GMSA FACELIFTS - automx.co.za · TRAINING General SPECIAL EDITION • The model features a front lip spoiler, a new rear roof-mounted spoiler, dual exhaust pipes and black 18” alloys

Model Introduction Training ForApproved Body Repairers

GMSA FACELIFTS

© 2014 General Motors Corporation. All rights reserved. 3

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At Chevrolet we are driven towards innovation. Towards finding new ways to make your Chevrolet experience even more rewarding. It’s what inspires us to create vehicles that are exciting to drive and equally exciting to look at. It’s what pushes us beyond the ordinary, towards the extraordinary. To produce world-class, reliable, affordable innovative South African vehicles.


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CHEVROLET ORLANDO FACELIFT MT13 & MY14

A thousand things to do in a day. Fun, entertainment and relaxation for family and friends. That's the vacation spirit Chevrolet has packed into its first ever European MPV. Like the Chevrolet models recently launched in other market sectors, it doesn't follow convention. Chevrolet Orlando's design - part MPV, part crossover - breaks the rules of a historically conservative segment; it makes a statement and stands out from the crowd.Chevrolet's new compact MPV brings swagger to the segment by adopting a bolder look with its low roofline and crossover inspired silhouette, while retaining the distinctive and recognizable Chevrolet 'face' depicted by the split radiator grille and bow-tie badge.

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ORLANDO MY14 FACELIFT

• power fold mirrors • turn signal in side mirror

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ORLANDO MY14 FACELIFT

New styled 17 inch alloy rims

Chevrolet Orlando my14


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LIMITED EDITION CORSA OPC

• The Opel Corsa OPC is set to get a mid-cycle facelift for the 2014 model year that will include minor cosmetic changes to the exterior and interior.

• These latest shots show the prototype from all angles giving us a best look yet. Just like its standard sibling, the high performance OPC will receive an entirely new front end albeit with a little more aggression in the mix.

• The chassis and the turbocharged ecotec 1.6 petrol has been enhanced. With its new tweaks the model produces 154kW at 5850rpm and 250Nm from 2250 rpm (280Nm on overboost).

• The model has a new mechanical multi-plate limited slip differential on the front axle.

• The model sprints from 0 - 100km/h in 6.8 seconds onto a top a speed of 230km/h. Fuel consumption is rated at 7.6 litres/100km with an emission rating of 178g/km.

ONLY 65 UNITS ARE TO BE SOLD IN SOUTH AFRICA


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SPECIAL EDITION

• The model features a front lip spoiler, a new rear roof-mounted spoiler, dual exhaust pipes and black 18” alloys with Brembo disc brakes.

• Inside, Recaro sports seats are wrapped in Nappa leather and model has rain-sensing wipers, auto aircon and an upgraded audio system with USB and Bluetooth.


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OPEL CORSA 14T ENJOY

• Model: Opel Corsa 1,4 Turbo Enjoy• Engine: 1,4-litre, four-cylinder turbopetrol• Power: 88 kW at 4 800 r/min• Torque: 175 N.m at 1 750 r/min• 0-100 km/h: 10,3 seconds• Fuel consumption: 5,5 l/100 km• CO2: 129 g/km• Top speed: 196 km/h• Service plan: 3 year/60 000 km

The Colour Edition comes standard with a black painted roof, 16-inch alloy wheels and is available in range of bright exterior colours, which are carried through to the interior where the colours and instrument panel patterns create a two-tone effect. A seven-speaker audio can be controlled via steering wheel-mounted controls, while USB connectivity has just been added to Bluetooth with voice recognition plus auxiliary input.

The Corsa joins the rest of the Opel range by incorporating wing-shaped daylight running lights in the headlamps. Fog lamp units with integrated chrome blade complete the assertive character of the car.

Black plastic surroundings and dark material seat coverings give the interior a utilitarian look, the only contrast being a matt silver centre stack panel. Analogue instruments are clear and simple to read, while audio, fuel, air-con and other information is displayed on a screen centrally located on the dashboard.

