Precision Truck Training Technical & Product Training for the Light Truck Specialist

LT ● 2 Light Truck Essentials GMC C O U R S E

By James E. Godfrey and Robert J. Godfrey

First Edition — March, 2007

Career-builder training by

TMI Truck Marketing Institute Page 2 Introduction

We recognize that some words, model names and designations, for example, mentioned herein are the property of the trademark holder. We use them for identification purposes only. This not an official publication.

No part of this publication may be reproduced by any means without prior authorization of the copyright holder.

First Edition –2007

Printed in the U.S.A.

Light Truck Essentials Precision Truck Training TMI

B 7 Introduction Page 3 FOREWORD Congratulations on your commitment, and welcome to Truck Marketing Institute and our LT-2 course. This book will serve as the cornerstone for your studies in this five lesson course; with it you can study when and where you like, an aspect of the flexible training that has made TMI popular for over 40 years. Our Mission: To assist you in developing an understanding of fundamental principles coupled with in-depth truck product knowledge. To teach the fundamentals, we have created a fictional line of trucks and SUVs that go by the name Shadow. The Shadow model line provides a cross section of contemporary truck design and specifications to provide the best instruc- tional benefit. Depending on needs, you are enrolled in one of these specializations: GENERAL COURSE is our non-brand specific version. Ideally suited for anyone working with a variety of makes, or with limited access to factory product information. The Shadow Data Manual included at the back of this binder provides comprehensive specifications for our TMI range of truck models—from minivan and SUV through light- and medium-duty trucks (with gas or diesel engines throughout). MAKE SPECIALIZED versions are tailored to those focusing on a specific brand of truck. Students study our Shadow line of trucks to learn the principles. The Product Studies section includes a study guide for your truck make as well as the Shadow models. You will make many references to your product data sources, in your studies, and doing your end-of-lesson tests. Your Mission: Go full throttle at absorbing each lesson; then test your performance with each of the five exams. Strive now, and in a short time you will very likely join the many TMI graduates who sincerely believe that knowledge is the key to greater rewards.

James E. Godfrey Robert J. Godfrey Director Emeritus Director and CEO

TMI Precision Truck Training Light Truck Essentials

B 7 Page 4 Introduction

Contents Introduction 3 Foreword— and we’re here to serve you! 4-6 Contents 7 Objective: Being a Truck Professional 7 Truck Marketing Institute: Mission Statement 8 How to Study Effectively 9 “What if I Get Stumped?” 9 Taking the Tests 10 Grading Policy 10 What is a Good Score? 10 Six Month Enrollment Term 11 Employer Follow-Up 11 What is a Good Study Pace? 11 To Mail or to Fax? 12 Group Study Policy 12 You’re Working for This! 13 Score Card 15 Course Evaluation Survey Lesson: 1 18 Light Truck and SUV Market 18 Why Trucks are Popular 19 SUVs: Then and Now 20 An SUV by the Book 21 Chassis Drive Types 22 Architecture: Engine, Transmission, Drive Axle 26 Engine Nomenclature 29 Truck Weight Ratings 30 Calculating Equipped Curb Weight 31 Accounting for Occupant Weights 31 Allowed Payload and Cargo Load 32 Calculating GVW 32 Basic Truck Dimensions 33 “Just Show Me a Half-Ton Truck” 33 Truck Weight Rating Systems

Light Truck Essentials Precision Truck Training TMI

B 7 Introduction Page 5

Lesson: 2 36 Understanding Load Capacity 36 Frame Types and Designs 37 Truck Strength Starts With Frame Strength 37 Section Modulus 37 Yield Strength 38 RBM: Resisting Bending Moment 38 Bending Moment: What is It? 39 Suspension Systems Defined 39 Front Axles and Suspensions 40 Rear Axles and Suspensions 41 Types of Rear Axles 41 Rear Axle Housings 42 Axle Drive Gears 43 Differential Assembly and Controls 44 Springs and Spring Ratings 46 Shock Absorbers and Stabilizer Bars 46 Tires and Wheels 46 Radial versus Bias-Ply Construction 47 Tire Tread Designs 48 Tire Sizes and Dimensions 49 Tire Load Ratings 49 P-Metric Tires: Truck Application Ratings 50 The Wheel and Tire Relationship 51 Gross Axle Weight Ratings Lesson: 3 54 The Three-Way Test: Obey the Limits 55 Jane and Dick: Sharing the Load 56 Thinking Trucks: Sharing the Load 57 Weight Distribution in Percentages 58 Weight Distribution: Shadow S80 Pickup 60 The Full-Size SUV: Pushing the Limits 61 Weight Distribution Anomalies 62 Weight Distribution: The Big Picture 65 The CGA: Body-Load CG to Rear Axle 66 Dump Trucks: Special Considerations 68 Chassis-Cabs: The Body Connection 72 Equipment add-on Weights

TMI Precision Truck Training Light Truck Essentials

B 7 Page 6 Introduction

Lesson: 4 74 The Basics: Work, Torque and Power 75 First Comes Torque, Then Power 78 The Powertrain- From Engine to Axle 79 Transmissions: Performance Stairways 82 Finding Engine Speed at Any Road Speed 83 Harnessing the Horsepower 85 Finding Geared Speed — Choosing Axle Ratios 86 Automatic Transmissions: How They Differ 87 Manual Transmission Anatomy 88 Powertrain: Gearing, Torque, Power, Friction 90 Drive Wheel Power Demands 92 Performance: Putting it Together 95 Cruising on the Level: The Case for Economy 96 What Happened to Friction Power Loss? 96 The Power Balance Lesson: 5 98 4x4s: Another Look 98 4x4 Variations: Part-Time and Full-Time 99 Locking Hubs and Differentials 99 Trailering with Trucks 100 GVW, GTW and GCW 100 Trailer Tongue Weight Distribution 101 Load Distribution: Dead Weight Hitch 102 Weight Distributing Hitches 103 The Five Trailer and Hitch Classes 104 What About Towing Capacity? 104 The Fifth-Wheeler Tow: Pushing the Limits 106 Truck-Trailer Highway Performance 108 The Power Robbers: Altitude and Heat 108 Turbocharged versus Naturally Aspirated 109 Diesel and Gas Engines: More Differences 110 Alternative Fuel Vehicles (AFV): The Basics 111 Hybrid Gas-Electric Powertrains 111 Electrical Systems Basics 113 Cooling Systems (aka Temperature Control) 115 Steering, Brakes and Vehicle Control 119 Working Trucks and Power-Take-Offs 119 Fuel Economics: Think Big Picture 122 What Shall It Be: Gas or Diesel? 124 Vocations for Diesel Power 124 Cross Roads and New Horizons Appendix 125 Tables & Data 132 Glossary Index 137 Product Studies 1 Shadow Data Manual 1

Light Truck Essentials Precision Truck Training TMI

B 7 Introduction Page

Introduction

Objective: Being a Truck Professional Being a truck professional may take one of several forms. Your function may be truck sales or leasing, or you may be a purchasing man- ager. For both the seller and buyer sides of that transaction desk, mutual truck professionalism enhances the process and will assure the right truck—or fleet—for the service requirements. Helping to establish your credibility as a truck professional is the objective of our TMI Precision Truck Training Courses. By completing this course, you will find that your confidence has increased because you’ve got a good dose of truck fundamentals filed away for use when you need it. The market for SUV’s, light- and medium-duty trucks is huge and the buyers are many and diverse. Overall, however, they buy trucks because they perceive trucks will do something for them that cars can’t. Selling with precision means that you can recommend the right truck for the right buyer, the first time, and every time! Truck Marketing Institute: Mission Statement Truck Marketing Institute was founded in 1964 to write specialized training courses for those who sell and operate trucks. Our mission is to deliver up-to-date training programs that will substantially increase the sales engineering skills of not only truck sales representatives, but also those personnel in related fields of fleet purchasing,

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o I r Institute meets and exceeds distance education P g 45 in “best practices” of: Qualified faculty and staff. et rk Careful admission screening. Reasonable tuition. Truck Ma Years TMI Precision Truck Training Light Truck Essentials

D 10 Page Introduction

Courses that have educational value. Honest advertising practices. A fair tuition refund policy. A history of student success and satisfaction. Financial stability to assure a quality educational service. How to Study Effectively Here are a few things we have learned from students that will help you to study most effectively. 1. Schedule a study period so you can read a complete lesson. Then “sleep on it.” Seriously, science tells us it works; even as we sleep that marvelous human brain keeps on clicking. Next day, read again; the extra clarity may surprise you. 2. Pick a time, place, and environment for studying that suits your style. For some, it could be a quiet room. Others may want back- ground music. 3. Get all your study materials together before you begin. You’ll need this textbook, your product data, scratch paper and a calculator. 4. As you study, stay involved with the text. Make notes in the margins, underline terms, and key phrases. 5. Use a three step method for studying: A. Read the lesson objectives and scan the entire lesson for content; B. Read the lesson completely for understanding; then C. Second day plan: reread it for fuller understanding. 6. After completing the lesson follow through, point by point, on your product studies agenda. 7. Complete the open book test for the lesson and send to TMI for grading. 8. Soon as convenient, move on to the next lesson! When you use the three step study method, your first scanning will pick up paragraph headings, illustrations, and subject highlights. Next, in reading for understanding, go as quickly as you can but with the purpose of trying to understand what is being written. In the third reading, you can hit the points that gave you some trouble. If you put a question mark next to some topic during your second reading, be sure to go back and figure it out.

