]The GM2L-POD/S also provides an additional auxiliary input. Control of the iPod through the OEM radio includes, but is not limited to: • Individual search by artist, playlist, song, etc… • Ability to display the following TEXT fields: Artist name Song name Album title Playlist name • Direct audio connection for optimal sound quality. • Charging of the iPod. This can be applied for the following vehicles such as Pontiac, Chevrolet, Buick, Cadillac, Hummer, Suzuki XL-7 and so on.

GM2L-R01GM2LR02/GM2L-X01/GM2L-X02 Select iPOD/AUX or XM Preset 1 Press “i” button to display SONG#,NAME,ARTIST, and ALBUM Use “SEEK” button to move forward or backward through current playlist. Press and hold “SEEK” to fast-forward or rewind. Turn the dial on the right side (with musical notes) to advance songs in increments of ten. Press button below desired folder to search contents. Navigate through folders with tuning knob. Select with “SEEK” up. Press “CAT” button to display ARTIST/GENRE/SONG folders.

29-BIT LAN RADIOS WITH NAVIGATION 1. Press center of display to advance to iPOD folder search screen (see step #6) or to change audio source. 2. Press upper “SEEK” button to select the iPOD search that you have displayed. 3. Press and hold bottom “SEEK” button to switch between IPOD and XM (if factory XM is present.) 4. Turn dial with musical notes to advance songs in increments of ten or to search through selected folder. 5. Press bottom “SEEK” button to move forward or back through songs in current folder or press and hold for fast-forward/rewind.
6. While in iPOD search mode – select “MUSIC” to view search options. 7. Select iPOD search option – PLAYLIST/ARTIST/ALBUM/GENRE or SONGS.
8. Press “BACK’ and turn tuning knob to search and view selected option text. 9. Press “SEEK” up button to select.

Before installing the GM2L- POD/S the DIP switches located on the top side of the unit must be set to properly correspond with the vehicle specific harness. The GM2L-POD/S programs itself to the switch settings when it is plugged into the vehicle. If you set the switches improperly and plug it in, you must unplug all cables from the GM2L-POD/S, wait a few seconds, and then plug it back in with the correct settings already
in place.

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NOTE: The weld nuts in the bumper beam used in Step 5 are not present on all vehicles. Carriage bolts, spacers, hex flange nuts and fishwire tools are included in the bolt kit for this purpose.
1. Remove bumper fascia panel. (Note: Panel may be reinstalled on some models after hitch installation if desired.)
2. Lower exhaust to ease installation. (See Rubber Isolator Removal Diagram)
3. Raise hitch into position over the exhaust pipes aligning the slots in the hitch with the weldnuts in the bottom of the frame rails.
4. Install (4) M12 bolts and conical toothed washers through the side plates and into the existing weld nuts in the frame rails as shown.
5. If weldnuts in bumper beam are present, install (2) M12 bolts and conical toothed washers as shown. If the weld nuts are not present, fishwire a 1/2-13 x 1.25″ carriage bolt and CM-SP6 spacer into each hole in the bumper beam from the end of the bumper beam and secure with (2) 1/2″ hex flange nuts as shown. (See Fishwire Technique.)
6. Torque all M12 hardware to 59 ft-lbs. and all 1/2″ hardware to 75 ft-lbs.
7. Raise exhaust back into position, reinstall rubber isolators and fascia panel (if desired).

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The manual contains critical reset procedures, as well as all the system information including torque specifications and wiring diagrams. Reset tire pressure monitor system is likely to be required if any of the following procedures are carried out vehicle – tire pressure correction (s) – tires and wheels spinning – tire / wheel change – Wheel electronic unit replacement – reception antenna replacement – Control unit replacement – the loss of sensor or vehicle battery power Tire Pressure Monitor is a simple user interface.