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OPEL ASTRA 1.6 ESSENTIA

The Opel Astra hatch range has undergone some styling and specification changes for 2013. While the changes impact exterior styling, interior trim and technical specifications.

On the outside, there’s a revised front grille and bumper with updated fog lights and turn indicators while the rear is defined by chrome detailing and a new bumper design. The exterior styling package is completed with revised styling for the alloy rims across the range. Interior styling changes include the introduction of new contemporary trim materials and mouldings.In terms of new specification, first up in the range is the Astra 1.6 Essentia. While it retains most of its features, this model is now available without cruise control, rear electric windows and curtain side airbags.

• Power mirrors, heated and in body colour• Daytime running lamps• Power front windows• Remote power door locks• Anti-lock braking system (ABS) with EBD• ESP Plus (Electronic Stability Programme)• Centre console with 2 cup holders and open storage space• Front and side airbags for driver and front passenger• Pedal release system• 17 inch alloy wheels

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ASTRA 1.4 ESSENTIA PLUS

This offers essentially the same specification level as the Astra 1.6 Essentia but includes electric windows at the rear, cruise control, and curtain side airbags. The 1.6 litre naturally aspirated engine is replaced by a 1.4 litre turbo engine.

This new generation engine from Opel was designed around the philosophy of providing more for less in terms of power versus engine capacity. Maximum power is 103kW with 200Nm of torque available across a wide engine operating range of between 1 850 and 4 900rpm. Maximum speed is 202km/h with acceleration from zero to 100km/h claimed at 9.8 seconds. Remarkably, this level of performance is delivered with claimed fuel economy of just 5.9 litres/100km used in the combined cycle rating. CO2 emissions are 138g/km. Drive is via a 6-speed manual transmission.

This model effectively replaces the Astra 1.4T Enjoy Plus which is no longer available.

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ASTRA 1.4 ENJOY

• The Astra 1.4T Enjoy specification now includes automatic rain sensing windscreen wipers, an anti-dazzle rear-view mirror and auto headlight control.

• External styling changes feature a revised grille with the distinctive Opel insignia now mounted, centred top to bottom, in a wing shaped chrome embellishment together with a redesigned front bumper with a more pronounced lower grille section. The new frontal styling is completed with an update for the fog lights and turn indicators.

• At the rear the new enhanced Astra is defined by new chrome detailing, a revised bumper design and new treatment for the license plate holder. The exterior styling package is completed with revised styling for the alloy rims across the range. Interior styling changes include the introduction of new contemporary trim materials and mouldings.

• Front fog lamps• Radio CD with graphic info display• USB port and Bluetooth connectivity for radio/CD• Leather covered steering wheel• Rain sensing windscreen wipers• Anti-dazzle rear-view mirror• Auto headlight control• Seat pockets on back of front seats

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ASTRA 1.6T SPORT

Items at this level include:

• 1,6 litre turbo engine.• Sports chassis.• Premium grade leather trim.• Translucent instrument accent lighting.• Dual-zone electronic climate control.• Centre console with 2 cup holders and covered storage.• Adjustable armrest (front).• Electronic parking brake.• Hill Start Assist.• Rear Park Assist.• On-board computer.• 12 volt power outlet in rear of centre console.• 18 inch alloy wheels. • The Opel Astra is covered by a 5 year/120 000 km warranty with Roadside

Assistance for the warranty period. The Opel Astra is also covered by a 5 year/90 000km Service Plan.

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OPEL MERIVA FACELIFT

The Meriva’s front fascia features a new grille with higher chrome content, as well as chrome accents for the fog lamps. Also new are the ‘eagle eye’ headlights, while LED daytime running lights are now available. On the side, a chrome beltline highlights the Meriva’s unique wave beltline. This feature and the centrally located door handles mark out the car’s innovative FlexDoors.

• The rear gets new LED lights, and the wheels are newly-designed 17- and 18-inch items. The Opel Meriva is the only small monocab offering 18-inch rims.

• Rain sensor wipers and automatic headlamp control.

