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Chevrolet transmission problems led General Motors to recall 276,729 automobiles in 2009, according to the National Highway Traffic Safety Administration (NHTSA). The recall affected 2009 model year Chevy Colbat, HHR, Malibu and Traverse vehicles.

Safety Defect

These 2009 Chevrolets were recalled for failing to comply with Federal safety standards. Per the NHTSA, there is a safety risk that the transmission shift cable adjustment clip might not be fully engaged. This could result in a serious problem if the driver shifts to "Park," and removes the ignition key, but the transmission gear isnt really in "Park" mode.

Risk

The driver might not be able to restart the car, and theres a risk that the car could roll away after the driver has left the vehicle not knowing the transmission gear is not in park, according to the NHTSA. The latter could result in personal injury or property damage.

Remedy

Registered vehicle owners should have received notification of the recall by mail around March 24, 2009. Mailed notifications contained information on where and when to bring the recalled vehicles. Authorized dealers were instructed to inspect the affected vehicles to ensure that the shift cable adjustment clips fully engage and make repairs at no charge.

The NP205 was a heavy-duty, gear-driven, extremely durable cast-iron transfer case used in Chevy, Ford, International and Dodge full-size trucks. The Chevy versions were erred to as NP205C. They were installed in Blazers, K10s, K20s and K30s from 1966 through 1984.

Bolt Pattern

The Chevy versions of the NP205 transfer case used eight bolts for added strength. The bolts form a racetrack pattern.

Input Specifications

The NP205 was manufactured with four different input splines. From 1966 to 1984, a 10-spline model was available and was most commonly used with the SM465 transmission. From 1971 to 1979, a 27-spline model was available and used with the T350 transmission. The NP205 also came in both a short and long 32-spline format, which was usually attached to a T400 transmission.

Output Specifications

The NP205C was configured with two front output splines. A 10-spline model was manufactured from 1971 until around 1977. A 30-spline model was produced from 1977 until 1984 (in Chevrolets). The 10-spline model came with a 1310-series yoke and the 30-spline model used a flat flange. The transfer case featured a 32-spline, rear output shaft and came equipped with a fixed yoke.

You can pull the codes from your 1995 Chevy right in your garage, saving you time and money. When your Chevy is having problems, you might see a warning light such as "Check Engine" illuminate on its instrument cluster. This light ers to a problem with one of the vehicles sensors. Before repair the vehicle, you must troubleshoot the problem with an OBD I scan tool you can purchase from your local auto parts retailer.

Instructions

1

Park the vehicle and turn off the ignition. Find the open OBD port under the steering column. Plug the OBD I scan tool into the open port.

2

Put the key into the ignition and turn it to the "ACC" position and do not start the engine.

3

Turn on the OBD I scan tool and wait for it to read the codes.

4

Wait for the display on the OBD I scan tool to read "OK," then turn off the ignition and the scan tool.

5

Select the "Menu" command and scroll through it until you see "Stored Codes." Select this option and write down the alphanumeric codes on a piece of paper.

6

Look up the codes in the scan tools manual. Unplug the scan tool and have your Chevy serviced or repaired according to the diagnostic codes.

Introduced in 2005, the Chevy Cobalt is a compact car meant to replace the Cavalier. To save yourself a little money, you can make some repairs yourself like replacing the muffler. You can choose a new or used muffler, as both are usually affordable. Youll know its time to replace the muffler when it makes loud banging or shooting sounds when you accelerate. This is usually due to holes or other breaks in the muffler.

Instructions

1

Verify your Chevy Cobalt needs a new muffler by looking under the car towards the back. The muffler will be a large, round piece at the end of a long pipe. If there are holes in the muffler or if its missing, you must install a new one.

2

Purchase a new or used muffler. The same muffler will fit all Cobalt models. It should have a 2.25-inch center inlet/outlet. Plus, the width will measure 9.75 inches wide and the length measuring 13 inches long, and its made from aluminized steel.

3

Place an old blanket or a large piece of cardboard on the ground beneath the rear part of the Cobalt. This will provide a place to lie on the ground as you replace the muffler. It isnt necessary to lift the truck up on a jack or car lift, but it can make it easier to repair.

4

Remove the old exhaust system. Loosen any bolts around the muffler and take the muffler off. If the muffler is welded on, you can trying breaking it free with a sledge hammer if its already loose; otherwise, use a hacksaw to cut it free.

5

Compare the old muffler against the tail pipe of the new muffler. Saw off some of the new tail pipe with a hack saw, if its too long. You dont want your tail pipe sticking out too far. Put on the exhaust tip on the end of the pipe.

6

Install the new muffler on your Chevy Cobalt. Line it up straight with the clamps and then tighten the bolts to hold it in place at the back end of the muffler. Tighten all clamps and bolts around the muffler. The bolts should not be too tight because the muffler needs to move slightly to prevent damage; however, they need to be tight enough to prevent the muffler from falling off.

