The National Highway Traffic Safety Adminstration has not issued recalls today. Since the northeastern United States and government offices have been affected by Superstorm Sandy we don't anticipate recalls will be issued due to office closures.
We will keep you posted of any changes.
Wednesday, October 31, 2012
All-New 2014 Corvette LT1 V-8 a Technological Powerhouse
- Advanced technologies including direct injection, active fuel management, continuously variable valve timing support advanced combustion system
- Preliminary output of 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm)
- Helps deliver estimated 0-60 performance in less than four seconds and best-ever fuel economy in the Corvette
“Our objective for the development of the all-new LT1 was to raise the bar for performance car engines,” said Mary Barra, senior vice president, global product development. “We feel that we have achieved that by delivering a true technological masterpiece that seamlessly integrates a suite of advanced technologies that can only be found on a handful of engines in the world.
“What makes this engine truly special is the advanced combustion system that extracts the full potential of these technologies. The art and science behind that combustion system make the Corvette LT1 one of the most advanced V-8 engines in the world,” said Barra.
Output, performance, and fuel economy numbers will not be finalized until early next year, but the new LT1 engine is expected to deliver:
- The most powerful standard Corvette ever, with preliminary output of 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm)
- The quickest standard Corvette ever, with estimated 0-60 performance of less than four seconds
- The most fuel-efficient Corvette ever, exceeding the 2013 EPA-estimated 26 miles per gallon on the highway.
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Copyright General Motors
Advanced combustion system optimized with 6 million hours of analysis
“The Corvette LT1 represents the most significant redesign in the Small Block’s nearly 60-year history – building on its legacy to make one of the world’s best engines even better,” said Sam Winegarden, vice president, Global Powertrain Engineering. “More than just great horsepower, the LT1 has been optimized to produce a broader power band. Below 4,000 rpm, the torque of the Corvette LT1 is comparable to that of the legendary, 7.0L LS7 out of the current Corvette Z06. The LT1 is a sweetheart of a power plant and drivers will feel its tremendous torque and power at every notch on the tachometer.”
Increased power and efficiency were made possible by an unprecedented level of analysis, including computational fluid dynamics, to optimize the combustion system, the direct injection fuel system, active fuel management and variable valve timing systems that support it. More than 10 million hours of computational analysis were conducted on the engine program, including 6 million hours (CPU time) dedicated to the advanced combustion system.
Direct injection is all-new to the engine architecture and is a primary contributor to its greater combustion efficiency by ensuring a more complete burn of the fuel in the air-fuel mixture. This is achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent.
Active Fuel Management (AFM) – a first-ever application on Corvette – helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving.
Continuously variable valve timing, which GM pioneered for overhead-valve engines, is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions.
These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection.
The LT1 head features smaller combustion chambers designed to complement the volume of the unique topography of the pistons’ heads. The smaller chamber size and sculpted pistons produce an 11.5:1 compression ratio, while the head features large, straight and rectangular intake ports with a slight twist to enhance mixture motion. This is complemented by a reversal of the intake and exhaust valve positions, as compared to the previous engine design. Also, the spark plug angle and depth have been revised to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support optimal combustion.
The pistons feature unique sculpted topography that was optimized via extensive analysis to precisely direct the fuel spray for a more complete combustion. The contours of the piston heads are machined to ensure dimensional accuracy – essential for precise control of mixture motion and the compression ratio.
Race-proven legacy, state-of-the-art performance
The first Small Block V-8 debuted in the Corvette in 1955. It displaced 4.3L (265 cubic inches) and was rated at 195 horsepower, drawing air and fuel through a four-barrel carburetor. Five years later, V-8 power helped Corvette secure its first victory at the 24 Hours of Le Mans.
In 2012, the Small Block-powered Corvette Racing C6.R beat Ferrari, BMW and Porsche to sweep the drivers’, team, and manufacturer championships in production-based American Le Mans Series GT class. These championships make Corvette Racing the most successful team in ALMS history, with a total of 77 class wins, eight drivers’ championships, and nine manufacturer and team championships since 2001.