When the Make-vehicle model year is indicated, the user has the option to restore, or diagnose the TPMS. If RESET PROCEDURE is selected, the display directs the user to the correct position of the vehicle handbook significant. In most cases, the tool used in conjunction with reset procedure. If DIAGNOSTICS is selected, troubleshooting information is obtained by using a tire pressure monitor sensors to activate and verify the information provided in most cases. • Displays sensor data, such as ID and pressure. Sensor activation and data display are dependent on the type. • upgradeable through serial cable to the PC to keep changing vehicle requirements. • Maintains “last vehicle” use history. • Three “C” batteries provide hours of continuous use. (Auto shutdown is after three minutes.) • carries 3-year warranty.

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This installation is designed for cars, trucks, vans, and boats that have an existing radio opening. It can also be used as an option on some of the vehicles listed as requiring the AX-88-SNP kit. It will not work on all vehicles, but can be used on most newer Fords and many imports.
1. Inspect the Existing Radio Opening:
A. Use the trimplate supplied with the radio to cover the existing opening. If it completely covers the opening, you can install the radio as explained below. If it does not cover the opening, you will need an installation kit.
B. Check that there will be sufficient space behind the dashboard for the radio chassis.
2. Wire the Radio to the Vehicle’s Wiring:
A. In most cases it is easier to wire the radio before mounting it. Place the radio near the dashboard so the wires can be led through the opening.
B. Carefully follow the diagram on page 8 to wire the radio, making certain all connections are secure and insulated with wire nuts or electrical tape to insure proper operation of the unit.
C. After completing the wiring, turn the unit on to confirm operation (ignition switch must be “on”). If unit does not operate, re-check all wiring until problem is corrected. Once proper operation is achieved, turn off unit and ignition switch, and proceed with final mounting of the radio.
3. Mounting the Radio:
A. Thread a shaft nut half-way down each radio shaft.
B. Place a metal back-up plate on each radio shaft against the shaft nut.
C. Position the radio behind the dashboard opening so that the back-up plates are snug against the back of the opening. Adjust the shaft nuts behind the back-up plates so that the desired amount of radio extends through the opening. If possible, the best appearance is usually achieved when there is enough of the radio extending to be flush with the front of the trimplate.
D. Place the trimplate over the front of the radio and secure it with a shaft nut on each radio shaft.
E. Attach one end of the perforated support strap (supplied) to the screw stud on the radio using the hex nut provided. Fasten the other end of the perforated strap to a secure part of the dashboard either above or below the radio using the screw and nut provided. Bend the strap to position it as necessary. CAUTION: The rear of the radio must be supported with the strap to prevent damage to the dashboard from the weight of the radio or improper operation of the radio due to vibration.
F. Install knobs on radio shafts.

Important-This installation is designed for 1981 and older U.S. made GM cars, trucks, and vans. For 1981 and newer vehicles, an installation kit may be required. See Kit Listing on Page 1 of this manual or refer to the in-store application chart. If a kit is not required, use the following instructions.
1. Remove the Existing Radio:
A. Remove radio knobs and shaft nuts behind the knobs.
B. Locate and remove support brace at back of radio.
C. Push radio back into dashboard to access the wiring and antenna cables plugged into the rear of the chassis.
D. Un-plug the wiring harness(es) and antenna cable and remove the radio.
2. Wire the New Radio:
A. In most cases it is easier to wire the radio before mounting it. Place the radio near the dashboard so the wires can be led through the opening.
B. Carefully follow the diagram on page 8 to wire the radio, making certain all connections are secure and insulated with wire nuts or electrical tape to insure proper operation of the unit.
C. After completing the wiring, turn the unit on to confirm operation (ignition switch must be “on”). If unit does not operate, re-check all wiring until problem is corrected. Once proper operation is achieved, turn off unit and ignition switch, and proceed with final mounting of the radio.
3. Install the New Radio:
A. Thread a shaft nut half-way down each radio shaft.
B. Trim the top edge off of the nosepiece collar at the “CUT OFF FOR GM” mark and place the collar on radio nosepiece.
C. Place the radio behind dashboard and through the radio opening. Adjust the position of the shaft nuts so that the radio nosepiece and collar are flush against the back of the dashboard.
D. Secure the radio with a shaft nut on each radio shaft.
E. Attach one end of the perforated support strap (supplied) to the screw stud on the radio using the hex nut provided. Fasten the other end of the perforated strap to a secure part of the dashboard either above or below the radio using the screw and nut provided. Bend the strap to position it as necessary. CAUTION: The rear of the radio must be supported with the strap to prevent damage to the dashboard from the weight of the radio or improper operation of the radio due to vibration.
F. Install knobs on radio shafts.