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CHEVROLET CRUSE 1.4T

There’s only a single body style, with two engines, two transmissions, and various trim levels from basic to luxe. The Cruze Eco takes efficiency to the next level, thanks to its advanced aerodynamics and a 1.4L turbocharged iECOTEC® engine. Its performance credentials include 138 horsepower and 148 lb.-ft. of torque, helping it accelerate with authority. And yet its fuel efficiency is even more impressive, with a 4.6 L/100 km (61 mpg) highway fuel consumption.

Refinements such as soft-touch interiors, rich colours and available heated leather-appointed front seats give Cruze a premium feel. And you’ll enjoy a quiet ride with triple-sealed doors and a laminated windshield – it's just one of 30 acoustical treatments designed to help keep outside noise outside. Upgrade to the RS Appearance Package, available for LT and LTZ, and you'll make your Cruze even sportier, with a chrome-accented instrument cluster.Also other changes are the electric power steering and 17 inch alloy wheels.

At Chevrolet, we equip our vehicles with the most state-of-the-art safety features, all while hoping you’ll never have to use them. You can't help but be impressed by its extensive list of standard safety features, starting with 10 standard airbags. And with available safety features like a rear vision camera.

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CHEVROLET AVEO FACELIFT

Standard 15’ alloy wheels on all base models.

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CHEVROLET SPARK LS

The Spark LS adds alloy rims, front fog lights, read LED lights and rear red reflectors, remote-controlled central locking, adjustable steering wheel, power (and heatable) external mirrors, power front windows, steering-wheel radio controls and a digital data display right of the steering wheel.

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CHEVROLET SPARK LT

The Spark LT a local development is perhaps the best deal of the lot at the price: with it come rear power windows, rear parking radar, side air bags, single trapezoidal exhaust poking through a stylish skirt, black alloy rims, mirror turn repeaters, black panels on the roof and bonnet, metal trim around the front fog lights and a redesigned front bumper assembly with a deeper lip.

• Also comes with remote fold away key.• And three different combinations of really cool leather and cabin finishes.• The LT Sport pack adds four air bags and the black roof and boot decals.

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CHEVROLET SONIC RS

The five-door hatchback will be powered by a 1.4-litre turbocharged petrol engine packing 103kW of power and 200Nm of torque. Coupled to an uprated suspension, the Sonic RS also features improved handling to match the boosted performance – and is the only vehicle in its segment to offer turbocharged power.

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Also, there are number of details that differentiate it from its siblings – which include dark painted 17-inch alloy wheels sporting a unique design and additional RS badging, redesigned fog lights with an RS specific grille, red interior detailing with a new sports steering wheel, new aluminium sports dials and seats, as well as a Chevrolet MyLink infotainment system.

© 2014 General Motors Corporation. All rights reserved.

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© 2014 General Motors Corporation. All rights reserved.

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To minimize the parasitic current drain on the battery when the vehicle is off, a “sleep” signal is sent to the modules on the network. Some may remain on for a short period of time after the ignition is switched off (air bag module, for example), and some may never go to sleep (anti-theft module and keyless entry receiver, for example) but most are put into a sleep mode to save battery power. If the sleep signal is never sent, or a module fails to recognize the sleep signal, it may remain active and pull power from the battery. Depending on the current draw, this may run down the battery if the vehicle sits for a period of time.

CAN is here now, be sure your diagnostic equipment is CAN ready, if not call now, and we will come to you to show you the latest developments in diagnostic equipment to aid you in seeking and fixing diagnostic problems.


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REAL WORLD CAN DIAGNOSTICS

So what does all of this have to do with diagnosing vehicle faults? For one thing, you need a special CAN-adapter module to use a Tech 2 scan tool on a newer CAN-compliant GM vehicle. All the auto markers are currently in the process of upgrading or replacing their current scan tools with newer CAN-compliant tools.

