Review: 2015 Lamborghini Huracán

The Lamborghini Huracán is quick. How quick? 
Quick enough that if you jumped off a cliff , you wouldn't  reach 65 miles per hour quit a soon as the Huracán can do it on a flat stretch of pavement. Car and driver clocked this newest Lambo's 0 to 60 Miles run at 2.5 seconds, is mean that you are basically experiencing acceleration greater than gravity  but on a novel new vector — forward, toward the horizon.
Whatever other talents this car possesses, its personality is defined by its straight-line performance. It sucks the wind out of you, as if the V10 engine were vacuuming the exhalations from your chest and catalyzing them into a swelling howl that would drown out an air-raid siren.
The Huracán (pronounced ur-ah-CAN) replaces the Gallardo, a car that enjoyed a 10-year run and more than 14,000 sales — the least expensive Lamborghini was, not surprisingly, the company’s most popular model ever.
The Gallardo was a screaming 200 m.p.h. wedge, but it was hampered by a clumsy 6-speed single-clutch automated manual transmission. You could make a cappuccino in the time it took to shift from first to second, and drink it in the time it took to get into third. There are many differences between the Huracán and its predecessor; the transmission is the most immediately noticeable. 

Posted on Friday, November 28, 2014 / 0 Comment / Read More

Air Filter Fundamentals

Basic Tips and Tricks for Easy Engine Breathing

There is no great mystery to the operation of an internal combustion automobile engine. An automobile engine is essentially an air pump. The pistons and valves work together to draw in and expel air into the combustion chambers as the engine assembly spins round on the crankshaft. The faster this assembly spins, the more air the engine can draw through. Add fuel to this air pump - in the right amount to spark at the correct moment – and the internal combustion equation is complete. Power! With so much air being drawn into the engine from the outside, it is of utmost importance this air enters the engine as clean as possible. It is also important that this flow of air is not restricted in any way. 
Air Filter Fundamentals
Front Line Defense
The front line of defense an engine has to fight dirty air with is the air filter. Every molecule of air entering the engine comes through the air filter. Not only does the air filter scrub the incoming air of harmful particulates, it also allows the incoming air to flow freely. Since every bit of crud in the air flowing into the engine stays in the filtration material the air filter is made from, the air filter must be replaced at regular intervals. A dirty and clogged air filter not only loses its ability to clean incoming air, but also offers a restriction to incoming flow. This restriction can result in poor engine performance and loss of efficiency. The good news is that changing an air filter is easy and inexpensive. 
Posted on Thursday, November 06, 2014 / 0 Comment / Read More

An Investment In STEM Is An Investment In the Future

My journey to engineering began in my childhood years. When I was young, I was curious about how things worked. I liked to tinker and solve problems. When something broke in our house, the call went out, “Go get Alicia.”
Eventually, my curiosity led to an interest in math and
science. But when I told a teacher I wanted to learn about engineering, I was told flat-out I would never be an engineer.
But my family thought otherwise. They encouraged me and, more importantly, expected me to pursue my interest.
My grandmother is a retired RN, and she was a powerful role model for me. She was a great example of following your passion and never giving up, even when things were challenging.
My mom was cut from the same cloth. She made sure my siblings and I knew we could become anything we set our minds to becoming.
My older sister had an interest in medicine. My mom said, “You can do that.” She actually went on to become an attorney.
I had an interest in engineering. She said, “Girls can do that, too.” I believed what my mom told me and here I am today.
Thankfully, a school counselor stepped in and introduced me to a summer program for high school students interested in learning more about engineering careers. It was at General Motors Institute in Flint, Michigan, which is now Kettering University.
GM sponsored me, and I attended during the summer after my junior year. So, it is no stretch to say GM launched me on my engineering career – and that was many years and several jobs before I ever joined the company.
I was fortunate. I had adults in my life who believed I had a future as an engineer. That led me to Northwestern University where I earned a degree in Chemical Engineering, and several years working in the pharmaceutical and food product industries.
Then GM offered me a job in manufacturing engineering, for which I had no experience. They took a chance on me, just like they did when I was in high school. And I loved the work.
A few years into the job, I requested a transfer to a supervisor position in an assembly plant. Many people thought I was crazy.
I had never worked in a manufacturing plant or supervised people – many old enough to be my parents. But I wanted to learn how to build cars and trucks, so I took the job.
I learned some of my engineering skills were transferrable, like focusing on details and analyzing data, but I also found I had a lot to learn about managing people. Again, I was fortunate because I found great mentors.
All along the way, I was pushed to try new things and kept learning new skills both inside and outside of engineering. My mentors taught me to set clear expectations, follow through and address problems head on. I learned a great mentor doesn’t have to look like you or even think like you. More importantly, I learned what it means to be a good mentor to others.
I believe we can never overestimate the impact we can have on young people who are considering careers in science, technology, engineering, or math. It can be as simple as exposure to STEM opportunities and the encouragement to try it – like what happened early in my life.
We’ve all seen the numbers. By 2020, it’s estimated the U.S. will face a shortage of roughly half a million engineers.
And it’s not just engineering. Today, we have similar shortages in virtually every STEM field. In fact, 80 percent of future jobs in the U.S. are expected to be STEM-related.
This critical shortage threatens to undermine our nation’s ability to compete in a world increasingly dependent on technology and innovation. I know I’m not alone in saying that, as leaders, we have a special obligation to support STEM education at all levels.
There is a real and urgent need for all of us to be part of this important effort. In the end, it’s an investment that benefits all of us – especially our children and grandchildren.
Posted on Thursday, November 06, 2014 / 0 Comment / Read More