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This bearing assembly must be used with a high profile Centerforce pressure plate. Make sure the bearing assembly does not bottom out against the clutch fingers prior to bleeding of the slave cylinder installation. The original Jeep pressure plate can be reused with the new GM flywheel. However, you must double check the deck height of the fingers versus the bearing height to make sure the necessary clearance is obtained. The only way to develop additional clearance between the clutch fingers and bearing height is to machine the flywheel thickness. We had an experienced of a customer that used a flywheel that was 1-1/8″ thick and during assembly, he developed a 1/8″ interference between the fingers
and the bearing. This interference created severe friction and caused premature seal failure. Take the extra time to measure the bearing height and finger height and allow for a minimum of 1/16″ clearance.

Make sure the tip of the input shaft has sufficient engagement into the pilot bushing.
1. Install the pilot bushing into the engine crank.
2. Install the flywheel, pressure plate & clutch disc onto engine using the correct flywheel and clutch bolts.
3. With the clutch and flywheel assembled, measure the deck height of the clutch fingers. This height should be approximately 3.875″.
4. Install the new Jeep release bearing onto the front of the Peugeot transmission. Make sure that the hole on the front of the transmission lines up with the plastic retainer cap. This small split pin will prevent the retainer from rotating inside the bellhousing. DO NOT REMOVE PLASTIC STRAPS. Make sure that new bearing assembly fits properly onto front of transmission without any binding of the hydraulic lines.
5. Assemble the transmission to the bellhousing using the original bolts and dowel pins.
6. With the bearing in position on the front of the transmission and the bellhousing bolted to the transmission, you will need to measure the bearing height from the engine face of the bellhousing. This distance must be approximately 4″ allowing for 1/8″ clearance between bearing and clutch fingers.
7. If the clearance between the bearing and clutch fingers is not provided, you will need to machine the flywheel to a thinner measurement that will provide the necessary clearances.
8. Assemble the bellhousing over the clutch assembly. Make sure the bearing face has clearance between the fingers and bearing surface. Premature collapsing of the slave cylinder assembly will damage the internal components. The face of the bearing must have clearance between the fingers prior to bleeding.
9. The hydraulic line between the Jeep master cylinder and the new Jeep hydraulic slave cylinder will need to be assembled together.
10. Bleed the slave cylinder assembly.
11. Check to make sure that the slave cylinder is fully disengaging the clutch plate. If you have any difficulties obtaining the necessary travel, contact Advance Adapters immediately.

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MECHANICAL
Engine, 3.8L 3800 V6 SFI (200HP [149.2 kW] @ 5200 rpm, 230 lb.-ft. [310.5 N-m] @ 4000 rpm)
• Transmission, 4-speed automatic, electronically controlled with overdrive
• Axle, 2.86 ratio
• Traction control, Enhanced Traction System (ETS), powertrain modulated
• Front wheel drive
• Battery, 600 cold-cranking amps, includes rundown protection
• Suspension, 4-wheel independent, Premium Ride
• Tires, P225/60R16, all-season, blackwall, steel-belted radial
• Wheels, 16″ (40.6 cm) steel, with wheel covers
• Tire, spare, compact, includes steel wheel
• Steering, power, rack-and-pinion
• Brakes, 4-wheel antilock, 4-wheel disc
• Exhaust, stainless-steel
• Fuel capacity, approximate, 17 gallons

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Other air filter indicators from diesel applications were also tested. Both of the other two air filter indicators tested were factory equipment for Dodge Ram pickup trucks with 5.9L diesel engines. One was purchased new from the Chrysler dealer and the other was taken from a 2006 Dodge Ram pickup equipped with a 5.9L diesel engine. Using the same vacuum pump and water manometer, the authors found that the vacuum needed to set these indicators was slightly less than that required by the indicator taken from the gasoline application. These air filter indicators only required about 4.2 kPa to move the indicator to the level corresponding to a clogged air filter. Tests of diesel vehicles are planned as a follow-
on effort to the work reported here.