Light Truck Essentials Precision Truck Training TMI

A 10 Introduction Page “What if I Get Stumped” There will be times when you just don’t understand something. You may find yourself questioning something in the product data that doesn’t look right. If that happens, give us a call to see whether we can help. Our normal hours are 8:00 am until 4:30 pm each business day, Pacific time. We normally close on U.S. Federal holidays. If your instructor is not available, please leave a message and we’ll get back to you promptly. We’ll try to clear up your confusion and point you in the right direction. When it comes to test questions, however, don’t count on us giving you the answers! Rather, we will explain the method to reach the answer. But, if we sense a lack of lesson reading, our response is gentle encouragement to read, then call, if need be. And if you do call, just remember that we’re in California, so there may be a time difference. If you want to pay a visit and see what the Pacific Ocean looks like, come on out! We are located 85 miles up the coast from Los Angeles, on U.S. Highway 101 between Ventura and Santa Barbara.

TMI Headquarters 1090 Eugenia Place Carpinteria, CA Ph. 1-805-684-4558 Fax 1-805-684-2868

Taking the Tests You’re not finished with a lesson until you have taken the test prepared for that lesson. Each test is designed to review material covered in this textbook as well as referenced material in your product data sources—“data book” to us at TMI. A test for each lesson is placed in the pocket of this textbook binder.

TMI Precision Truck Training Light Truck Essentials

D 10 Page 32 Lesson 1 Calculating GVW— Gross Vehicle Weight GVW was defined a few pages back; now let’s revisit with a set of numbers. We’ll use the same crew-cab weights. What you see here is a simple shifting of the elements of the cargo weight equation: Equipped Curb Weight + Occupants + Cargo = GVW Equipped Curb Weight 5015 lbs Plus: Occupants (150 x 4) 600 Plus: Cargo Weight 785 Equals: Gross Vehicle Weight 6400 lbs No surprise here. The GVW comes out identical with the GVWR because we used the Allowed Cargo Weight figure as the actual load. Once again, the equipped curb weight picks up any and all weights (add-ons) of options, as well any locally installed equipment. Basic Truck Dimensions Commercial truck buyers can be expected to have a special interest in cab, chassis and body dimensions. Certain key dimensions prevail from light pickups to big rigs; we illustrate them with the generally

accepted letter abbreviations. Figure 1–11

➛ BBC ➛ ➛ IL ➛ ➛

➛ CA ➛ ➛

➛

BA WB ➛ ➛ ➛ ➛ ➛ OL

WB: Wheelbase, front axle to rear axle BBC: Bumper to back of cab OL: Overall length, bumper to bumper IL: Inside length of body BA: Bumper to front axle OH: Overall height to roof CA: Cab-axle, back of cab to rear axle Another key dimension is tread width (TW) or track width. For this, we show a bare chassis in rear view. As you see, width is measured

Light Truck Essentials Precision Truck Training TMI

B 7 Lesson 2 Page 35

LESSON 2 Lesson Objectives Your first lesson dealt with weight factors —curb weight, load weight and gross weight, along with the truck rating, its GVWR. That creates the situation to deal with the whole truck as a load carrying machine. In that sense, we’re talking about all the components that factor into load capacity: frame, suspensions, wheels and tires. For the typical buyer of a work truck, specifications can be vital to the purchase decision. And believe it, the frame and all that mounts on it comprise a laundry list of specs (as we’ll say for specifications). So the overall objective here is to shape a comfortable familiarity with these components, along with interpretations of their published specifications. All this will enable you to: ● Know the structure of truck frames: types and designs, frame steels and measures of frame strength ● Understand suspensions as a system of components: axle, springs, shock absorbers, alignment linkages, stabilizer bars, wheels and tires ● Be aware of the various types of axles and independent suspensions ● Distinguish between semi- and full-floating axles ● Be familiar with the different kinds of springs, how they are rated, and what the ratings mean ● Be aware of the types of tires, with an understanding of tire sizes and load ratings as designated for truck applications ● Be cognizant of the size relationship of tire and wheel widths ● Understand Gross Axle Weight Ratings (GAWRs) and how to calculate them With your understanding of these truck fundamentals, you will be at ease and self-confident in most any discussion about light truck load components.

TMI Precision Truck Training Light Truck Essentials

B 7 Page 36 Lesson 2 Understanding Load Capacity So far the approach to truck load capacity has been limited to end results: GVWR is this much, curb weight is that much, and payload capacity is the difference between the two. With that knowledge as a base, you are well versed to examine the load sharing components of light trucks and SUVs — and it all begins with the truck frame. Frame Types and Designs The frame is the backbone of the modern truck. A truck frame takes on the appearance of a ladder when viewed from above, so we call them ladder frames. Two side members (the side rails) are joined by a series of cross members, giving that ladder look. While medium- and heavy-duty trucks have parallel rails close to 34 inches across, frames for pickups typically are wider under the cab, then narrow inward behind the cab (but wider than 34 inches). Also, light-duty frames usually have a kick-up above the rear axle; that lowers the step-in height onto the cab or body. Briefly now, let’s deal with the “non-frame,” known as unibody or unitized body-frame construction. That design comes into play for passenger car based vehicles — minivans and crossover SUVs. Over six decades ago, Nash pioneered the integrated body and frame design; curb weight was trimmed some 500 pounds while fuel mileage was enhanced. But, traditional body-on-frame technology predominated until the sweeping downsizing of cars during the 1980s. Unitized design coupled with smaller bodies and front drive whacked off hundreds of pounds of curb weight. Today, very few cars have a separate frame, so the body on frame is almost exclusive to trucks and truck-based SUVs.

Ladder Frame 2–1

Light Truck Essentials Precision Truck Training TMI

B 7 Lesson 2 Page 43

Hypoid Gear Set Spiral-Bevel Gear Set 2–8N 2–9

The illustrations show a key difference between the two gear types. The hypoid pinion mounts below the ring gear centerline. For a given size of gearing, hypoid has thicker teeth for greater strength and less tooth stress. Ring gear size is significant; torque rating increases along with diameter. Cars and trucks went from spiral bevel to hypoid decades ago. For cars, the dropped pinion and propeller shaft allowed a lowered floor pan for reduced overall height. Also consider, the ring gear and pinion create a gear ratio — the axle ratio — but we’ll deal with that as a function of truck performance. Differential Assembly and Controls A drive axle must compensate for speed differences between the left and right wheels. Turning a corner is a major culprit. The inside wheel travels a shorter arc and revolves slower; having a longer arc, the outside wheel turns faster. (Or think of the inside and outside tuba players in the school band.) The differential assembly adjusts for the differing rotative speeds while conveying torque to each wheel. Truck Turning Corner: Outside wheel travels farther, turns faster than inside wheel. 2–10 Downside of the differential is that it can stop you cold if either drive wheel loses traction on ice, or in snow, mud or sand. At that point all the torque goes to the spinning wheel. Electronic traction control can lessen such wheel slippage by a combination of engine de-powering and selective braking of the offending wheel. But, the ultimate pro- tector is a limited-slip or lock-out differential. These devices allow a modest differential action, but not so much that power is wasted at a spinning wheel. And so, the truck still has motive power.

TMI Precision Truck Training Light Truck Essentials

B 7 Page 48 Lesson 2 Tire Sizes and Dimensions Most light truck tires are metric sized and grouped into either “ P-metric” or “LT-metric” types. The “P” type stands for passenger car based tires while the “LT” tires are light truck oriented tires. Here are two examples that illustrate the size designations for both the tire and the wheel. P245/70R17–SL P-Metric (Passenger Type Tire) Section Width: 245 mm Aspect Ratio: 70 Construction: Radial Ply Wheel Diameter: 17 inches SL: Standard Load (XL Extra Load)

LT245 / 75 R 16–E LT-Metric (Light Truck Tire) Section Width: 245 mm Aspect Ratio: 75 Construction: Radial Ply Wheel Diameter: 16 inches Load Range: E

Are you aware of the term “aspect ratio” in the designations of tire size? Aspect ratio is the tire’s section height divided by its section width. Typical aspect ratios for SUV and truck tires range from 60 to 85. Aspect ratio is often called the “series” of tire or the profile. High performance passenger cars tend to have lower profile tires, having aspect ratios down to 50 or 45. And of interest, such squatty tires can merge with extraordinarily large diam-

eter (and very fancy) wheels—18 to ➤ 20 inches —on customized SUVs and the like. As wheels enlarge in diameter, 75% of “75” Section Series a shallower section height keeps the Width tire rolling radius somewhere close

to base equipment diameter. Lower ➤ profile tires inherently gain sidewall ➤ Section Width ➤ stiffness that gives better handling through more precise steering control. Tire Aspect Ratio 2–14

Light Truck Essentials Precision Truck Training TMI

B 7 LESSON 3 Lesson Objectives Big and bold, here you see the standard symbol for center of gravity — CG for short. It will make itself well known in this lesson. You may be familiar with the CG symbol as it is used on those death defying, bionic crash test dummies. In the context of this lesson, the CGs are the focal points of our discussions about weight distribution. Which is? Simply put, how much weight goes front and rear, speaking of axles. This will take you on a journey from a basic parable of Jane and Dick upwards, from pickups and SUVs into a couple of bigger trucks. Perhaps bigger than you work with. But have faith; they serve to solidify your understanding of weight distribution. Along the way, you determine allowable cargo weight, leading up to that Three-Way Test of axle loads versus ratings. Those are the general goals of this lesson. More specifically, here are the topic headings along with a few comments. ● The Three-Way Test: Obey the Limits. This is your introduction to weight distribution. ● Jane and Dick: Sharing the Load. A look at weight distribution, up close and personal. ● Thinking Trucks: Sharing the Load. From Jane and Dick we 1 transition to a /2-ton pickup. ● Weight Distribution in Percentages. Do percentages come easily or not? This is how it’s done. ● Weight Distribution: Shadow S80 pickup. Every step in the process, through to the Three-Way Test.