“The engine requirements for a production car and a race car are remarkably similar,” said Jordan Lee, Small Block chief engineer and program manager. “In both cases, you want an engine that is powerful and efficient, compact and lightweight, and durable. That combination is what made the original Small Block so successful. Today, the introduction of state-of-the-art technologies and engineering makes one of the best performance car engines in the world even better.”
As an example, the new LT1 engine is 40 pounds lighter than a competitor’s twin-turbo 4.4L, DOHC V-8 with similar output. That weight savings not only improves the Corvette’s power-to-weight ratio, but also contributes to a near-perfect 50/50 weight balance for enhanced steering response and handling.
The new LT1 is also four inches shorter in overall height than the competitive DOHC V-8. That also improves handling by lowering the center of gravity while enabling a low hood line – contributing to the Corvette’s iconic profile, as well as ensuring exceptional driver visibility.
The new LT1 is the third engine in the Corvette’s history to be so-named, with previous versions introduced in 1970 (Gen 1) and 1992 (Gen 2). All iterations of the LT1 – and all Small Block engines – have shared a compact design philosophy that fosters greater packaging flexibility in sleek vehicles such as the Corvette.
“The power and efficiency of the Small Block V-8 are hallmarks of Corvette performance,” said Lee. “But, the compact size and great power-to-weight are just as important for the overall driving experience. The all-new LT1 will play a huge role in making the all-new Corvette a world-class sports car, in terms of technology, performance, and refinement.”
Engine features and highlights
All-aluminum block and oil pan: The Gen 5 block was developed with math-based tools and data acquired in GM’s racing programs, providing a light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. As with the Gen 3 and Gen 4 Small Blocks, the bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine’s structure. A structural aluminum oil pan further stiffens the powertrain.
The block features nodular iron main bearing caps, which represent a significant upgrade over more conventional powdered metal bearing caps. They are stronger and can better absorb vibrations and other harmonics to help produce smoother, quieter performance.
Compared to the Gen 4 engine, the Gen 5’s cylinder block casting is all-new, but based on the same basic architecture. It was refined and modified to accommodate the mounting of the engine-driven direct injection high-pressure fuel pump. It also incorporates new engine mount attachments, new knock sensor locations, improved sealing and oil-spray piston cooling.
Advanced oiling system, with available dry-sump system: The LT1 oiling system – including oil-spray piston cooling – was also optimized for improved performance. It is driven by a new, variable-displacement oil pump that enables more efficient oil delivery, per the engine’s operating conditions. Its dual-pressure control enables operation at a very efficient oil pressure at lower rpm coordinated with AFM and delivers higher pressure at higher engine speeds to provide a more robust lube system for aggressive engine operation.
Standard oil-spray piston cooling sprays the underside of each piston and the surrounding cylinder wall with an extra layer of cooling oil, via small jets located at the bottom of the cylinders. For optimal efficiency, the oil jets are used only when they are needed the most: at start-up, giving the cylinders extra lubrication that reduces noise, and at higher engine speeds, when the engine load demands, for extra cooling and greater durability.
An available dry-sump oiling system promotes exceptional lubrication system performance during aggressive driving maneuvers and high cornering loads. It includes two stages: a pressure stage and a scavenge stage. The pressure stage includes the new, dual-pressure-control and variable-displacement vane pump.
Dexos semi-synthetic motor oil, with a 5W30 specification, helps reduce friction to further enhance the LT1’s efficiency.
New, tri-lobe camshaft: Compared to the Gen 4 Small Block, the camshaft remains in the same position relative to the crankshaft and is used with a new rear cam bearing, but it features an all-new “tri-lobe” designed lobe which exclusively drives the engine-mounted direct injection high-pressure fuel pump, which powers the direct-injection combustion system. The cam’s specifications include 14mm/13.3mm (0.551/0.524-inch) intake/exhaust lift, 200/207-crank angle degrees intake/exhaust duration at 0.050-inch tappet lift and a 116.5-degree cam angle lobe separation.