All of these functions are to be met for the service life of the filter without allowing engine performance 5 to be affected. In light- and medium-duty applications, the service life is normally defined by accumulated mileage. However, it is very common for over-servicing to occur in these applications due to 5,6 a lack of understanding of how optimum air filter efficiency is achieved. The standard recommended service life for an air filter in light- and medium-duty applications, during normal driving conditions, is 5–7 about 30,000 miles.

It is common, however, for servicing to occur when the filter appears dirty. Engine air filters are designed to actually increase their efficiency by using this initial layer of dust as an added filter layer. Initial filter efficiency is usually approximately 98% but increases to more than 99% by the
7,8 end of the service life of the filter. Therefore, changing an air filter before the useful service life is 6,9 achieved can result in premature engine wear.

In engineering terms, the service life of an air filter is commonly defined as a level of restriction which results in a pressure drop across the filter of approximately 2.5 kPa (10 in. water) more than the pressure 5,9–11 drop of the new or clean filter. Bugli and Green define this as the “final pressure drop” when conducting tests to investigate filter cleaning procedures: Wide-open throttle (WOT) tests were used to measure the changes in the filter pressure drop (Outlet DP). In a real-world application, the vacuum needed to set one of the air filter indicators would likely occur under heavy acceleration, such as merging onto an interstate, or climbing a steep grade.

Therefore the level of restriction was set, using an artificial clogging technique described below, to achieve the desired Outlet DP during a WOT acceleration from idle to approximately 85 mph or a steady-speed (SS) WOT test in which the dynamometer was held at a fixed speed, 65 mph, and the throttle was held open for 10 seconds. Using these test procedures, the 2007 Buick Lucerne was configured to achieve an Outlet DP
of approximately 7.0 kPa under the WOT acceleration and approximately 5.7 kPa under the SS WOT.

Once the method for achieving this restriction was developed, it was used with each vehicle. Using this approach, the V8-equipped Dodge Charger showed a slightly higher Outlet DP than the V6 Lucerne, and the I4 Camry showed a slightly lower Outlet DP. The 1972 V8 Pontiac was restricted in a similar manner and level. It is important to note that all the modern vehicles used rectangular cartridge style air filters (Figs. 2.3 and 2.4), while the 1972 Pontiac used the cylindrical filter element common in that era (Fig. 2.5).

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Seating options:8-passenger Audio options:rear seat DVD XMNavTrafficTrailering Provision PackageDual SkyScape 2-panel power19-inch aluminum wheelsCompact spare tire and jack (CX)Driver Confidence Package withLuxury Package including power seating with 2nd-row 60/40 split-bench,8-way power driver seat,leather seating surfaces,heatedfront seats,heated and cooledfront seats,memory driver seat,2nd row consoleentertainment system, screen navigation system,Bose 5.1 surround soundsunroof,tilt-sliding front and fixedrear with power sunscreenremote vehicle starter system,ultrasonic rear parking assist andrearview camera folding outside rearview mirrorswith turn signals and driver auto-dimming,articulating headlamps,power tilt/telescoping adjustablesteering column touch-11.

Chevrolet and GMC Business Central dealers across the country featureknowledgeable,professionally trained staff committed to helpingbusinesses like yours identify the vehicles you need to operate yourbusiness effectively and efficiently.The right vehicles to get the jobdone,equipped the way you need them!

The Business Choice Program offers valuable incentives to business customers on many new popular GM vehiclesin a easy-to-use program.
single qualified. To qualify for the program,your vehicle must be part of the day-to-day operation of your business and you must provide proof of yourbusiness.See your dealer for complete program details.

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