TMI Precision Truck Training Light Truck Essentials

B 7 Page 54 Lesson 3

● The Full-Size SUV: Pushing the Limits. Excesses, and how to avoid them. ● Weight Distribution Anomalies. Loads outside the wheelbase and the seesaw effect. ● Weight Distribution: The Big Picture. Raising your sights with a look at bigger trucks. ● Urban Delivery Van: They’re everywhere. The cab without a hood. Examining the advantages. ● The CGA: Body-Load CG to Axle. Understanding this key dimension for any body on a chassis-cab. ● Dump Trucks: Special Considerations. Why dumps are different from fixed bodies. ● Chassis-Cabs: The Body Connection. Procedures plus conventional wisdom about the critical match of truck chassis and body. That is the menu for Lesson 3, so take it from here. The Three-Way Test: Obey the Limits It’s time to build on the foundations laid in Lesson 2, aimed at the fact that each vehicle has three weight ratings: GVWR along with the front and rear GAWRs. Vehicle is the right word here, because those same three ratings apply to cars as well as SUVs and trucks. You know how GAWRs are derived, and it’s not a good idea to overload a suspension system. Further, you know what goes into the mix that ends up as Gross Vehicle Weight: curb weight plus people plus cargo weight. So is the GVW less than the GVWR? And are the axle loads less than the GAWRs? So goes the Three-Way Test: ❶ Front GAWR, ❷ Rear GAWR and ❸ GVWR. The knowledgeable truck specialist (as you strive to be) can give assurance that the proposed SUV or truck will operate within these bounds. Short of driving over a load scale, one axle at a time, how can you determine axle loads? In the truck business this is known as Weight Distribution Analysis. Think about it: each and every item on a truck, the occupants and where they sit, and the location of the cargo — they all affect the loads at the axles. That’s where we are heading in the pages that come. It starts with the basic principles, featuring Jane and Dick. But first, this definition of weight distribution:

Light Truck Essentials Precision Truck Training TMI

B 7 Page 60 Lesson 3 influenced by factors such as brak- GAWR-Front 2950 ing (stopping distance), power and GAWR-Rear 3100 performance, and vehicle handling Combined GAWRs 6050 considerations. Adding the GAWRs GVWR 5400 and comparing to the GVWR gives a factor of “under-rating” such as this: GVWR Under-rating 650 lbs The Full-Size SUV: Pushing the Limits No doubt you have seen many an SUV on the road where the total load consisted of the driver—period. Then again there can be an entire family, all packed and off to Grandma’s for Thanksgiving weekend. The three-row seating carries seven (all at that predetermined 150 pounds you know); then there’s the loaded rooftop cargo box as well as what’s stowed behind the third seat. Such can be the high end of SUV operating extremes. So, yes, this is expected to push the limits of GVWR and GAWRs. Rated at 7000-lbs GVWR, our SUV typifies the biggest of full-size half-ton SUVs. In our Shadow line, this is model S100HD-SUV. Shown by CG symbols, you see 3-6 the locations of occupants and lug- B gage loads. In this example, the CGs are measured from the rear axle; as CGr A C D E F distances, they provide the percent distributions to the front axle. Take special note of ➛ WB ➛ any load behind the rear axle: that measurement is treated as a negative—and that means that weight is lifted off the front axle. The result, then, is that every pound off the front is heaped on the rear axle. We have calculated each of the front-rear distributions based on the SUV’s wheelbase of 126 inches. Following, you see a breakdown of each CG load and the total load weights—front, rear and total. To that, we add the curb weight of the SUV as equipped, the result being the gross axle loads and the Gross Vehicle Weight. The big question: How do the gross loads compare to the GAWRs and the GVWR?

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B 7 Lesson 3 Page 69

These body lengths are for general guidance. In each case, the deter- mining factors for weight distribution will be the CGA distance (body CG to rear axle center) divided by the wheelbase. And of course, for any given CA the wheelbase can range from very short (low-cab RANGE OF BODY LENGTHS (ft) forward) to extra long ( conven- CA (in) Fixed Bodies Dump Bodies tional crew cab). In that respect, 60 8 to 9 8 as mounted previously on the 72 9 to 10 8 to 9 low-cab forward SF400, we’ll 84 10 to 12 10 put that same 14-ft van body 102 13 to 15 12 to 13 on a conventional chassis-cab 108 14 to 16 12 to 13 model. Shown here is the Shad- 120 16 to 18 14 to 15 ow S500 with the essential dimensions and the basic ➛ ➛ CB calculations. ➛ BL ➛ 1 ➛ ⁄2 BL ➛ S500 Van 3-10 CGA ➛

➛ CA ➛

➛ WB ➛ ➛ CG-LG ➛

1 CGA = (CA – CB) – /2 BL SHADOW S500 VAN CGA = (102 – 3) – 84 Dimensions (in) CGA = 99 – 84, so CGA = 15 inches WB 172 Next, to find the proportion of body and load CA 102 weights going to the front axle: divide the CGA CB 3 by the wheelbase (and multiplying by 100 gives BL 168 1 the percentage reference). Instead of over and /2 BL 84 under amounts for division, we’ll use a slash BL 168 mark to show divisions: CG-LG 69 Front Axle Load = CGA/WB = 15/172 = .087 % Load Front = (CGA/WB) x 100% = (15/172) x 100% = 8.7%

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B 7 Lesson 4 Page 73

LESSON 4 Lesson Objectives Lesson 4 is all about vehicle performance. That takes you from engine to drive axle, and all that comes between. In the pages ahead, explore the relationship of torque and power. Like the chicken and the egg, you can’t have one without the other. But in this case there will be no mystery over which comes first. Fine tuning of vehicle performance relies on choices of axle ratios and transmissions, be they manual or automatic. And with small trucks, as with big trucks, performance ability is predictable. Truck power demands can be calculated, and then, in total, compared with engine power output. This lesson shows how it’s done. So climb aboard and become well versed on the following: ● Understanding “Work” as it relates to torque and power. That leads to the connections between torque and power. ● Getting acquainted with the curves: torque and power, along with this defining number: 5252. ● Comparing gasoline and diesel engines; their differing torque, power and operating speeds. ● Understanding the powertrain, from engine and transmission to rear axle. ● Axle gearing ratios: how they affect vehicle performance and economy — fuel mileage. ● Harnessing engine power output by transmission gearing. Comparing manual and automatic transmissions. ● Working with the numbers: Vehicle road speeds as related to engine rpm, axle ratio, tire size and transmission ratios. All this toward making the right decisions for the best powertrain combination: “the right truck for the job.”

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B 7 Page 74 Lesson 4

● Power demands of the energy eaters: tires as they roll, air/wind and grade climbing demands — as well as frictional loss from engine to drive axle. ● Identify and tally up those power demands to the point of predicting gradeability, namely how steep a hill at the given vehicle speed. And that’s the agenda for Lesson 4, all toward understanding vehicle performance as influenced by component choices. Another block of knowledge in the credentials of the well-versed truck professional. The Basics: Work, Torque and Power Rarely an automotive advertisement fails to mention horsepower, or at times, torque. Question is, what’s behind it all? Folks talk about horsepower like they talk about the weather. Now, like a certified me- teorologist knows weather, you can be well versed in all that makes up those key words—torque and horsepower. But before torque, comes work, so let’s deal with it. Work, in a personal sense, comes to mind as 9 to 5 Monday to Friday, or some other shift that pays the bills. Here we are talking of work in the high school science mode. In science, work is done when a force moves an object. It is measurable too, in terms of feet of distance and pounds of applied force. As abbreviated, work is ft-lbs, coming from the multiplication of force times distance of movement: Work (ft-lbs) = Distance (ft) x Force (lbs) Suppose a crane lifts a 200-lb block a vertical distance of 9-ft; the resultant work would be: Work (ft-lbs) = 9-ft x 200 lbs = 1800 ft-lbs For the vertical lift, the 200-lb force is needed to overcome the pull of gravity (on a 200-lb mass, by science terminology). Force and motion can occur in any direction: vertical, or on an angle (as in climbing a hill) or in rotation (pedaling a bicycle). And like the bike reference, a car or truck engine performs work in a circle, which leads us to torque. When work moves in a defined circle the measurement becomes torque. Or in a defined arc for that matter, such as the muscle force required on a wrench to loosen or tighten a nut.

