or driver does not usually make the
connection between the service event and the awareness of the pulsation.
The proper usage of torque wrenches and/or torque sticks (torque limiting
sockets) will greatly reduce or eliminate the pulsation conditions after wheel
service events.
The improper use of impact wrenches on wheel nuts greatly increases the
likelihood of pulsation after wheel service.
GM highly recommends the use of on-car brake rotor turning as a method of
eliminating the stack up of lateral runout which is a potential source of brake
pulsation. GM has identified superior equipment through testing and
evaluation. The *Pro-Cut PFM900 will consistently deliver machined rotors
that meet GM specifications (lateral runout less than .080 mm (.003 in) and is
the only on-car brake lathe that is currently recommended by GM. The use of
this on-car rotor turning technology has proven to significantly reduce the
repeat occurrences of brake pulsation.
*We believe this source and their equipment to be reliable. There may be
additional manufacturers of such equipment. General Motors does not
endorse, indicate any preference for or assume any responsibility for the
equipment from this firm or for any such items which may be available from
other sources.
The following are examples of pulsation conditions and reimbursement
recommendations:
1.If a customer noticed the condition after 4800-11300 kilometers (3000-7000
miles)
and it gradually got worse, normally the repair would be covered. The
customer may
tolerate the condition until it becomes very apparent.
2.If a customer indicated they had wheel service, ask who performed the
service. Then:
If a dealer performed the service, consider paying for the repair and then
strongly
reinforce the use of torque sticks at that dealer. Two common size torque
sticks cover
90% of all GM products. Each technician needs to use torque sticks properly
every
time the wheel nuts are tightened.
If the customer had the wheel service done outside of our dealer network,
normally
GM would not offer any assistance.
Customer assistance concerning brake pulsation and brake wear should
always take into account the individual circumstances on a case by case
basis. The recommendations mentioned previously should only be used as a
general guide. REMEMBER THAT CUSTOMER SATISFACTION IS CRITICAL TO
GM AND THAT OFTEN IT IS IN GM'S BEST INTEREST TO SATISFY AND
EDUCATE THE CUSTOMER CONCERNING FUTURE BRAKE SERVICE.
Rotor Grooving
Excessive grooving can be caused by foreign material in contact with the
rotor, but most often rotor grooving is the result of normal brake wear. Do not
resurface rotors for light grooving. Resurface rotors only when grooves of 1.5
mm (0.060 in) or deeper are present.
A dime may be used to determine disc brake groove depth. Place a dime in
the groove, with Roosevelt's head toward the groove. If the dime goes into
the groove beyond the top of his head, the groove exceeds 1.5 mm (0.060 in)
and the rotor should be serviced. In Canada, if any portion of the letters of
"Canada" are covered, the rotor should be serviced. If the groove is too
narrow for the dime to be inserted, it is not a cause for concern.
High Pedal Effort
Follow the Service Manual diagnostic procedures for this condition. Service
(replace or resurface) rotors if they have been recently resurfaced. The
surface finish may be out-of-specification.
Lightly Rusted Rotors
Light surface rust on rotor braking surfaces is often cosmetic and can be
eliminated during a few normal driving stops. Rusting may occur when a
vehicle is not driven for extended periods. Rotors with surface rust on unsold
new cars can usually be burnished clean by performing 15 moderate stops
from 62-75 km/h (35-40 mph) with cooling time between stops.
Facts About Brake Noise
Brake noise is normal and differences in loading, type of driving, or driving
style can make a difference in brake wear on the same make and model.
Depending on weather conditions, driving patterns and the local environment,
brake noise may become more or less apparent.
Brake noise is caused by a "slip stick" vibration of brake components. While
intermittent brake noise may be normal, performing 3-4 aggressive stops may
temporarily reduce or eliminate most brake squeal. If the noise persists, a
brake dampening compound may be applied to the back of each pad. Use
Permatex Disc Brake Quiet #126hb, or equivalent. Also, clean and lubricate all
metal-to-metal contact areas between pads, pad guides, caliper and knuckles
with a thin layer of high temperature silicone grease. This allows parts to slide
freely and not vibrate when moving relative to each other.
The following noises are characteristic of all braking systems and are
unavoidable. They may not indicate improper operation of the brake system.
Squeak/Squeal Noise
Occurs with front semi-metallic brake pads at medium speeds when light to
medium pressure is applied to the brake pedal.
Occasionally a noise may occur on rear brakes during the first few stops or
with cold brakes and/or high humidity.
Grinding Noise
Common to rear brakes and some front disc brakes during initial stops after
the vehicle has been parked overnight.
Caused by trace corrosion on the metal surfaces during vehicle non-use.
Usually disappears after a few stops.
Groan Noise
A small groan may be heard when stopping quickly or moving forward slowly
from a complete stop. This is normal.
Brake Wear
Several factors impact brake lining wear and should be taken into account
when reviewing related issues.
The following are conditions that may accelerate brake lining wear:
Heavy loads
High temperatures
Towing
Mountainous terrain
City Driving
Aggressive driving
Driver braking characteristics (left foot)
The following are conditions that may extend brake lining wear:
Light loads
Highway driving
Conservative driving
Level terrain
#99-08-51-005
Info Bulletin - Color Change Info for Paint Code 86U (Red)
1998-2000 Cadillac (except Catera & Escalade)
1999-2000 Chevrolet Corvette
On the above described models, there are two different "WA" numbers used
with exterior paint RPO code 86U. The two "WA" numbers and their usage are
as follows:
RPO Code Model "WA" Number
86U 1998-2000 Cadillac WA379E
1999 Chevrolet Corvette WA127B
2000 Chevrolet Corvette WA379E
If paint repair or refinishing is required on the above described vehicles, check
the "WA" number on the vehicle's Service Parts Identification (SPID) Label to
determine the SPECIFIC paint usage. Do not use the RPO code for determining
paint usage.
For additional paint repair/refinish information, see GM Refinish Material
Booklet #4901M-D-99 (English) or #4901M-D-F99 (French).
#99-09-41-004
Info Bulletin - Frontal SIR On-Off Switch Kits, New Parts and Procedures
Table 1:
Display Light OFF with Switch in the OFF Position
Table 2:
Display Light ON with Switch in the On Position
Frontal Supplemental Inflatable Restraints (SIR) On-Off Switch Kits, New Parts
and Procedures
1988-2000 Passenger Cars and Trucks
This bulletin is being revised to add the 1999 & 2000 model years. Please
discard Corporate Bulletin Number 73-90-23
(Section 9 -- Accessories).
Important
"GM of Canada" and "IPC" Dealers are not authorized to utilize this service
bulletin.
Never consider installing an air bag on-off switch unless the following
conditions are met:
1.The customer presents a letter from NHTSA authorizing the installation of
the air bag on-off switch.
2.The dealership gives the customer a copy of the NOTICE TO GM OWNERS
ABOUT AIR BAG ON-
OFF SWITCHES.
3.The customer still wants the air bag on-off switch installed.
This bulletin includes information regarding switches to turn off and on frontal
air bags, additional switch/display light diagnosis, switch installation kit
content descriptions and ordering directions for special parts (if required).
Some time ago, the National Highway Traffic and Safety Administration
(NHTSA) announced a new regulation about air bags.
The new regulation includes procedures that will permit the installation of air
bag on-off switches for the few customers who, in NHTSA's opinion, fit the
criteria for switches.
Important
Due to the new regulation, DEALERS SHOULD NO LONGER USE THE
INFORMATION ON AIR BAG DISCONNECTION (Cor