The spark plugs on your 2002 Chevy Malibus 3.1-liter engine thread into the cylinder heads just below the valve covers. There are three spark plugs on each cylinder head. If you are replacing the spark plugs, be sure to only remove one at a time and replace it with a new one before moving to the next plug.

Instructions

1

Open the hood of your Malibu and locate the negative battery cable on the battery terminal. Loosen the clamp bolt on the cable end with a wrench, then remove the cable from the battery. Set it aside.

2

Locate the spark plugs on the right and left side of the engine. Select one of the spark plug wires and grasp the boot at the spark plug. Twist it slightly and pull it off the spark plug. Lay the wire aside.

3

Install a spark plug socket over the spark plug, attach a ratchet to the socket, then rotate the socket and plug counterclockwise. Lift the socket and spark plug out of the cylinder head. Repeat the process for all six spark plugs.

The 1998 Chevy Blazer has three oxygen (O2) sensors. Two are located up on the front Y-pipe bolted to the V-6 engines manifold. These two sensors detect the fuel-to-air mix in the exhaust and transmit that information to the powertrain control module (PCM). From there, the PCM makes adjustments to achieve the lowest emissions possible while still running properly. The last O2 sensor is located after the catalytic converter. This sensors job is to monitor the efficiency of the catalytic converter.

Instructions

1

Apply the parking brake to lock the rear wheels.

2

Open the hood to the 1998 Chevy Blazer to allow some light down into the engine compartment. This will be helpful when under the vehicle to replace the front oxygen sensor(s). If you are replacing the rear sensor, opening the hood is not necessary.

3

Lift one front side of the Blazer up high enough to rest it on a jack stand and then lift the other side and rest that side on a jack stand.

4

Put on the safety glasses and crawl underneath the Blazer to locate the oxygen sensor(s) being replaced. One is located on the left-side Y-pipe up near the manifold connection, the other is on the right-side Y-pipe near the manifold and the rear sensor is located in the catalytic converter pipe just behind the shell of the converter.

5

Unlock the wire harness plug from the O2 sensor plug. Use the small screwdriver to press inward and release the lock while pulling the O2 sensor plug and wire away from the wire harness plug.

6

Spray penetrating oil around the threaded connection of the O2 sensor where it screws into the O2 sensor port of the exhaust piping. Allow the oil a few minutes to soak in.

7

Thread the O2 sensor wire through the closed end of the 22 mm wrench and then place the closed end of the wrench onto the sensors hex-head. Turn the wrench to the left (counterclockwise) to remove it from the port. Remove the sensor.

8

Inspect the threads of the replacement sensor. Most will come with a light coating of special anti-seize compound already on the threads. Some O2 sensor manufacturers will provide a small tube inside the box. If applying the compound, be sure to avoid getting the compound on the thimble-tip of the sensor. Only place a small amount on the threads of the sensor.

9

Thread the sensor into the port by hand to avoid crossing the threads of the sensor. Tighten the sensor with the wrench after threading the wire through the closed end again. Only tighten the sensor snugly. Over-tightening the sensor risks stripping the threads of the sensor and/or possibly damaging the threads to the sensor port.

10

Connect the replacement sensor wire plug to the wire harness plug before crawling out from under the Blazer with the tools and old sensor(s) and lowering the vehicle.

If your Chevy Blazer is not working correctly, you can use General Motors trouble code numbers to help diagnose the problem. The code numbers are read via a scan tool plugged into the vehicle diagnostic connector under the instrument panel. According to AA1Car, for some code numbers the same number may be used for different faults on different model years or models. After youve figured out the code, further testing must be done before repairs are made, AA1Car warns.

P1500 and P1600 Codes

P1521 is defined as transmission engaged at high throttle angle. P1527 is transmission range/pressure switch comparison. P1623 is transmission temp pull-up resistor.

P1700 Codes

P1700 is transmission MIL request. P1701 is transmission MIL request circuit. P1740 is transmission torque reduction request circuit. P1760 is transmission control module supply voltage interrupted. P1792 is ECM to transmission control module engine coolant signal.

P1800 Codes

P1800 is ECM to transmission control module engine coolant signal. P1812 is transmission over temperature condition. P1815 is transmission range switch-start in wrong range. P1819 is transmission range switch out of range, possible no start. P1820 is transmission range switch A voltage low. P1822 is transmission range switch B voltage high. P1823 is transmission range switch P voltage low. P1825 is transmission range switch A, B, C and P signals invalid. P1826 is transmission range switch C voltage high. P1845 is transmission gear ratio output circuit. P1868 is transmission fluid life. P1870 is transmission component slipping.

The single oxygen sensor on the 1985 Chevy S-10 Blazer is a more primitive design than todays O2 sensors. Its erred to as a non-heated single (one) wired sensor. While it functions similarly to todays sensors, it demands that the engine is up to operating temperature, including the engine coolant, before it begins to monitor the fuel-to-air ratio. Todays sensors have multiple wires with built-in heaters that heat them up quickly to begin monitoring the emissions more readily. This lessens the amount of pollutants allowed into the air while the vehicle is warming up.