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B 7 Page 78 Lesson 4

300

MAXIMUM HP @ RPM Gas S-280G 280 @ 4200 RPM Diesel 250 S-280TD 280 @ 3000 RPM S-280G

S-280TD

200 HORSE POWER

150

100

50 0 1000 2000 3000 4000 5000 ENGINE SPEED (RPM) 4–3 It is also true that engines can be down-rated by fuel programming when used in truck models above the 1-ton class. The logic is fundamental: engines for light-duty trucks seldom have full power demands, and can be powered generously to handle those “seldom” occasions. But of course, heavier GVWRs result in heavier power demands—more continuous demands. So, ration the fuel and preserve engine lifespan. That’s the performance logic behind some engines in heavier GVWR trucks. The Powertrain—From Engine to Axle Other than the pressure of one’s foot on the accelerator pedal, what exactly, between engine and drive wheels, determines engine power output? Thinking rear-drive, the decision making usually starts from back to front. You’ve dealt with axle load ratings; now it’s gearing — the choice of an axle ratio. In cars, SUVs and trucks, typically there are choices of axle ratios. Base equipment ratio is there for favorable fuel economy. Then look for the option of a “performance” ratio — perhaps as part of a handling and performance package for cars, or an off-road or tow package for SUVs and trucks. Next is a summary of operating characteristics, comparing low-numerical and high-numerical axle ratios:

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B 7 Page 86 Lesson 4 Automatic Transmissions: How They Differ That is, differ from a manual transmission; most obvious is the lack of a clutch pedal. Between engine and manual transmission lies a flywheel and clutch assembly. The clutch disc, having a friction material surface, makes a pressure contact with the flywheel, while disengagement comes by depressing the clutch pedal. However, an automatic transmission uses a fluid coupling instead of the driver-actuated dry clutch. Shaped rather like a large doughnut, the coupling is oil filled and has driver and driven turbine blades. From the force of oil upon the driven turbine blades, engine torque can he multiplied. And so comes the name: torque converter. It’s a fluid form of “gearing.” Unlike the stepped ratios of solid gearing, the effective torque multiplication of a torque converter varies continuously with engine speed and load (meaning the power required). For a torque converter with a peak ratio of 2.0 to 1, that effective ratio would vary from the maximum to about 1.0 to 1. “About” is a key word here. Without some device for a solid lockup, a fluid coupling inherently has some ele- ment of slippage. And that was normal for early generation automatic transmissions. The cut-away below is an Allison model AT-545; the governor/speedometer spiral gear marks it as pre-electronic. Automatic Transmission 4-9 Converter Driven Third Power Takeoff Drive Clutch Gear Second Fourth Clutch Forward Clutch Clutch First and Reverse Clutch Speedometer Drive Gear

Governor Drive Gear

Torque Converter Oil Filter Control Valve Body

Light Truck Essentials Precision Truck Training TMI

B 7 LLessonesson 5 Page 97

LESSON 5 Lesson Objectives This final lesson wraps up our mission that includes coverage of technical issues that will assist you in developing a sense of confidence and knowledge, over a wide range of truck topics. Touched lightly in Lesson 1, there’s more to say about 4x4s and AWDs. And trailer towing comes with the territory of light-duty trucks, and SUVs as well. More about engines, too, especially about diesels and turbocharging. Then there are the alternatives to gasoline as a spark-ignited fuel. It’s well to understand the specifications of the several support systems: steering, brakes, vehicle control—and how they might integrate. As work trucks go, which powertrains are PTO compatible? Like the weather, everybody talks gas mileage, but there’s more to it than MPGs, so explore the fundamentals of fuel economics with us —no Einstein stuff, just common sense observations. And with that to build on, work with fuel cost and MPGs in comparisons of gasoline or diesel power economics for your truck applications. Here is a summary of topics covered in Lesson 5: ● 4x4 variations; locking hubs and differentials ● Trailering: hitch classes, fifth-wheelers ● GCWRs: pushing the limits for loads, performance ● Exposing the power robbers — heat and altitude ● Turbocharged or naturally aspirated (what’s that?) ● The fuel choices: diesel, gasoline or alternatives ● Hybrid gas-electric powertrain technology ● Electrical system basics: volts, amperes, CCAs as they relate to batteries, alternator and cold starts ● Cooling system components, their specifications and keeping a healthy engine temperature ● Steering systems, brake types, braking and vehicle stability control systems

TMI Precision Truck Training Light Trucks Essentials

B 7 Page 98 Lesson 5

● Power take-offs for the serious working trucks ● That matter of fuel economics: world oil pricing, supply and demand, per-gallon costs and MPGs as they influence engine choices — gasoline or diesel. Here we will pull together these diverse topics, some of which we cover for the first time, others that are dealt with in more detail than in earlier lessons. 4x4s: Another Look Lesson 1 gave an introduction to 4x4s and AWDs, as part of an over- view of truck chassis types. At this point the story gets deeper. We start with more detail on the transfer case, the gearbox that divides engine torque between the front and rear axles. Looking back a few decades, 4x4 trucks were not all that commonplace; the market was utility and construction trucks, off-road fans, and of course, the snowbelt regions of North America. That kind of slogging calls for maximum torque at the drive wheels. The 2-speed transfer case, in low range, gives that torque boost to the drive axles. Transfer case low-range ratio typically is on or about 2.70 to 1, so 2.70 becomes the torque multiplier. But, bear in mind, where a transfer case splits torque equally front and rear, that extra torque multiplier is one-half of 2.70, or 1.35. That means a 35% boost of engine torque to each axle. That’s how the “true 4x4s” with 2-speed transfer case get the extra mobility when the going gets tough. 4x4 Variations: Part- Time and Full-Time Commonly found in light trucks is the 4x4 system known as “Part- Time,” and here is why: The drive from transfer case to front and rear axles is a solid hookup; there is no device to compensate for different wheel speeds, as when turning a corner. Front and rear tires must be of the same size, and the axle ratio is identical, front and rear. Even so, turn a corner and one wheel fights another. And that leads to the part- time stipulation: 4x4 engagement is advised only for off-road or with a specific loss of highway traction—be it wet, snow or ice covered. “Full-Time” 4x4 systems differ in this respect: Integrated with the transfer case is a differential. The differential gears function like those in a rear axle, compensating for wheel speed variations between the

Light Truck Essentials Precision Truck Training TMI

B 7 Page 100 Lesson 5 GVW, GTW and GCW As a review, you know that the loaded weight of a truck is known as its GVW, or Gross Vehicle Weight, and that GVW must not exceed the GVWR (Gross Vehicle Weight Rating). Similarly, we call the weight of a loaded trailer the GTW, for Gross Trailer Weight. Adding together the weights of truck and trailer gives you the Gross Combination Weight, abbreviated as GCW. Maximum load ratings apply to GCWs too, known at the GCWR, for Gross Combination Weight Rating. (Some favor the word Combined as applied to GCW and GCWR.) When it comes to trailering and following the recommendations for powertrains, pay attention also to the load limitations; these may be shown either as a maximum GTW, a specified GCWR, or both. Understand here that the GTW alone tells only half the story, given that there can be huge differences in loaded GVW of the truck itself. Examples: is it a regular cab or crew cab pickup; driver alone or four occupants? Such can be the variations and their impacts on the GCW for the truck-trailer combination. So let’s have specifics: Recall from Lesson 3, pushing the limits of an SUV, the Shadow S100HD-SUV. Here it is again, not as yet hitched with the family travel trailer. Follow the gross axle weights for the SUV and its GVW prior to hook-up. And the trailer GTW, the sum of the axle load plus the tongue weight, as it will ride on the hitch. S100HD-SUV & Trailer 5-1

2803 3827 340 3060 GVW: 6630 GTW: 3400 GCW: 10,030 Trailer Tongue Weight Distribution That trailer behind the SUV is “road ready,” meaning loaded with gear and supplies. Of its 3400 lbs GTW, 10% or 340 lbs goes to the tongue, which will become the load at the trailer hitch. Actually, a

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B 7 Lesson 5 Page 105 then the axle loads and GCW of the combination. Here are the essential facts, first the trailer, then the truck: Trailer Gross Weight: 14,515 lbs GTW as Loaded Weight Distribution: 20% at kingpin, 80% at Axles 2900 lbs, kingpin; 11,615 lbs, axles Truck Model: S300D 4x2 Crew Pickup, 170” WB Tires: LT215/85R16-D, dual rear Ratings, lbs: 11,000-GVWR, 22,000-GCWR 4670/8000-GAWRs WEIGHT DISTRIBUTION (LBS) % FRONT FRONT REAR TOTAL Base Curb Weight 3,360 2,750 6,110 Fifth-wheel mount, selected options 130 245 375 Curb Weight as Equipped 3,490 2,995 6,485 Stowage Box, loaded 24% 96 304 400 Occupants, front (2) 71% 213 87 300 Occupants, rear (2) 49% 147 153 300 Truck GVW, less Trailer 3,946 3,539 7,485 Plus: Trailer Hitch Load 2% 58 2,842 2,900 Equals: Truck GVW, with Trailer 4,004 6,381 10,385 Plus: Trailer Weight at Axles 11,615 Equals: Gross Combination Weight ( GCW) 22,000 GAWRs, GVWR 4,670 8,000 11,000 Reserve Capacity or (Overload) 666 1,619 615

5-6

Having a GTW of 15,000 lbs, the trailer was loaded to exactly match the truck’s 22,000-lb GCWR. The math is basic. Loaded GVW of the truck subtracted from the GCWR gives the maximum GTW: Trailer GTW = 22,000 – 7,485 = 14,515 lbs Given a 1-ton pickup offering either single or dual rear wheels, duals were preferred for the rear axle load. Although the rear GAWR for this S300 pickup with singles would be 6830 lbs (load rating for a pair of LT 265/75R16-E tires) consider also that the wider width of duals