CAN-compliant vehicles are just as vulnerable to electronic faults as older vehicles. Though CAN systems use fewer wires and fewer connectors (to save weight and cost), they also use more modules and more complicated modules. Problems can occur if module connectors become corroded or loose, if wires become grounded, shorted or break, or system voltage is below specifications. Some modules may even forget their settings or locations if the battery is disconnected or goes dead.

On some Chrysler minivans, for example, the automatic climate control system will quit working if battery power is lost. This happens because the electric stepper motors that control the position of the blend doors forget their locations. The system has to be put into a “relearn” mode to re-establish all the motor locations and settings.

One of the features of CAN and other network systems is that modules can send and receive “ok” signals to let the main control module know if they are working or not. In theory, this makes diagnostics easier. On the other hand, it also means that one misbehaving module may generate enough noise to disrupt the entire network causing a complete shutdown of the vehicle!

When a serial bus communication problem occurs, it will usually set a “U” diagnostic trouble code (DTC) and turn on the Malfunction Indicator Lamp (MIL). Depending on the fault, the vehicle may or may not start, or it may only operate in a “limp-in” mode with limited capabilities. Loss of communication between the engine controller and transmission controller (code U1026 on a GM, for example) may put the transmission into a limp-in mode where it will only operate in one or two gears.

Loss of communication codes may indicate a wiring problem on the bus, or a fault with a module. Isolating the fault may require unplugging modules one at a time until the fault is found. Just remember that all modules on a bus network need three things to function properly: power, ground and a serial data connection.

When diagnosing bus or module communication problems, you usually start by checking for voltage at the module, then the ground connection, and finally the data line. If all three are good but the module isn’t working, the module needs to be replaced.


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The CAN standard requires a “base frame” format for the data. What this means is that for each distinct message sent or received by a module on the network, there is a beginning bit (called the “start of frame” or “start of message” bit), followed by an “identifier” code (an 11 bit code that tells what kind of data the message contains), followed by a priority code (“remote transmission request”) that says how important the data is, followed by 0 to 8 bytes (one byte equals 8 bits) of actual data, followed by some more bits that verify the information (cyclic redundancy check), followed by some end of message bits and an “end-of-frame” bit.

Still with me? There’s more! One of the tasks of any network system is to keep all the messages separated so they don’t collide and garble one another. Usually the body control module or instrument cluster module is assigned the task of managing the network traffic. When it sees a message coming over the bus, it looks at the first bit in the data stream. If the bit is a “0?, the message is given priority over the others. This is called a “dominant” message. If the first bit is a “1? it is given a lower priority (a “recessive” message). Thus, the highest priority messages always get through to their intended destinations but the low priority messages may be temporarily blocked until the traffic eases up.


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HOW DATA IS SENT AND RECEIVED

If your eyes haven’t glazed over yet with all this geek-speak, here’s how data is handled on a CAN-compliant system. Every module (node) that is attached to the data bus network is capable of sending and receiving signals. Each module (node) has its own unique address on the network. This allows the module to receive the inputs and data it needs to function, while ignoring information intended for other modules that share the network. When a module transmits information over the network, the information is coded so all the other modules recognize where it came from.

Data is sent as a series of digital bits consisting of “0?s” and “1?s”. If you looked at the data on a scope, you would see a square wave pattern that changes between a high and low voltage reading. The low voltage reading usually corresponds to the “0? while the high voltage reading corresponds to the “1?. The actual voltage readings will vary depending on the application and protocols the vehicle manufacturer is using, but most operate in the 5 to 7 volts range.


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Are there distance limitations?

Can bus is a synchronous network, where all receiving modules synchronize to the data coming from a transmitting module. The electrical characteristics of the CAN bus cable restrict the cable length according to the selected bit rate. You can use cabling up to 250 meters with the baud rate of 250 kbit/s. The maximum bus length with a bit rate of 10 kbit/s is 1 km, and the shortest with 1 Mbit/s is 40 meters.

Do I need expensive cabling?

In standard industrial environments,the CAN bus can use standard cabling without shielding or twisted pair wiring If very low EMI is required, a twisted-pair cable is recommended. However, this will normally not be required in most applications.