New, cam-driven fuel pump: The direct injection system features a very-high-pressure fuel pump, which delivers up to 15Mpa (150 bar). The high-pressure, engine-driven fuel pump is fed by a conventional fuel-tank-mounted pump. The direct injection pump is mounted in the “valley” between cylinder heads – beneath the intake manifold – and is driven by the camshaft at the rear of the engine. This location ensures any noise generated by the pump is muffled by the intake manifold and other insulation in the valley.
PCV-integrated rocker covers: One of the most distinctive features of the new engine is its domed rocker covers, which house the, patent-pending, integrated positive crankcase ventilation (PCV) system that enhances oil economy and oil life, while reducing oil consumption and contributing to low emissions. The rocker covers also hold the direct-mount ignition coils for the coil-near-plug ignition system. Between the individual coil packs, the domed sections of the covers contain baffles that separate oil and air from the crankcase gases – about three times the oil/air separation capability of previous engines.
Intake manifold and throttle body assembly: The LT1’s intake manifold features a “runners in a box” design, wherein individual runners inside the manifold feed a plenum box that allows for excellent, high-efficiency airflow packaged beneath the car’s low hood line.
Acoustic foam is sandwiched between the outside top of the intake manifold and an additional acoustic shell to reduce radiated engine noise, as well as fuel pump noise.
The manifold is paired with an electronically controlled throttle, featuring an 87mm bore diameter and a “contactless” throttle position sensor design that is more durable and enables greater control.
Four-into-one exhaust manifolds: The LT-1 uses a cast version of the “four-into-one” short-header exhaust manifold design used on the Gen 4 LS7 engine. The cast header passages enable consistent exhaust flow into the “wide mouth” collector at the converter.
Cooling system, humidity sensor and more: Additional features and technologies of the Gen 5 Small Block include:
- A revised cooling system with an offset water pump and thermostat for more efficient performance
- Air induction humidity sensor ensures optimal combustion efficiency, regardless of the surrounding air’s humidity
- 58X ignition system with individual ignition coil modules and iridium-tip spark plugs
- All-new “E92” engine controller.
Founded in 1911 in Detroit, Chevrolet is now one of the world's largest car brands, doing business in more than 140 countries and selling more than 4 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design and high quality. More information on Chevrolet models can be found at www.chevrolet.com.
Tuesday, October 30, 2012
Recalls Of The Day, October 30, 2012
Today the National Highway Traffic Safety Adminstration has not issued any recalls. This may be due to Superstorm Sandy.
We will keep you posted of any changes.
We will keep you posted of any changes.
Chrysler Group LLC Donates 2013 Dodge Dart to New Transportation Education Center at Southern Illinois University Carbondale
Auburn Hills, Mich.
- Chrysler Group LLC helped celebrate the grand opening of Southern
Illinois University Carbondale’s Transportation Education Center this afternoon
with the donation of a 2013 Dodge Dart, the company’s all-new, state-of-the-art,
four-door sedan.
Chrysler Group has long tapped SIUC’s Automotive Technology program for new hires and interns who work in a variety of capacities for the Chrysler Group, including Manufacturing, Network Development and Fleet, Mopar® Service, Parts and Customer Care, and other areas of the company.
“Donating a made-in-Illinois Dodge Dart is a way to give back to the university that continues to supply Chrysler Group with well-trained automotive graduates,” said Peter Grady, Chrysler Group’s Vice President of Network Development and Fleet. “Chrysler Group has been hiring SIUC automotive grads since 1982, and we look forward to continuing our close relationship with one of the nation’s premiere four-year automotive programs.”
SIUC’s new Transportation Education Center, located just north of Carbondale in southern Illinois, houses the Automotive Technology, Aviation Management and Flight, and Aviation Technologies programs.
SIUC students will develop diagnostic skills working on the new Dodge Dart. While this is not Chrysler Group’s first vehicle donation to the university, it is the first model donated by Chrysler Group from its Belvidere (Ill.) Assembly Plant.