Improve the battery for Chevrolet Volt

Ever since the Chevrolet Volt made its debut in late 2010, our team has been fixated on what we could do to make the next-generation Volt even better for our customers who are some of the most satisfied in the industry.
Posted on Thursday, November 06, 2014 / 0 Comment / Read More

Chevrolet Cruze Owners Warm Up Thanks to RemoteLink App

OnStar RemoteLink smartphone application
The Polar Vortex over most of eastern North America sent outdoor and coolant temperatures plummeting during most of January. Chevrolet Cruze owners with OnStar’s RemoteLink Mobile application avoided some of the chill because they could check their car’s status and warm the interior from any distance.
Posted on Wednesday, July 30, 2014 / 0 Comment / Read More

ATS Coupe Elevates In-Vehicle Connectivity

ATS Coupe Elevates ConnectivityCadillac will add enhanced in-vehicle connectivity with the addition of OnStar 4G LTE and the CUE Collection suite of applications. The 2015 ATS Coupe will be among the first Cadillac models equipped with both advanced technologies when it goes on sale this summer.
Posted on Wednesday, July 30, 2014 / 0 Comment / Read More

GM Teams Up with Chevrolet Spark EV Industry for a Better Grid

2015 Chevrolet Spark EV
General Motors is bringing its OnStar-enabled Smart Grid solutions, to one of the largest electric vehicle collaborations to take place within the industry. Eight global automakers, including GM, and 15 electric utilities are working with the Electric Power Research Institute to develop and implement a standardized Smart Grid integration platform.
Posted on Wednesday, July 30, 2014 / 0 Comment / Read More

Chevrolet Cruze Entertainment

Posted on Monday, July 28, 2014 / 0 Comment / Read More

SUPPORT ASM-REAR SUSP AWD/FWD for CAPTIVA C100/140

SUPPORT ASM-RR SUSP AWD/FWD 
PART NO: 96810758/ 96626181
100% New
Posted on Thursday, July 17, 2014 / 0 Comment / Read More

Clutch Repair and Replacement

Repairing the On-Again-Off-Again Engagement -
Think of the clutch as a switch between your engine and the transmission. Every time you press on the clutch pedal, you turn the switch off, and no engine power gets to the transmission. Light goes off. When you let the pedal back out, the switch turns back on and away you go. Light goes on. If you let the clutch pedal halfway out, the clutch transmits roughly half the engine power to the transmission and acts more like a dimmer switch.
Repairing or Replacing a Clutch in a Transmission
The clutch is able to perform this on-and-off delivery act by way of four major component parts – the flywheel, the clutch disc, the pressure plate, and the throw-out or release bearing. Since the average clutch is engaged and disengaged thousands of times over its service life all these parts will eventually wear out. Oddly enough that's what they are designed to do.
 