TMI Precision Truck Training Light Trucks Essentials

B 7 Lesson 5 Page 119

Additionally, engine torque will be modified as required. What safety marvels accrue from the integration of programmed computer controls, responding to steering, braking, traction and vehicle yaw sensors! That does it for brake systems. Next, serious truck equipment. Working Trucks and Power-Take-Offs In truck retailing, be prepared if the new truck buyer says “I need a PTO on my new truck.” The power take-off transmits power to operate equipment such as winches, hoists, pumps, etc. Mounted on the side of the transmission, the PTO is driven by a transmission gear. In turn, the PTO output shaft drives the auxiliary equipment device. In a 4x4 truck, certain transfer cases also may accommodate a PTO. For transmission adaptability for a PTO, look for a removable cover plate where the PTO mounts; in transmission specs it will show up as “6-bolt PTO opening.” That identifies an SAE 6-bolt PTO opening, a design standard as set forth by the Society of Automotive Engineers. A PTO provision is seldom found on automatic transmissions lighter than an Allison—or with the lower torque-rated manuals in trucks under 8500 lbs GVWR. If it’s a no-go with the transmission, a 4x4 model with a PTO-friendly transfer case may do the trick. If there is no way to mount a transmission PTO, the alternative will be an electric-powered pump or equipment device. At any rate, the whole matter of PTOs calls for the expertise of your special equipment distributor, whom you can trust for guidance. If the choice is electric, consider an extra-amperage alternator and heavy-duty battery. Fuel Economics: Think Big Picture Just when, and for whom, does fuel economy become a critical factor in the choice of anything from a compact car to a full-size SUV or a 4-door pickup? It happens periodically: a shortage, demand exceeds supply, or a major spike in crude oil prices. That speaks for personal use vehicle owners and buyers. But for commercial truck and fleet operators, fuel costs and fuel efficiency are always a critical factor in truck operating costs. Looking at fuel economy, transition if you will, to the term fuel economics which encompasses fuel pricing as well as everyone’s “miles per gallon” benchmarks. Or if metrics is your system, your compara-

TMI Precision Truck Training Light Trucks Essentials

B 7 Appendix Page 125

Appendix TABLES & DATA

Appendix Page 126 Weights and Measures/Metric Equivalents 127 Tires: Load and Inflation Data 128 Table 1: Tire-Axle Combinations & Engine Speeds 129 Table 2: Rolling Resistance Net HP Required 129 Table 3: Frontal Areas: Light Trucks & Bodies 130 Table 4: Air Resistance Net HP Required 130 Table 5: Grade Net HP Required 131 Table 6: Road Surface and Effects on Performance 132-136 Glossary: Common Truck Terms

TMI Precision Truck Training Light Trucks Essentials

B 7 Appendix Page 127

Shadow Tires: Capacity at Maximum Inflation Pressure (PSI)

Single Use Rating (lbs) P-Metric Tires Each 2 Tires PSI P-Metric Tires for Truck Use: These are truck-use ratings for P225/65R17-SL 1603 3206 35 P -metric tires, reduced from pas- P235/60R17-SL 1603 3206 35 senger car ratings by about 9.1% P235/65R17-SL 1753 3506 35 (0.9091 Multiplier). P245/70R17-SL 2004 4008 35 P-metric tires are not rated nor P255/70R17-SL 2124 4248 35 intended for dual-tire applications.

Single Use Rating (lbs) Dual Use Rating (lbs) Light Truck Tires Each 2 Tires PSI Each 4 Tires PSI LT215/85R16-D 2335 4670 65 2150 8600 65 LT225/75R16-D 2335 4670 65 2150 8600 65 LT225/75R16-E 2680 5360 80 2470 9880 80 LT235/85R16-E 3042 6084 80 2778 11112 80 LT245/75R16-E 3042 6084 80 2778 11112 80 LT265/75R16-E 3415 6830 80 3085 12340 80 Truck Tires 225/70R19.5-E 3195 6390 80 3000 12000 80 225/70R19.5-F 3640 7280 95 3415 13660 95 245/75R22.5-F 4300 8600 95 3970 15880 95 245/75R22.5-G 4675 9350 110 4300 17200 110

Notes: 1 Ratings per The Tire and Rim Association (Copley, Ohio) 2 P-metric tires are not rated nor intended for dual-tire applications

TMI Precision Truck Training Light Trucks Essentials

B 7 Page 130 Appendix

Table 4: AIR RESISTANCE NET HORSEPOWER REQUIRED Vehicle Speed mph (km/h) 40 64 45 72 50 81 55 89 60 97 65 105 70 113 Net HP Required per sq ft .341 .486 .667 .889 1.151 1.463 1.829 NET HP REQUIRED 30 10.2 14.6 20.0 26.7 34.5 43.9 54.9 36 12.2 17.4 24.0 32.0 41.4 52.7 65.9 40 13.7 19.4 26.7 35.6 46.0 58.6 73.1 44 15.0 21.3 29.3 39.1 50.7 64.3 80.4 48 16.3 23.3 32.0 42.7 55.2 70.2 87.7 52 17.8 25.2 34.7 46.2 59.9 76.1 95.0 56 19.1 27.2 37.3 49.8 64.4 81.9 102.3 Frontal Area (Sq ft) 60 20.4 29.1 40.0 53.3 69.0 87.8 109.7 64 21.8 31.1 42.7 56.9 73.7 93.7 116.9 68 23.2 33.0 45.3 60.4 78.2 99.4 124.2 72 24.6 35.0 48.0 64.0 82.9 105.3 131.6 76 25.9 36.9 50.6 67.6 87.4 111.2 138.9 80 27.3 38.9 53.4 71.1 92.1 117.0 146.3 84 28.6 40.8 56.0 74.7 96.7 122.9 153.6 88 30.0 42.8 58.7 78.2 101.3 128.7 161.0 92 31.4 44.7 61.4 81.8 105.9 134.6 168.3 96 32.8 46.7 64.0 85.3 110.5 140.4 175.9 (Table allows for 10% driveline frictional loss.)

Table 5: GRADE NET HORSEPOWER REQUIRED (NET HORSEPOWER REQUIRED FOR EACH PERCENT GRADE) 1 Vehicle Speed mph km/h 40 64 45 72 50 81 55 89 60 97 65 105 70 113 HP per 1000 LBS 2 1.185 1.333 1.482 1.630 1.778 1.926 2.074 NET HP REQUIRED 2 6,000 lbs 2,722 kg 7.1 8.0 8.9 9.8 10.7 11.6 12.4 8,000 3,629 9.5 10.7 11.8 13.0 14.2 15.4 16.6 10,000 4,536 11.8 13.3 14.8 16.3 17.8 19.3 20.7 12,000 5,443 14.2 16.0 17.8 19.6 21.3 23.1 24.9 14,000 6,350 16.6 18.7 20.7 22.8 24.9 27.0 29.0 16,000 7,258 19.0 21.3 23.7 26.1 28.4 30.8 33.2

GVW or GCW 18,000 8,165 21.3 24.0 26.7 29.3 32.0 34.7 37.3 20,000 9,072 23.7 26.7 29.6 32.6 35.6 38.5 41.5 22,000 9,979 26.1 29.3 32.6 35.9 39.1 42.4 45.6 1 Multiply Net HP shown by grade percentage (times 5 for 5% grade, as an example). Table allows for 10% driveline loss. 2 For weights other than shown, divide gross weight by 1000 and multiply by the HP per 1000 pounds. Example: 9000 Pounds GVW at 55 mph. 9000 ÷ 1000 = 9. 9x1.630 = 14.7 HP.

Light Trucks Essentials Precision Truck Training TMI

B 7 Page 132 Appendix

GLOSSARY OF COMMON TRUCK TERMS

AIR INJECTOR REACTOR Reduces unburned hydrocarbons and carbon monoxide to allowed levels by pressure injection of fresh air at exhaust ports; oxygen ignites unburned hydrocarbons. ALTERNATOR Alternating Current electrical generator; a diode rectifier, integrally-mounted or separate, changes output to direct current for vehicle electrical system. AMMETER An instrument that indicates current flow in amperes, either discharging (-) of the battery, or charging (+) of the battery by the generator. AUXILIARY SPRINGS Secondary spring for rear axle; takes effect upon heavy loading. Also known as helper springs. AXLE, FULL FLOATING See Lesson 2. AXLE, HYPOID See Lesson 2. AXLE, SEMI-FLOATING See Lesson 2. AXLE RATIO See Gear Ratio. Also see Lesson 4. BBC Distance from front bumper to back of cab. BIODIESEL Fuel derived from vegetable oils or animal fats. BORE The diameter of an engine cylinder. CAB-OVER (CAMPER) Extension of camper body over the truck cab. “Cab-over” trailer has a similar bunk projection over the tongue assembly. CAB-OVER (TRUCK) Short BBC design; cab is over the engine. CA DIMENSION Distance from back of cab to centerline of rear axle. CARGO WEIGHT Combined weight of all loads, gear and supplies on a vehicle-car, truck or trailer. CATALYTIC CONVERTER Positioned in exhaust system between exhaust manifold and muffler, catalytic converter changes carbon monoxide and unburned hydrocarbons into carbon dioxide and water. CE DIMENSION Frame length, from back of cab to end of frame. CG ( Center of Gravity) The weight center or balance point, of an object-truck, body, a passenger, cargo or item of equipment. The symbol for CG is: CLOSE-RATIO (Transmission) In terms of their numerical ratios, gear ratios are closely stepped. These ratios are typical of a close-ratio 5-speed transmission: First-4.02; Second-2.41; Third-1.41; Fourth- Direct; Fifth-0.76; Reverse-4.42. COE See Cab-over (Truck)