Loaded with innovative technology, class-leading safety features and clever functionality, the 2013 Dodge Dart sets a new standard in the compact car segment by offering unmatched personalization, roominess, style, functionality and fun-to-drive dynamics, all starting at a U.S. MSRP of just $15,995.
Chrysler Group has long tapped SIUC’s Automotive Technology program for new hires and interns who work in a variety of capacities for the Chrysler Group, including Manufacturing, Network Development and Fleet, Mopar® Service, Parts and Customer Care, and other areas of the company.
“Donating a made-in-Illinois Dodge Dart is a way to give back to the university that continues to supply Chrysler Group with well-trained automotive graduates,” said Peter Grady, Chrysler Group’s Vice President of Network Development and Fleet. “Chrysler Group has been hiring SIUC automotive grads since 1982, and we look forward to continuing our close relationship with one of the nation’s premiere four-year automotive programs.”
SIUC’s new Transportation Education Center, located just north of Carbondale in southern Illinois, houses the Automotive Technology, Aviation Management and Flight, and Aviation Technologies programs.
SIUC students will develop diagnostic skills working on the new Dodge Dart. While this is not Chrysler Group’s first vehicle donation to the university, it is the first model donated by Chrysler Group from its Belvidere (Ill.) Assembly Plant.
Loaded with innovative technology, class-leading safety features and clever functionality, the 2013 Dodge Dart sets a new standard in the compact car segment by offering unmatched personalization, roominess, style, functionality and fun-to-drive dynamics, all starting at a U.S. MSRP of just $15,995.
Monday, October 29, 2012
National Highway Traffic Safety Adminstration Recall Recap
The National Highway Traffice Safety Adminstration has issued their recall recap for the week of October 22 - 26, 2012.
If your vehicle is affected jot down NHTSA I.D. number, go to the link at the top of this blog to NHTSA and type in the ID number in their search box. This will take to all the information about the recall. The ID number listed below also is a link to the site and will more than likely direct you to the recall at NHTSA.
If your vehicle is affected jot down NHTSA I.D. number, go to the link at the top of this blog to NHTSA and type in the ID number in their search box. This will take to all the information about the recall. The ID number listed below also is a link to the site and will more than likely direct you to the recall at NHTSA.
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NHTSA Campaign ID
Number :
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Manufacturer :
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New
Flyer Industries Ltd.
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Make / Model Years :
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NEW
FLYER / 2010
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Subject :
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Emergency
Window Egress Handles
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NHTSA Campaign ID
Number :
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Manufacturer :
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PREVOST
CARS, INC.
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Make / Model Years :
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PREVOST
/ 2012-2013
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Subject :
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Power
Cable Re-Routing to Prevent Rubbing
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NHTSA Campaign ID
Number :
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Manufacturer :
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Volvo
Trucks North America
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Make / Model Years :
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VOLVO
/ 2002-2013
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Subject :
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Seat
Belt weld/FMVSS 210
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NHTSA Campaign ID
Number :
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Manufacturer :
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Navistar,
Inc.
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Make / Model Years :
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INTERNATIONAL
/ 2012
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Subject :
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Front
Passenger Seat/FMVSS 207
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NHTSA Campaign ID
Number :
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Manufacturer :
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Navistar,
Inc.
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Make / Model Years :
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INTERNATIONAL
/ 2013
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Subject :
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Tow
Hooks may Fail
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NHTSA Campaign ID
Number :
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Manufacturer :
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Navistar,
Inc.
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Make / Model Years :
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INTERNATIONAL
/ 2013
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Subject :
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Steering
Wheel may Separate
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NHTSA Campaign ID
Number :
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Manufacturer :
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GILLIG
CORPORATION
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Make / Model Years :
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GILLIG
/ 2010
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Subject :
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Exit
Window Handle may Fail
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NHTSA Campaign ID
Number :
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Manufacturer :
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Van
Hool N.V.
