Ken Fichtner

This is part 4 of my weekly newsletter containing detailed GM Service Information for C5's & Recalls!

Please call or email Bob for parts and service here:
Phone: 406-628-4618, Fax: 406-628-2025
Email: corvetteparts@hotmail.com

Please call or email me for any other Corvette or automotive needs including Vehicle Sales, GMPP, Promotional Material, Production and Allocation Questions here:
Phone: 406-628-4618, Fax: 406-628-2025
Email: kenfichtner@hotmail.com

Z06 Wheel Alignment Specifications

Front Alignment Specs Service Allowable Service Preferred
Front Individual Toe +0.14 to -0.06 degrees +0.04 degrees
Front Sum Toe +0.28 to -0.12 " +0.08 "
Front Individual Camber +0.50 to -0.70 " -0.20 "
Front Cross Camber +/- 0.25 " within 0.50 "
Front Individual Caster +6.4 to +7.4 " 6.9 "
Front Cross Caster +/- 0.25 " within 0.50 "
Steering Wheel Angle +1.0 to -1.0 " 0.00 "

Rear Alignment Specs Service Allowable Service Preferred
Rear Individual Toe +0.09 to -0.11 degrees -0.01 degrees
Rear Sum Toe +0.18 to -0.22 " -0.02 "
Rear Thrust Angle +0.10 to - 0.10 " 0.00 "
Rear Individual Camber +0.32 to -0.68 " -0.18 "
Rear Cross Camber -- within 0.50 "

1998-2000 Corvette Recall

GM SERVICE OPERATIONS DCS851
URGENT - DISTRIBUTE IMMEDIATELY

DATE: SEPTEMBER 6, 2001

SUBJECT: 01044A - CUSTOMER SATISFACTION CAMPAIGN CORVETTE ELECTRONIC COLUMN LOCK

MODELS: 1998-2000 CORVETTE

TO: ALL CHEVROLET DEALERS

ATTN: SERVICE MANAGERS, PARTS MANAGERS, AND
WARRANTY ADMINISTRATORS


THIS BULLETIN SUPERCEDES AND REPLACES CAMPAIGN BULLETIN 01044 ISSUED JULY, 2001. THE SERVICE PROCEDURES HAVE BEEN REVISED ALONG WITH THE SCHEMATIC FOR ALL MANUAL TRANSMISSION VEHICLES AND EXPORT ONLY AUTOMATIC TRANSMISSION VEHICLES. THE STEERING WHEEL NUT PART NUMBER HAS BEEN ADDED TO THE PART INFORMATION TABLE AND THE PART COUNT IN THE CLAIM TABLE HAS BEEN ADJUSTED ACCORDINGLY.

THIS CAMPAIGN IS IN EFFECT THROUGH JULY 01, 2003.
**************************************** ************

CONDITION

General Motors has decided that certain 1998-2000 Corvette model vehicles may exhibit a condition in which the electronic column lock may not function as intended. The condition could result in the failure of the steering column to unlock during initial key-in and start-up. Should the column fail to unlock, the engine will stop running if the vehicle starts to move.

CORRECTION

Dealers are to install repair kit PN 88952427 for automatic transmission Corvettes in the US & Canada or repair kit PN 88952428 for all manual transmission Corvettes in the US & Canada. For Corvettes sold in all other countries, both manual and automatic, dealers are to install repair kit PN 88952428.

VEHICLES INVOLVED

Involved are certain 1998-2000 Corvette model vehicles built within these VIN breakpoints:

YEAR DIVISION MODEL PLANT FROM THROUGH
1998 Chevrolet Corvette Bowling Green W5123355 W5131069
1999 Chevrolet Corvette Bowling Green X5100001 X5133283
2000 Chevrolet Corvette Bowling Green Y5100001 Y5116233


IMPORTANT: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) or GM Access Screen (Canada only) or DCS Screen 445 (IPC only) prior to beginning campaign repairs. [Not all vehicles within the above breakpoints may be involved.]

Involved vehicles have been identified by Vehicle Identification Number. Computer listings containing the complete Vehicle Identification Number, customer name and address data have been prepared, and are being furnished to involved dealers with the campaign bulletin. The customer name and address data furnished will enable dealers to follow up with customers involved in this campaign. Any dealer not receiving a computer listing with the campaign bulletin has no involved vehicles currently assigned.

These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this listing to the follow-up necessary to complete this campaign.

MAILING INFORMATION

Dealer mailings will begin on September 6, 2001.


GMVIS INFORMATION

GMVIS information is currently available.