Caught in BetweenThe clutch disc takes most of the abuse over the service life of a clutch assembly. The clutch disc is one of those parts designed from the start to wear out as it does its job. Like a brake pad, the clutch disc wears out a tiny bit each time it is engaged. The clutch disc lies in wait and endures extreme pressure as it is sandwiched between the two steel surfaces of the flywheel and pressure plates. The material of the clutch disc absorbs friction and allows for the smooth transition of engine power to the transmission from the flywheel through the pressure plate. Dampening springs in the center hub of the disc absorb vibration from engagement to prevent damage to the drivetrain and transmission. Eventually the clutch disc material will wear too thin and the clutch assembly will no longer be able to hold the torque, or twist, created by the engine and will slip. The heat created by this extra slipping will quickly make things worse, and soon the switch will be off for good. Light goes off. Vehicle goes nowhere.
How to Steps
 
Unit, Not Parts
While the clutch disc is usually the part that wears out first, all components should be inspected or replaced when servicing the clutch. The flywheel should always be resurfaced for chatter and vibration-free engagement. Pressure plates should be replaced if worn. The throw-out or release bearing can also raise a ruckus and start howling as it wears out. Since this bearing handles the load of disengaging the clutch and allowing the assembly to spin freely while disengaged, replacement is usually a safe bet. The pilot bearing should also be inspected as it centers the transmission input shaft in the flywheel and allows it to spin. For these reasons, it is a smart strategy to replace the entire clutch assembly as a unit. Readily available kits, complete with alignment tool, are a great way to get everything required for the job in one box.
 
Opening the Can
The clutch is one of those parts, like a cylinder head gasket, or a timing belt, that while not prohibitively expensive by itself, can be a real chore to access. On a rear-drive vehicle, getting down to the clutch requires removal of the drive shaft and transmission. On a front-wheel-drive vehicle, the task becomes more complex. And on an all-wheel-drive vehicle, a true maze of components must be removed to get down to the clutch assembly. While replacing the clutch assembly itself usually takes a matter of minutes, getting the transmission and everything else out of the way, and then put back in again can take many hours.
 
There is no possible way in this short space to outline removal and replacement of all the different configurations of transmissions and drivetrains. Consulting a service manual for procedures, torque specifications, and final adjustment is the only way to go before tackling a clutch job.
 
How to Steps
Disconnect the negative battery cable. Secure the vehicle on jack stands. Drain the transmission oil. Remove the clutch and shifter linkage. Remove the driveshaft and the transmission.Remove the Clutch and Shifter Linkage
Remove the pressure-plate bolts a little at a time in a circle in order to slowly release the pressure plate from the flywheel.Remove the Pressure-Plate Bolts Slowly and in a Circle
Remove the clutch assembly as a unit. Do not breathe the clutch dust or use compressed air to clean.Remove the Clutch Assembly as a Unit
This clutch disc was slipping. The now glazed, thin surface was worn down to the rivets and about to give up completely.This Clutch Disc Was Slipping with a Surface Worn Down to the Rivets
Remove the flywheel bolts with an impact wrench. Remove the flywheel. Be careful, it's heavy! Always resurface, or replace the flywheel when installing a clutch.Use an Impact Wrench to Remove the Flywheel Bolts
Clean the bell housing and input shaft of dust and grease. Install and lube the clutch fork and throw-out bearing. Test for proper operation. Test for pilot bearing fit on the transmission output shaft.Test for Pilot Bearing Fit on the Transmission Output Shaft
Install the new pilot bearing flush with the transmission side of the flywheel. Drive it in with a drift or a socket that lines up with the outside of the bearing. Install dowel pins if required.Install the New Pilot Bearing Flush with the Transmission Side of the Flywheel
Use a torque wrench to install the new flywheel on the crankshaft. The cheater bar prevents the flywheel from spinning.Use a Torque Wrench to Install a New Flywheel on the Crankshaft
Alignment of the clutch assembly is key. Use the alignment tool to first center the new clutch disc onto the flywheel. Keep the disc centered as the assembly proceeds.Aligning the Clutch Assembly is Crucial
Install the pressure plate evenly. Tighten the bolts a little at a time in a circle, first one, then the furthest from that, and so on. Use the alignment tool to keep the clutch disc centered as you go. Torque the bolts to specification.Tighten and Align the Bolts on the Pressure Plate
Remove the alignment tool. Measure to see if the clutch disc is centered in the assembly. If not, start over!Measure and Make Sure the Clutch Disc is Centered in the Assembly
Reinstall the transmission. The transmission should mate up correctly with little effort. Do not force the transmission into place in an attempt to overcome misalignment. Do not allow the transmission to hang from the input shaft.

Wish you successful and have a nice day
Reinstall the Transmission
Posted on Wednesday, June 18, 2014 / 0 Comment / Read More
 
Copyright © 2011. CHEVROLET AFTERSALES . All Rights Reserved
Home | Company Info | Contact Us | Privacy policy | Term of use | Widget | Site map
Design by Herdiansyah . Published by Borneo Templates