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Make / Model Years :
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VAN
HOOL / 2012
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Subject :
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Fuel
Filter Base Plate Damaged by Tire Blowout
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NHTSA Campaign ID
Number :
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Manufacturer :
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BMW
of North America, LLC
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Make / Model Years :
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BMW
/ 2005-2007
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Subject :
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Doors
May Not Fully Latch
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NHTSA Campaign ID
Number :
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Manufacturer :
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HARLEY-DAVIDSON
MOTOR COMPANY
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Make / Model Years :
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H-D
/ 2012-2013
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Subject :
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License
Plate Bracket Assembly
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NHTSA Campaign ID
Number :
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Manufacturer :
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BMW
of North America, LLC
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Make / Model Years :
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BMW
/ 2005-2008
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Subject :
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Keyless
Ignition System Vehicle Rollaway
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NHTSA Campaign ID
Number :
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Manufacturer :
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Honda
(American Honda Motor Co.)
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Make / Model Years :
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HONDA
/ 2012
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Subject :
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Incorrect
Safety Certification Label/567
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NHTSA Campaign ID
Number :
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Manufacturer :
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JAYCO,
INC.
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Make / Model Years :
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JAYCO
/ 2013
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Subject :
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Cargo
Carrying Capacity Label/FMVSS 120
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NHTSA Campaign ID
Number :
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Manufacturer :
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VAN
HOOL N.V.
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Make / Model Years :
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VAN
HOOL / 2011-2012
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Subject :
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Prestolite
Alternators/Missing Ground Cables
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NHTSA Campaign ID
Number :
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Manufacturer :
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NEW
FLYER INDUSTRIES LTD
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Make / Model Years :
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NEW
FLYER / 2009-2012
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Subject :
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INSTRUMENT
CLUSTER SOFTWARE/PARKER
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GM Makes the Business Case for Zero Waste
Blueprint summarizes waste-reduction strategies and global landfill-free program
Industrial facilities in the United States generate and manage 7.6 billion tons of industrial waste in land disposal units annually, according the U.S. Environmental Protection Agency. General Motors, however, recycles 90 percent of its worldwide manufacturing waste and has 102 landfill-free facilities toward a goal of 125 globally by 2020.
Copyright General Motors
GM strives to recover all resources to their highest value by managing byproducts in one electronic tracking system. All byproducts are regarded as useful and marketable, and suppliers play integral roles in making happen. GM counts about $1 billion in revenue annually from byproduct recycling and reuse.
“A landfill-free program requires investment,” said Mike Robinson, GM vice president of sustainability and global regulatory affairs. “It’s important to be patient as those upfront costs decrease in time, and recycling revenues will help offset them. This program allows GM to reduce its waste footprint while creating greater environmental awareness among employees and communities where we make and sell cars and trucks.”
When GM started its landfill-free program in the United States, it invested about $10 for every ton of waste reduced. Over time, it has reduced program costs 92 percent and total waste by 62 percent. GM encourages its workforce to find new ways to operate leaner and more efficiently.
“Whether a company is large or small, a landfill-free journey involves a long-term view, bottom-line focus, innovative thinking and ongoing collaboration,” said Robinson.
General Motors Co. (NYSE:GM, TSX: GMM) and its partners produce vehicles in 30 countries, and the company has leadership positions in the world's largest and fastest-growing automotive markets. GM’s brands include Chevrolet and Cadillac, as well as Baojun, Buick, GMC, Holden, Isuzu, Jiefang, Opel, Vauxhall and Wuling. More information on the company and its subsidiaries, including OnStar, a global leader in vehicle safety, security and information services, can be found at http://www.gm.com.
Northwest Herald Dr. Gizmo column dated October19, 2012
10/19/2012
"Dr. Gizmo"
By Phil Arendt
Engine Idles Rough Due To Lean Fuel Mixture
Question 1
The 3.0-liter engine in my
2001 Mazda Tribute runs fine until it warms up.
Once it is warm it idles rough.
Sometimes it stalls. When it stalls
it starts back up and runs fine for a short time but then it begins to run
rough again.
I took the car to my local
shop where a mechanic did all kinds of tests.
He found trouble codes for misfires and others for lean fuel. He tested the sensor on the crankshaft, timing
and fuel pump but everything seems fine.