GM SERVICE OPERATIONS


1997, 1998, 1999, 2000 Corvette Recall

TO: All Chevrolet Dealers
ATTN: Service Manager, Parts Manager, and Warranty Administrator
GM SERVICE OPERATIONS DCS630 URGENT - DISTRIBUTE IMMEDIATELY
DATE: November 10, 2000
SUBJECT: 00034 - Product Safety Campaign Lap Belt Webbing Twisted
MODELS: 1997-2000 CHEVROLET CORVETTE MODEL VEHICLES
TO: All Chevrolet Dealers
ATTN: Service Manager, Parts Manager, and Warranty Administrator

CONDITION
General Motors has decided that a defect which relates to motor vehicle safety exists in certain 1997-2000 Chevrolet Corvette model vehicles. Some of these vehicles exhibit a condition in which the lap belt webbing may twist, allowing the webbing to become jammed in the retractor. When the belt webbing becomes jammed in the retractor, the belt may be unusable. In a vehicle crash, an unbelted occupant may receive more severe injuries.

CORRECTION
Dealers are to install inserts to the belt web guide of each lap belt retractor.

VEHICLES INVOLVED
Involved are all 1997-2000 Chevrolet Corvette model vehicles built within these VIN breakpoints:

YEAR DIVISION MODEL PLANT FROM THROUGH
1997 Chevrolet Corvette Bowling Green V5100001 V5109707
1998 Chevrolet Corvette Bowling Green W5100001 W5131069
1999 Chevrolet Corvette Bowling Green X5100001 X5133283
2000 Chevrolet Corvette Bowling Green Y5100001 Y5104470

IMPORTANT: Dealers should confirm vehicle eligibility through GMVIS
(GM Vehicle Inquiry System) or GM Access Screen (Canada
only) or DCS Screen 445 (IPC only) before beginning
campaign repairs. [Not all vehicles within the above
breakpoints may be involved.]


MAILING INFORMATION
Dealer mailing will begin on November 10, 2000.
Owner mailing will begin on November 17, 2000.

GMVIS INFORMATION
GMVIS information will be available on November 11, 2000.

2001 Corvette Recall

TO: ALL CHEVROLET DEALERS

ATTN: SERVICE MANAGER, PARTS MANAGER, AND WARRANTY ADMINISTRATOR

GM SERVICE OPERATIONS DCS674
URGENT - DISTRIBUTE IMMEDIATELY

DATE: February 14, 2001

SUBJECT: 00103 - PRODUCT EMISSION CAMPAIGN EMISSION LABEL ERROR

MODELS: 2001 CHEVROLET CORVETTE EQUIPPED WITH 5.7L ENGINE
(RPO LS6 - VIN CODE S)

**************************************** ******************
THIS CAMPAIGN IS IN EFFECT UNTIL AUGUST 31, 2001
**************************************** ******************
CONDITION
General Motors has decided that certain 2001 Chevrolet Corvette model vehicles, equipped with a 5.7L (RPO LS6 - VIN Code S) engine, were built with an incorrect vehicle emission control label. The label shows an incorrect emission vacuum hose routing schematic.

CORRECTION - U.S.
A new vehicle emission control label needs to be installed on the left front wheel well.
Since a new label can be easily installed, and to reduce customer inconvenience, the label will be sent with installation instructions directly to customers of record. Customers may install the label on the left front wheel well. However, if they desire, they may bring the label to their dealer for installation at no charge at any time until August 31, 2001.

CORRECTION - CANADA
Dealers are to install a new vehicle emission control label on the left front wheel well as shown in the illustration. This will be performed at no charge to the customer until August 31, 2001.

VEHICLES INVOLVED

Involved are certain 2001 Chevrolet Corvette model vehicles equipped with 5.7L engine (RPO LS6 - VIN Code S) and built within these VIN breakpoints:

YEAR DIV MODEL PLANT FROM THROUGH
2001 Chev Corvette Bowling Green 15100001 15112120

NOTICE: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) or GM Access Screen (Canada only) prior to beginning campaign repairs. [Not all vehicles within the above breakpoints may be involved.]

Involved vehicles have been identified by Vehicle Identification Number. Computer listings containing the complete Vehicle Identification Number, customer name and address data have been prepared, and are being furnished to involved dealers with the campaign bulletin. The customer name and address data furnished will enable dealers to follow up with customers involved in this campaign. Any dealer not receiving a computer listing with the campaign bulletin has no involved vehicles currently assigned.

These dealer listings may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any other purpose is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this listing to the follow-up necessary to complete this campaign.

MAILING INFORMATION
Dealer mailing will begin on February 14, 2001.
Owner mailing will begin on February 21, 2001.

GMVIS INFORMATION
GMVIS information will be available on February 15, 2001.

Detailed GM Service Information for C5's

In an attempt to assist C5 owners and their local dealerships with service I have added a new section to my newsletter that specifically addresses service issues.

You will find contained in this section the following bulletins that have been issued by GM in recent weeks relative to Corvettes.

#00-03-10-005 Info Bulletin - Wheel Pressure Sensors Unable to be Reprogrammed after Tire Replacement
#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

#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.

#00-02-36-002A
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

#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

Thanks for taking the time to read this week's service news!