Light Trucks Essentials Precision Truck Training TMI

B 7 Index

A B Acceleration Balance shaft 23 and axle ratio 79 Batteries Adverse surface resistance 92, 131 and gas-electric hybrid 111–112 Aftercooler / Intercooler 109 in series 112 parallel 112 Air bags (as springs) 44 Bending Moment 38–39 Air resistance 91, 92, 94, 96, 130 table 130 Bias ply tires 47 and rolling resistance 91 All-season tire tread 47 Biodiesel 120 All-wheel drive (AWD, 4x4) 22 SUV definition 21 Blazer, Chevrolet SUV 20 Allison, automatic transmission 86 Body-on-frame 26, 36 PTO 119 Bore 132 Allowed payload rating 31 Bore and stroke 28 Alternative fuel vehicles (AFV) Boxer / horizontally-opposed engines bi-fuel vehicles 110 23–24 dedicated vehicles 111 Box rail frame 37 flexible fuel vehicles (FFVs) 110 Brake boosters 117 Alternator 112, 132 Brake fade 117 Ambient temperature 108 Brake systems and SAE net ratings 75 antilock (ABS) 118 Ampere 112 disc 117–118 Antilock brake (ABS) 118 drum 117 Antispin / antislip differential 99, 118 dual hydraulic 116 Architecture (driveline layout) 22–23 Bronco, early Ford SUV 20 Aspect ratio 48 Buick early OHV engine 27 Audi longitudinal fwd 25 longitudinal fwd 25 Bumper to back of cab (BBC) 32, 132 Automatic transmissions 86–87 Auxiliary springs 45, 132 Axle ratings full-floating 42 semi-floating 42

TMI Precision Truck Training Light Truck Essentials

J 6 Shadow PRODUCT STUDIES LT.2 LIGHT TRUCK ESSENTIALS

PREFACE Your TMI Course LT-2 provides a two-way balance of truck knowledge and understanding: fi rst, through key learning objectives covering the truck fundamentals; second, through the Shadow product line, giving a solid familiarization with trucks and their specifi cations. Physically, you can’t kick those Shadow tires, but in all model types and weight classes these are authentic equivalents of contemporary trucks. For each lesson you have a product studies agenda that coordi- nates with the lesson learning objectives. Point by point, you’ll have a feel for the product. And once satisfi ed with your grasp of lesson and product, show your stuff on the TMI test. Just to get started, scan the Shadow Motors contents page to see the scope of the model line; then browse through the models and components pages. That gears you up to begin your Lesson 1 product agenda.

TMI Precision Truck Training Light Truck Essentials

B 7 Page 2 Shadow Product Studies

PRODUCT STUDIES: Lesson 1 Just as Lesson 1 offered an introduction to trucks and SUVs, this starts your familiarization with the Shadow model line. First off, the introductory pages provide insights into the design strategies that shape the specifi cations of the two distinct chassis types: the Shadow S60 series with unitized body-frames and the S80 and up series—the body-on-frame truck models. All Shadows are powered by one of a family of Shadow gas or diesel engines. You’ll want to know about them, and again, the strategy and logic of their designs. Of course, scan a variety of model pages; get acquainted with the format and extent of the specifi c product data. Then, for detailed specifi cations look to the component pages—engines, transmissions, transfer cases, frames, front and rear axles. As guided by the Lesson 1 agenda, here is a checklist of specifi c areas to explore: ■ Identify various models as to chassis drive type, be it 4x2, 4x4 or all-wheel- drive. Do this for the Series S60 models, the S80, the S100HD SUV and the S100-S104 pickups.

■ For the S60 series, how are the engines mounted, transverse or “north- south?” And the driveline: front- rear- or all-wheel-drive?

■ Shadow powertrains: Is there a choice of gas or diesel engine? Engine types, V6 or V8? Supercharged or turbocharged?

■ Examining engine speciﬁ cations: Are Shadow engines of overhead-cam or pushrod OHV design? What parts are common between V6 and V8 engines? Compare bore and stroke dimensions of gas and diesel engines. What logic may inﬂ uence any differences? And how do compression ratios compare?

■ GVWRs, Curb Weights, Payloads: Run the gamut of GVWRs, S60 through SF600. Recognize the relationships between GVWR, curb weight and allowed payload, or with chassis-cab models, body-payload.

■ Truck dimensions: Get acquainted with those dimension drawings and letter abbreviations like BBC, BA, WB, CA, CE, OL.

Light Truck Essentials Precision Truck Training TMI

B 7 GMC PRODUCT S T U D I E S LT.2 Light Truck Essentials

PREFACE Warm up with Shadow; go to bat with GMC. That is your two phased learning program. The LT-2 lessons take you to the core of truck fundamentals, paving the way to your better understanding of trucks in general—and GMC trucks in particular. For each les son your GMC studies will coordinate with the lesson topics, just as with the Shadow studies. With this two phased learning you will gain a higher level of self confidence in your truck dealings. Here we begin with your GMC data sources: Know Your Data Sources — Know Your Product. Your GMC product studies are aimed at two basic objectives: increasing your knowledge of GM product data sources, and from that, your ability to quickly find the best answers for questions relating to the GMC model line — any model available through your dealership. Your key resources are: In GM AutoBook you will find standard specifications, order codes for optional equipment, curb weights, GVWRs, component ratings, etc. For detailed component specifications use GM Online Order Guide available through either GM Dealer-World or the GM Fleet and Commercial website, www.gmfleet.com — go to “Fleet,” then Online Order Guide. As for your product line, these studies will take you from crossover Acadia through the truck-based SUVs to pickups— Canyon and Sierra — into the chassis-cab models, including series 3500 and 4500.

TMI Precision Truck Training Light Truck Essentials

C 7 Page LT-2 GMC Studies

Subject matter in Lessons 3 and 4 is best explained through Shadow models comparable to the C4500, W3500 and W4500 chassis-cab models. Are you well versed with the GMC model code system? Does C10906 say “Yukon XL” to you? Model codes are the keys to find ing truck specifications; that makes it a priority — even ahead of your Lesson 1 studies. If you need help with codes, it is only a few pages away, in the Technical References.

CONTENTS

GMC Product Studies Guidance Page Lesson 1 ...... 3 Lesson 2 ...... 6 Lesson 3 ...... 9 Lesson 4 ...... 12 Lesson 5 ...... 15 GMC Technical References Product Information Resources ...... 19 How They Work: GM AutoBook and GM Online Order Guide ...... 20 Model Identification System: GMC Series 1500-3500 and beyond...... 22 Know the Model System: Your Key to GMC Specifications ...... 23 Tire Ratings and GAWRs: GMC Series 2500HD-3500HD ...... 25 Tire-Axle Ratio Combinations and Engine Speeds ...... 26 Occupant Seating and Weight Distributions ...... 28

Light Truck Essentials Precision Truck Training TMI

G 7 LT-2 GMC Studies Page

GMC Studies: Lesson 1 If you have read Lesson 1 and the Shadow product studies, you are primed to learn all you can about the GMC product line. Your suc cess will depend on your skills in researching the GM electronic data resources — GM AutoBook and the Online Order Guide. If these procedures are new to you, take the time to get familiar with the process; consider this a warm-up for your GMC studies. Here is your agenda: From crossover SUV and compact pickup through the C / K3500 series the GMC light-duty product line is extensive, complete, and seemingly complex — especially so to the uninitiated. It’s best to start by getting a handle on the model code system; for that, there’s help in the Technical References, following the Lesson 5 studies. In Lesson 1 we drew distinctions between vehicle types and architec tures, and you will do likewise for the GMC line-up:

■ Identify light-duty models by their drive axles: front drive (fwd), rear drive (rwd), all-wheel drive (awd), part-time or full-time 4x4. Within 4x4 models, what is the availability of part- or full-time 4x4 drive systems? Would the 2-speed transfer case be shifted by floor lever, or by electronic switching? Take note of the drive system for each of these models: Acadia, Envoy, Yukon, Yukon XL SUVs, Canyon and Sierra pickups, and wind up with the Savana G-series passenger and cargo vans. What Sierra pickups and SUVs come either as 4x2 or 4x4 chassis types — prefixed as C and K respectively? (What a full range of models!)

■ Do any GMC SUVs use a unitized body-frame construction, and if so name the model(s). Would it be fwd, rwd or awd? Is the engine mounted transverse or longitudinally? (A look under the hood of models in inventory will quickly reveal this.) Is a transaxle used? Would the term crossover be ap- propriate?

■ Body-on-frame trucks include typical SUVs and all the pickups, followed by the Series 3500 and 4500 chassis-cab models. Look for frame specifications — if the frames specs are listed it is body-on-frame.