Is the number of nodes (modules on the bus) limited?

In CANopen, there are unique addresses available for up to 127 nodes on the bus. However the practical physical limit of nodes is about 110 units per bus. In J1939, there are 253 unique addresses available for the bus.

Can I use units from different vendors in the same system?

Yes. If the same higher-level protocol such as CANopen or J1939 is used by all the modules on the bus, you can mix components from different vendors in the same control system without software changes.

How popular is CAN?

Currently there are hundreds of millions of CAN nodes in use in the world. CAN is being widely used in passenger cars, buses, factory automation, work machines, agriculture, forestry and mining applications. The applications for CAN are increasing all the time.

Where can I get more information about CAN?

The higher-level protocol support organizations provide information about CAN bus, protocols and keep a database of CAN bus products. The CANopen protocol is developed by CiA (CAN in Automation) at www.can-cia.org. SAE (Society of Automotive Engineers) can provide information about the J1939 protocol at www.sae.org.


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How do CAN bus modules communicate?

CAN bus uses two dedicated wires for communication. The wires are called CAN high and CAN low. When the CAN bus is in idle mode, both lines carry 2.5V. When data bits are being transmitted, the CAN high line goes to 3.75V and the CAN low drops to 1.25V, thereby generating a 2.5V differential between the lines. Since communication relies on a voltage differential between the two bus lines, the CAN bus is NOT sensitive to inductive spikes, electrical fields or other noise. This makes CAN bus a reliable choice for networked communications on mobile equipment.

CAN power can be supplied through CAN bus. Or a power supply for the CAN bus modules can be arranged separately. The power supply wiring can be either totally separate from the CAN bus lines (using suitable gauge wiring for each module) resulting in two 2-wire cables being utilized for the network, or it can be integrated into the same cable as the CAN bus lines resulting in a single 4-wire cable. CAN bus cabling is available from multiple vendors.

What is the difference between CANopen and SAE J1939?

These protocols are higher level CAN bus protocols. They both use the CAN 2.0B standard for the physical and data link layer. Each protocol, however, has different standards for the higher layers in the OSI model, and thus the way in which data is transmitted and interpreted is unique to each.

Are there master and slave modules on the CAN bus?

The nature of CAN bus communications allows all modules to transmit and receive data on the bus. Any module can transmit data, which all the rest of the modules receive permitting both peer-to-peer and broadcast data transmissions. In CANopen, the CAN bus normally includes one module acting as a network master which starts the bus communications, but a dedicated master module is not needed. In J1939, the master and slave concept is not used.

What is the practical limit of data throughput on the CAN bus?

CAN bus can use multiple baud rates up to 1 Mbit/s. The most common baud rates are 125 kbit/s (default CANopen) and 250 kbit/s (J1939). The CAN bus communication enables bus loads of up to 100% (data being transmitted all the time and all nodes can transmit), allowing full usage of the nominal bit rate.


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APPLICATIONS

A modern automobile may have as many as 70 electronic control units (ECU) for various subsystems. Typically the biggest processor is the engine control unit (also engine control module/ECM or Powertrain Control Module/PCM in automobiles); others are used for transmission, airbags, antilock braking/ABS, cruisecontrol,electric power steering/EPS, audio systems, windows, doors, mirror adjustment, battery and recharging systems for hybrid/electric cars, etc. Some of these form independent subsystems, but communications among others areessential. A subsystem may need to control actuators or receive feedback from sensors. The CAN standard was devised to fill this need.

The CAN bus may be used in vehicles to connect the engine control unit and transmission, or (on a different bus) to connect the door locks, climate control, seat control, etc. Today the CAN bus is also used as a fieldbus in generalautomation environments, primarily due to the low cost of some CAN controllers and processors. Bosch holds patents on the technology, and manufacturers of CAN-compatible microprocessors pay license fees to Bosch, which are normally passed on to the customer in the price of the chip. Manufacturers of products with custom ASICs or FPGAs containing CAN-compatible modules may need to pay a fee for the CAN Protocol License.