Since the engine was misfiring for him he replaced the spark plugs and
sensor on the crankshaft. With this work
the engine runs better but not as good as it did before the trouble started.Do you have any suggestions? H.B., email
Answer 1
It appears that your
technician did not address the reason for lean fuel trims. Trouble such as this could be caused by air
leaks such as a cracked vacuum line or even a failing fuel pump or pressure
regulator. Ask your technician to consider checking for these possible causes the next time you visit his shop.
Transmission Flush Long
Overdue
Question 2When coming to a stop in my 2007 Audi A3 sometimes the engine speeds up a little and the transmission downshifts. The same thing happened several months ago. At that time I took the car to a dealership where they replaced hoses, throttle body and a valve. After the work the trouble was fixed.
This time I took the car to
a local shop where tests did not find any trouble. Since the car has 54,000 miles the mechanic
suggested cleaning the throttle body.
This procedure did not cure the trouble.
Now he thinks the problem might be cured by flushing the transmission. I have never had this done. Also, I have never had it done in any car I
have owned in the past. Does this make
any sense to you? D.N., email
Answer 2The automatic transmission in your car has a dual clutch system and should be serviced according to the manufacturer’s service schedule about every 15,000 miles. I’m not sure what you and your technician experience when slowing to a stop but perhaps the transmission downshifts a little too soon as you slow down. Flushing the transmission might cure this problem and even if it doesn’t the service is long overdue.
If the transmission flush
does not cure the trouble it’s possible the engine or transmission control
modules need reprogramming. Ask your
technician to consider these suggestions when you take the car back to his
shop.
Time To Replace The Air
Conditioner Compressor
Question 3
I have a 2007 Honda CR-V
with an air conditioner that does not work.
I checked the fuses and they are fine.
When I turn on the air conditioner I can see that the compressor is not
turning on. I took the car to my repair
shop that has been servicing our family cars for many years. Until now I have always trusted their
diagnosis. They have been right every
time. This time I’m not so sure.
A mechanic did some tests on the A/C
system. He has checked relays, wiring
and control module. He has cycled the
compressor with his equipment and it turns on but he says the compressor needs
replacement. If it works, why does it
need replacement? B.P., email
Answer 3I understand how you might consider the diagnosis fishy. The compressor and clutch is a unit. Within the unit is a thermal protection circuit. When the mechanical load of the compressor becomes too great due to internal failure the electrical portion overheats. When this happens the thermal protection built into the unit turns off the compressor. This protects the remainder of the circuit from an electrical overload that could otherwise cause failures in other parts such as the dash control module, relays or wiring.
It appears your technician
has properly diagnosed the trouble. It
is time to replace the compressor.
Shortcut Saves Time
Question 4The timing belt in my 2003 Volkswagen Jetta with 197,000 miles and a diesel engine jumped. I had the car towed to a repair shop where a mechanic determined the trouble. He quoted a price for the repair which also includes removing the sub-frame on the engine. He said this is necessary to get to the belt. This is a big expensive repair job. Is this really necessary? N.W., email
Answer 4
Our repair manual does indeed
state that the sub-frame needs removal.
However, after visiting a couple of professional websites some
technicians have found that it is not necessary as they have found a shortcut. They are able to gain access to the items
that are necessary to remove the belt by loosening the sub-frame just enough to
provide the necessary room. Regardless,
it is still a task that is labor intensive to complete.
Labor time charged by a
technician is based upon an industry standard labor guide. When the guide is produced the published
repair time is based upon studies usually of three repairs for the same problem
or task with all the tools and equipment on the ready to complete the job. A technician does the task under controlled
conditions and is timed. The average
time is published in the labor guide. On
newer cars the time to complete a task is less than the time it takes to do the
same repair on an older vehicle. The
industry standard labor guide gives more time on older vehicles because rusted
and corroded fasteners are more difficult to remove than the fasteners on new
vehicles. In some cases the published
time to repair a new car is half the time it takes to repair an older vehicle
for the same task.