■ Now look at what engines are base or optional equipment for each model, Acadia to 3500, as well as the C4500 and W3500 / 4500. Note the diversity and range of engines. The gas engines include DOHC inlines of 4, 5 or 6

TMI Precision Truck Training Light Truck Essentials

G 7 Shadow M O T O R S PRODUCT DATA MANUAL

The entity “Shadow Motors,” with the Shadow product line, is the creation of Truck Marketing Institute. Although intentionally generic, Shadows serve to represent contemporary trucks and SUVs.

CONTENTS PAGES I Introduction 2-4

II Models Speciﬁ cations S60 Sport Models 5-7 S100HD SUV 8 S80–S300 Pickups 9-15 S300–S600 Chassis-Cabs 16-20 SF300–SF600 Chassis-Cabs 21-24 SF300–SF600 Crew Chassis-Cabs 25

III Component Speciﬁ cations Engines, Cooling 26-33 Transmissions, Transfer Cases 34-35 Frames 35 Axles 36 Steering 37

IV Trailer Towing Advisories 38

TMI Shadow Model Specifi cations 1 Shadow Introduction DATA MANUAL Meet the Shadows The formula for your TMI Light Truck Essentials Course: Generic truck training, based on a generic truck model line. That concept explains the mission of the mythical Shadow Motors, Ltd. and the product line of sport crossovers, SUVs and serious trucks. All product development is out-sourced to none other than Truck Marketing Institute. And that, of course, makes an ideal fi t of trucks to lesson examples. But there’s more to it than a cozy product fi t. These Shadow vehicles are bona fi de surrogates for the broad range of contemporary truck and SUV brands. Specifi cations and components are carefully representative of the mainstream truck brands. Consider, also, that the truck industry at large relies on a common group of suppliers; those names show up in various Shadow components—especially transmissions and axles. That kind of reality is fundamental to your learning objectives. We follow with thumbnail introductions to the Shadow model line. Series S6O—The Unibody Crossovers Roomy minivan, upscale sport wagon and a hot 4-door sport pickup—three models that evolve from a common unibody platform; their differing wheel- bases and body types make the distinctions. All three ride on front and rear independent suspensions. Longitudinally mounted, the V6 engines send torque rearward to a full-time transfer case providing all-wheel drive as base equipment. The body and frame structure is designed for maximum strength. High-tensile steels, hydroformed box-section sill framing and foam-injected box pillars, joined under the roof panels by hat-shaped bows, create a safety cage for occupant protection. Safety also comes from state of the art elec- tronics: a system of anti-lock brakes and traction control coupled with stability control. Three engines are available in the S60 models: the Shadow V6 gas, V6 supercharged gas, or the V6 turbocharged diesel. Transmissions are automatic, either 5-speed or 6-speed. Completing the drivelines are the front and rear axle differentials, driving the wheel hubs via half-shafts and constant velocity joints. Spring support at front is torsion bars—compatible with driven wheels, and dealership-adjustable for trim height. At the rear is air suspension and IRS with the benefi ts of smooth ride, constant leveling and automatic adjustment to loads.

2 Model Speciﬁ cations Shadow TMI B 7 Shadow Introduction DATA MANUAL As for body styling, the Shadow S60s have a curvy appearance—a de- ﬁ ned contrast to the squarish boxy shape that marks the Shadow truck line.

Minivan Sport Wagon Sport Pickup S80-100-200-300 —Trucks With Frames True of all serious trucks, visualize the Shadows moving on the assembly line as body-on-frame. And adhering to sound truck design: sturdy frames, tailored for loads and stresses of each weight class. That entails frame rails that progress incrementally in size, thickness and material tensile strength. By series numbers, S80 and S100 are 1/2-ton pickups, while S200 and S300 are 3/4-ton and 1-ton respectively. The S300 series includes chassis-cabs as well as pickup models. The numbers S104 and S204 designate 4x4 pickups. Series S100 through S300 come with two cab choices: regular 2-door or 4-door crew cab. Shadow’s full-size SUV is the S100HD-SUV, and here it is, shown with the regular and crew cab pickups.

S100HD-SUV Shadow Pickup Shadow Crew S400-500-600 Chassis-Cabs These are the conventional cab medium-duty work trucks; their GVWRs range from 15,000 to 21,000 pounds. Cab design is geared to compactness: hood is relatively short ahead of the windshield; cab is raised on mounts, providing under-ﬂ oor clearance for clutch housing and transmission. Result is a short 106-inch BBC (bumper to back of cab). With a 36-inch front axle set-back (the BA), each wheelbase is just 70 inches longer than the cab-axle dimension (CA). That compactness, along with wide-track front axle and a sharp wheel cut angle, offers a tight turning radius. By their series numbers, the Shadow chassis-cabs conform with the GVWR weight classes 4, 5 and 6. The chassis, suspension and powertrain components are typical of trucks in these weight classes.

S-Conventional SF-LCF SF-LCF Crew

TMI Shadow Model Specifi cations 3 B 7 Shadow S200 4x2 Pickups GVWR 8.600 lbs DATA MANUAL GAWR-front 4,200 lbs GAWR-rear 6,000 lbs POWERTRAINS Gas & Diesel Engines Transmission in Top Gear — Axle Ratio & Engine RPM at 65 mph* S200G: 280G 5.8-L V8 4500HD Manual 0.75 – 5th 3.73 2067 4.10 2272 4L80 Automatic 0.75 – 4th 3.73 2067 4.10 2272 S200D: 280TD 5.8-L V8 S6-650-6 Manual 0.76 – 6th 3.54 1988 4.10 2302 A-1000 Automatic 0.61 – 6th 4.10 1848 4.56 2055 *LT245/75R16 tires; 682 revs/mile AXLE, FRONT 4200 lb IFS; short & long arm FRAME 39,000 psi yield strength; 5.585 sec- double wishbone tion modulus per rail; 217,815 RBM AXLE, REAR 6200 lb 3-piece housing; FUEL 30-gal tank, inboard of LH rail full-fl oating shafts; hypoid gearing HVAC Air conditioning; micro-fi ltered air intake BATTERY, Gas 12v, 600 CCA; under hood STEERING Power-assist rack & pinion; 17.5:1 Diesel Two 12v, 600 CCA ea, 1200 CCA total ratio; 16-in tilt-telescope wheel BRAKES General, Split system; 10.0-in dia SUSPENSION, Front Coil springs; 2100-lb ea vacuum booster w/280G; Hydroboost w / at ground; ride-control shock absorbers; stabi- 280TD engine; 4-wheel ABS. Front Disc, 13.0 lizer bar. Rear 2-stage multi-leaf springs; 3000- x 1.4-in vented rotor. Rear Disc, 13.0 x 1.4-in lb ea at ground; ride-control shock absorbers; vented rotor. Parking Console-mounted hand stabilizer bar lever; transmission-mounted drum & shoe TIRES Five LT245/75R16-E front, single rear CAB, Regular Two power-adjustable seats w/full and spare; rated Ibs per axle, (F) 4410 at 50 psi console; 40/60 seats for three w/short console; (R) 6084 at 80 psi front and side air bags. Crew adds fold-up bench seat for three occupants; side air bags WHEELS Five polished aluminum alloy; 16 x 7.5-K rim; 8-stud hub attachment CLUTCH 12.0-in dia single plate; 140 sq.in woven fi berglass lining; (w/manual trans.) ➛ BBC ➛ COOLING, Gas Radiator 522 sq. in x 1.5-in ➛ IL ➛ thick; 19-in dia 9-blade viscous-drive fan. Diesel Radiator 580 sq. in x 2.4-in thick; 21-in dia 7-blade viscous-drive fan ELECTRICAL 12v, 120 amp alternator ENGINE PERFORMANCE RATINGS (Peak ➛ WB ➛ ➛ BA➛ RPM) ➛ OL ➛ Model NetHP Torque (lb-ft) 280G 5.8-L 280 @ 4200 380 @ 2800 VARIABLE DIMENSIONS (INCHES) 280TD 5.8-L 280 @ 3000 510 @ 2000 Cab Box WB IL OL Regular 8 ft 132 96 215 EXHAUST SYSTEM stainless steel single ex- Crew 8 ft 170 96 253 haust. Diesel particulate trap FIXED DIMENSIONS (INCHES) BBC BA CURB WEIGHTS & ALLOWED PAYLOADS (LBS)* Regular 110 34 S200G Crew 148 34 WB Front Rear Total Payload ➛ BBC ➛ 132 2680 2115 4795 3805 170 2878 2367 5245 3355 ➛ IL ➛ S200D 132 2960 2115 5075 3525 170 3158 2367 5525 3075

*Curb weight includes full fuel tank. ➛ WB ➛ ➛ BA➛ As part of payload, include occupants at 150 lbs each. ➛ OL ➛