TECHNOLOGY

CAN is a multi-master broadcast serial bus standard for connecting electronic control units (ECUs). Each node is able to send and receive messages, but not simultaneously. A message consists primarily of an ID (identifier), which represents the priority of the message, and up to eight data bytes. It is transmitted serially onto the bus. This signal pattern is encoded in non-return-to-zero (NRZ) and is sensed by all nodes.

The devices that are connected by a CAN network are typically sensors, actuators, and other control devices. These devices are not connected directly to the bus, but through a host processor and a CAN controller. If the bus is free, any node may begin to transmit. If two or more nodes begin sending messages at the same time, the message with the more dominant ID (which has more dominant bits, i.e., zeroes) will overwrite other nodes' less dominant IDs, so that eventually (after this arbitration on the ID.) only the dominant message remains and is received by all nodes. This mechanism is referred to as priority based bus arbitration. Messages with numerically smaller values of IDs have higher priority and are transmitted first.


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In 2006, over 70% of all automobiles sold in North America will utilize CAN Bus technology. Beginning in 2008, the Society of Automotive Engineers (SAE) requires 100% of the vehicles sold in the USA to use the CAN Bus communication protocol while the European Union has similar laws. Several new after market devices have been introduced into the market that utilize the CAN Bus protocol but until now, there have been no new devices that assist the aging after market remote starter and alarm system technology. Now there is an after market module that offers remote starter and alarm connectivity to the CAN Bus communication protocol.

The CAN SL is the first after market CAN Bus bypass kit to offer connectivity of aging remote starters and alarms to the new high speed CAN Bus communication protocol.


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The BMW 850 coupe was the first CAN Bus vehicle to enter the market in 1986. By reducing the vehicles wiring by 2km, the vehicles overall weight was significantly reduced by at least 50kg and using only half the connectors. For the first time, each of the vehicles systems and sensors were able to communicate at very high speeds (25kbps - 1Mbps) on a single or dual-wire communication line as opposed to the previous multi-wire looms. However, the introduction of CAN Bus also increased the vehicles complexity and made after market installations even more difficult and in many cases impossible to perform.

This is an example of your earlier cab bus wiring sytem


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Due to the vast amount of wiring, an after market installation requires the installer not only to understand how the integrated systems communicate with each other, but also requires numerous connections to be made throughout the vehicle. To make matters worse, the vehicle wiring differs between vehicle years, makes, and even models. As a result, installers need to be highly knowledgeable and perform intensive labor for the most trivial after market equipment or the installation shop experiences countless hours of lost time on troubleshooting and sometimes even expensive claims for damaged OEM equipment. During this progression, installation shops have had an increasingly difficult time finding qualified staff that are able to perform everyday installations and as a result, have either had to increase their prices to compensate for the required specialization and labor, or simply had to turn away the customers who owned complex vehicles.

Another example of your conventional wiring loom


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BEFORE CAN BUS

Since the early 1940's, automakers have continually improved their vehicles' technology by integrating an increasing amount of electronic components. As technology progressed, the vehicles became more complex as electronic components replaced mechanical systems and provided additional comforts, convenience, and safety features. Up until the release of CAN Bus, vehicles contained enormous amounts of wiring which was necessary to interconnect all of the various electronic components.

As you can see this would be your conventional wiring loom


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WHAT IS CAN BUS?

•CAN: CONTROLLER AREA NEWORK•BUS: A BUNDLE OF WIRES

The CAN Bus is an automotive bus developed by Robert Bosch, which has quickly gained acceptance into the automotive and aerospace industries. CAN is a serial bus protocol to connect individual systems and sensors as an alternative to conventional multi-wire looms. It allows automotive components to communicate on a single or dual-wire networked data bus up to 1Mbps.

Model Introduction Training ForApproved Body Repairers

GMSA CAN-BUS SYSTEMS

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GMSA FACELIFTS - automx.co.za · TRAINING General SPECIAL EDITION • The model features a front lip spoiler, a new rear roof-mounted spoiler, dual exhaust pipes and black 18” alloys