A technician might be able
to complete a task within the time allotted in the labor guide. If he does he stands to make more money
because he can complete more tasks in a day.
However, if a bolt breaks and he has to do additional work and completes
the job over and above the labor guide time he completes fewer jobs in a day
and does not make as much money or could even lose money.New Pump Should Cure Power Steering Trouble
Question 5
Sometimes the power steering in my 2006 Mercedes-Benz ML500 with 126,000 miles becomes very stiff. Also, the check engine light is on. I took the car to an area shop that specializes in Mercedes repairs. The mechanic connected a diagnostic tool to the car and found so many malfunction codes he does not know where to start. He said it would take a while to trace all the codes. Three days later he called to inform me that the power steering pump needs replacement. He said he connected a pressure gauge to the pump and drove the car. When the steering stiffened the pressure was low.
This is not the first shop
to work on the car. I have taken it to
three different shops for power steering problems. One shop replaced the steering gear. Another shop replaced the pump. The other shop replaced some lines and front
wheel sensors. When I told this mechanic
the pump had been replaced he said it looks like an aftermarket pump. He said he will install a pump from the
Mercedes factory. He says he is
confident this will fix the trouble. Do
you agree? D.C., email
Answer 5Yes. What he suggests should cure the trouble. However, before authorizing the repair come to an agreement that if his work does not cure the trouble he will take the factory pump off, reinstall the aftermarket pump and not charge for the work. Be sure to get it written form.
Battery Not Faulty Circuit
Is Cause Of Trouble
Question 6The battery in my 2007 Ford Explorer with 24,000 miles goes dead after two days of not using the vehicle. I took it to a repair shop where a mechanic found a draw of about 40 milliamps that goes away after about 15 minutes. He says the draw kills the battery. He checked the circuit that is causing the draw for faulty equipment. After two days of testing he can’t find anything wrong. Now he is at a loss.
Do you have any
suggestions? N.L., email
Answer 6Sure, drive to the nearest McHenry County gravel pit. Ask an operator of a huge front-end loader to run over your Explorer. That should cure the trouble.
All kidding aside, the next
step is to charge the battery and load test it.
More than likely, it will fail testing.
A parasitic draw of 40
milliamps on a battery could be normal based upon battery capacity. It takes time for all the computer modules in
your vehicle to go to sleep. Apparently,
in your vehicle it takes 15 minutes after the ignition is shut off for modules
to shut down. During this period they
continue to draw power from the battery.
This is not unusual. If the
battery fails due to this minor draw, more than likely it has an internal fault
that only replacement will cure.
Testing will verify if this theory
is true. If so, a new battery should
cure the trouble.
Thanks for all of your great
questions. Dr. Gizmo can’t wait to
answer more.Phil Arendt is a columnist, consultant and A.S.E.-Certified Master Technician. Readers may send questions to Dr. Gizmo at P.O. Box 548, Cary, IL. 60013 or e-mail address drgizmo@drgizmo.ws. 10/19/2012 ® DR. GIZMO © 1989-2012
Saturday, October 27, 2012
Recalls Of The Day, October 27, 2012
Nine recalls have been issued by the National Highway Traffic Safety Adminstration. This is one of the largest group of recalls in at least a few months.
The issues of these recalls include problems with egress windows breaking, electrical shorts that cause fire, egress windows that will not open, failing brakes, failed seat belts, tow hooks that could drop a towed vehicle, a parked vehicle could roll away, seats that could come loose and a steering wheel that could come off. All of these issues could cause injury or worse.
If your vehicle is affected please contact your dealership, manufacture or the National Highway Traffic Safety Adminstration.
The issues of these recalls include problems with egress windows breaking, electrical shorts that cause fire, egress windows that will not open, failing brakes, failed seat belts, tow hooks that could drop a towed vehicle, a parked vehicle could roll away, seats that could come loose and a steering wheel that could come off. All of these issues could cause injury or worse.
If your vehicle is affected please contact your dealership, manufacture or the National Highway Traffic Safety Adminstration.
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