12 Model Specifi cations Shadow TMI B 7 Shadow S300 DRW Chassis-Cab GVWR 11,500 lbs DATA MANUAL GAWR-front 4,670 lbs GAWR-rear 8,000 lbs POWERTRAINS Gas & Diesel Engines Transmission in Top Gear — Axle Ratio & Engine RPM at 65 mph* S300G: 280G 5.8-L V8 S6-650-6 Manual 0.76 – 6th 4.10 2383 4.56 2651 A-1000 Automatic 0.71 – 5th 4.10 2227 4.56 2477 S300D: 280TD 5.8-L V8 S6-650-6 Manual 0.76 – 6th 3.54 2058 4.10 2383 A-1000 Automatic 0.61 – 6th 4.10 1913 4.56 2128 *LT225 /75R16 tires; 706 revs /mile AXLE, FRONT 4800 lb IFS short & long arm FRAME 39,000 psi yield strength; 8.517 section double wishbone modulus per rail; 332,163 RBM; 34.0-in width AXLE, REAR 8000 lb Dana 80; 3-piece hous- FUEL 30-gal tank, inboard of LH rail ing; full-fl oating shafts; hypoid gearing HVAC Air conditioning; micro-fi ltered air intake BATTERY, Gas 12v, 600 CCA; under hood STEERING Power-assist rack & pinion; 17.5:1 Diesel Two 12v, 600 CCA ea, 1200 CCA total ratio; 16-in tilt-telescope wheel BRAKES General, Split system; 10.0-in dia vac- SUSPENSION, Front Coil springs; 2400-lb uum booster w/280G-; Hydroboost w / 280TD ea at ground; ride-control shock absorbers; engine; 4-wheel ABS. Front Disc, 13 x 1.4-in stabilizer bar. Rear 2-stage multi-leaf springs; vented rotor. Rear Dual-cylinder drum; 13.0 x 4000-lb ea at ground; ride-control shock ab- 3.5-in shoes. Parking Console-mounted hand sorbers; stabilizer bar lever; transmission mounted drum & shoe TIRES Six LT225/75R16-D front and dual rear; CAB, Regular Two power-adjustable seats w/full rated lbs per axle, (F) 4670 (R) 8600 at 65 psi console; 40/60 seats for three w/short console; front and side air bags. Crew adds fold-up bench WHEELS Six steel disc; 16 x 6.5-K rim; 8-stud seat for three occupants; side air bags hub attachment CLUTCH 12.0-in dia single plate; 140 sq.in woven fi berglass lining; (w/manual trans.) ➛ BBC ➛ COOLING, Gas Radiator 580 sq. in x 1.5-in ➛ CE ➛ thick; 21-in dia 9-blade viscous-drive fan. ➛ CA ➛ Diesel Radiator 580 sq. in x 2.4-in thick; 21- in dia 9-blade viscous-drive fan ELECTRICAL 12v, 120 amp alternator ➛ WB ➛ ➛ BA➛ ENGINE PERFORMANCE RATINGS (Peak RPM) ➛ OL ➛ Model NetHP Torque (lb-ft) 280G 5.8-L 280 @ 4200 380 @ 2800 VARIABLE DIMENSIONS (INCHES) 280TD 5.8-L 280 @ 3000 510 @ 2000 WB CA CE OL EXHAUST SYSTEM stainless steel single ex- Regular Cab 136 60 111 221 haust. Diesel particulate trap 160 84 135 245 Crew Cab 174 60 111 259 CURB WEIGHTS & ALLOWED PAYLOADS (LBS)* FIXED DIMENSIONS (INCHES) S300G DRW WB Front Rear Total Body-Payload BBC BA 136 3280 2240 5520 5980 Regular Cab 110 34 160 3310 2280 5590 5910 Crew Cab 148 34 174 3482 2488 5970 5530 ➛ BBC ➛ S300D DRW ➛ CE ➛ 136 3560 2240 5800 5700 ➛ CA ➛ 160 3590 2280 5870 5630 174 3762 2488 6250 5250

*Curb weight includes full fuel tank. ➛ WB ➛ BA➛ ➛ As part of payload, include occupants at 150 lbs each. ➛ OL ➛

TMI Shadow Model Specifi cations 17 B 7 Shadow SF500 Chassis-Cab GVWR 19,000 lbs DATA MANUAL GAWR-front 7,000 lbs GAWR-rear 13,500 lbs POWERTRAINS Gas & Diesel Engines Transmission in Top Gear — Axle Ratio & Engine RPM at 65 mph* SF500G: 280G 5.8-L V8 S6-650-6 Manual 0.76 – 6th 4.56 2426 5.13 2728 A-1000 Automatic 0.71 – 5th 4.88 2425 5.38 2673 SF500D: 280TD 5.8-L V8 S6-650-6 Manual 0.76 – 6th 4.10 2180 4.56 2426 A-1000 Automatic 0.61 – 6th 4.88 2083 5.38 2297 *225/70R19.5 tires; 646 revs/mile AXLE, FRONT 7000 lb Dana I-Beam ELECTRICAL 12v 130 ampere alternator AXLE, REAR 13,500 lb Dana S-135; banjo ENGINE PERFORMANCE RATINGS (Peak type housing; hypoid gearing RPM) Engine Net HP Torque (lb-ft) BATTERY, Gas 12v, 700 CCA; RH under cab. 280G V8 280 @ 4200 380 @ 2800 Diesel Two 12v, 700 CCA ea, 1400 CCA total; 280TD V8 280 @ 3000 510 @ 2000 RH under cab EXHAUST Horizontal muffl ers and dual BRAKES General Hydraulic split system; Bosch exhaust; stainless steel electro-hydraulic power boost; all-wheel ABS. FRAME RAILS tapered at rear; 50,000 psi Front Disc, 14.0 x 1.5-in rotor size; two 2.36- yield strength; section modulus 10.762; RBM in dia caliper pistons. 538,100; 34.12-in width Rear Disc, 14.0 x 1.5-in rotor size; two 2.50-in FUEL 40-gal tank; LH frame rail dia caliper pistons. Parking Internal-shoes drum; driveline HVAC Air conditioning; micro-fi ltered air intake mounted; Orscheln hand lever STEERING Power-assist recirculating ball; CAB DETAILS Power-adjustable driver’s 19.1:1 ratio; tilt column; 18-in wheel bucket seat; 2-person bench seat; breathable SUSPENSION, Front Taper-leaf; 7000 lb (3500 heavy-gauge vinyl; front, side air bags lb ea at ground); 1.38-in piston dia shocks. CLUTCH, Gas 12.0-in dia single plate; 147 sq. Rear Vari-rate mult-leaf; 13,500 lb (6750 lb ea in cerametallic faced (manual trans.) at ground); 1.62-in piston dia shock absorbers Diesel 13.0-in dia single plate; 160 sq.in TIRES Six 225/70R19.5-F front and dual rear; cerametallic faced (manual trans.) rated lbs per axle, (F) 7280 (R) 13,660 COOLING, Gas Radiator 720 sq.in x 2.5-in TRANSMISSION, Manual ZF S6-650-6 6- thick; 21-in dia 9-blade fan; viscous drive. speed overdrive; 0.76 – 6th. Automatic Allison Diesel Radiator 800 sq.in x 2.5-in thick; 22-in 1000; 0.71 – 5th, 0.61 – 6th overdrive dia 9-blade fan; viscous drive WHEELS Six steel disc; front and dual rear; size 19.5 x6.75-K rim; 8-stud attachment CURB WEIGHTS & ALLOWED PAYLOADS (LBS)* DIMENSIONS (INCHES) SF500G VARIABLE WB CA CE OL WB Front Rear Total Body-Payload 114 93 153 223 114 3352 2056 5408 13,592 132 111 177 247 132 3396 2097 5493 13,507 138 117 183 253 138 3410 2111 5521 13,479 150 129 201 271 150 3436 2143 5579 13,421 168 147 225 295 168 3471 2189 5660 13,340 FIXED BBC = 70 BBC SF500D ➛ ➛ ➛ CB BA = 49 WB Front Rear Total Body-Payload CB = 9 114 3665 2043 5708 13,292 ➛ CE ➛ 132 3708 2085 5793 13,207 ➛ CA ➛ 138 3721 2100 5821 13,179 150 3746 2133 5879 13,121 168 3779 2181 5960 13,040 ➛ WB ➛ *Curb weight includes full fuel tank. ➛ BA ➛ OL Include occupants at 150 lbs each as payload. ➛ ➛

TMI Shadow Model Speciﬁ cations 23 B 7 Shadow 210G 4.3-L V6 Gas Horsepower 210 @ 4800 rpm DATA MANUAL Torque 266 lb-ft @ 2800 rpm 250 (NET) (LB-FT)

300 200 TORQUE HORSEPOWER 250 150

200 100

150 50

100 0 0 1000 2000 3000 4000 5000 ENGINE SPEED (RPM)

ENGINE SPECIFCATIONS Engine type 120° V6, OHV, Cast iron block, aluminum cylinder heads, cast aluminum structural oil pan Piston displacement 4.3-L (4335 cc) / 264 cu.in. Bore x Stroke 100 x 92 mm / 3.94 x 3.62 in. Horsepower @ rpm 210 @ 4800 Torque @ rpm 266 lb-ft @ 2800 Compression ratio 9.6:1 Valves, intake Two per cylinder, type 547 steel Valves, exhaust One per cylinder, type 23-N steel Valve seat inserts Hardened alloy steel Valve actuation Chain-driven camshaft in block; zero-lash lifters; pushrods to forged steel rocker arms Crankshaft Malleable cast iron; integrally balanced Main journals Four, 72 mm / 2.83 in. diameter Crankpins Three, 57 mm / 2.24 in. diameter Connecting rods Forged alloy steel; fracture-split bearing cap Fuel system Natural aspiration; sequential electronic fuel injection Fuel type Unleaded gasoline, 87 octane Ignition system Coils direct to 100,000-mile spark plugs; ignition timing by engine computer module

TMI Shadow Component Speciﬁ cations 27 B 7