Instructions

1

Apply the parking brake of the 1985 Chevy S-10 Blazer and then open the hood. Access to the oxygen sensor is on the lower side of the engine, but youll have more adequate lighting with the hood opened.

2

Hoist one front quarter of the Blazer up with a jack placed under the frame rail and then lower the jack and Blazer onto a jack stand. Repeat for the other front quarter to elevate the front end completely.

3

Put on the safety glasses and crawl underneath the Blazer with the remaining items.

4

Follow the front exhaust pipe to where it connects to the manifold on the drivers side to locate the oxygen sensor.

5

Follow the wire coming off the end of the oxygen sensor to the wire harness plug mating connection to the oxygen sensor plug. Lift up the release tab of the wire harness plug and then pull the oxygen sensor plug out.

6

Put the oxygen sensor socket onto the ratchet and then align the wire of the sensor into the slit on the side of the socket.

7

Place the socket fully onto the hex-head of the sensor and then turn the ratchet counterclockwise to remove it from the sensor exhaust port. Remove the sensor.

8

Inspect the replacement oxygen sensor threads. If there is no anti-seize compound on the threads, apply a thin coating of electrically conductive anti-seize compound to the threads, being caul not to get the compound on the head of the sensor.

9

Hand-thread the replacement sensor into the oxygen sensor exhaust port as far as it will go.

10

Tighten the sensor snugly with the ratchet and oxygen sensor socket (placing the sensor wire into the socket slit), but do not over-tighten it. The threads of the sensors are made of much softer metal than the exhaust system to prevent damaging the mating threads of the system. Because of this, its easy to strip the threads of the sensors.

11

Connect the sensor wire plug to the mating plug of the wire harness until the lock clicks into place.

12

Lower the Blazer and close the hood.

The fourth generation of the Chevrolet C/K series of full-size pickup trucks was in production from 1987 to 1998. The Z71 off-road package for these vehicles included skid plates and improved shock absorbers. The anti-lock braking system, or ABS, for the 1998 Chevrolet C/K series required a module to control the braking power to each wheel during an emergency stop. The Z71 package did not affect the procedure for replacing the ABS module.

Instructions

1

Record the position of the electrical connectors and brake lines on the ABS module so you can attach them correctly later. The ABS module is in the engine compartment on the left side of the engine. It is a small box-like component that has brake lines connected to it.

2

Detach the electrical connectors from the ABS module. Remove the retaining bolts from the brake lines with a socket wrench, and disconnect the brake lines from the ABS module.

3

Disconnect the bolts from the ABS mounting module bracket with a socket wrench. Detach the bracket from the vehicle with the ABS module still attached. Remove the retaining bolts from the ABS module, and separate the ABS module from its mounting bracket.

4

Mount the new ABS module to its mounting bracket, and tighten the bolts to 5 foot-pounds with a torque wrench. Connect the bracket to the vehicle, and tighten its mounting bolts to 33 foot-pounds.

5

Attach the brake lines to their original fittings, and tighten the fittings to 16 foot-pounds with a torque wrench. Attach the electrical connectors to their original positions on the ABS module.

6

Bleed the ABS braking system, then bleed the regular braking system.

When the speed sensor on a 1999 Chevrolet Silverado begins to fail, the first noticeable sign may be a fluctuating speedometer. The speedometers needle may jump from one speed to another, or fall to zero and then suddenly return to the correct speed. The vehicle speed sensor, or VSS, is the sensor responsible for relaying the vehicles speed to the engine computer. In addition to using data from the VSS to calculate the vehicles speed, it also uses this data to make other computational decisions, including when to shift the transmission. The VSS is located on the tailshaft of the transmission or on transfer case in four wheel drive models. The sensor itself is a magnetic inductive sensor that monitors the magnetic field around a notched, reluctor wheel affixed to the tailshaft. The notches in this wheel interfere with the sensors magnetic field and the engine computer calculates the frequency of this interference and converts it into a speed value.

Instructions

1

Turn off the engine, but leave the ignition on. Connect a scan tool to the Silverados scan tool terminal.

2

Navigate to the live data menu and select VSS. Test drive the vehicle in a safe, controlled area such as an empty parking lot where there is no possibility of hitting other cars or objects.

3

Look down at the scan tools display and note the speed value for the VSS. It should reflect the vehicles current speed. If the speed displayed is 0 or different from the speedometer reading, its likely there is a problem with the VSS or the VSS harness connector.

4

Note the voltage value for the VSS on the scan tool. This value should be listed below or above the VSS speed value. It should read between 1.5 and 12 volts. If the value is outside this range, the VSS is either not receiving the proper voltage or is faulty.

5

Raise the vehicle with an automotive jack and support it with jack stands. Locate the VSS on the tailshaft of the transmission of transfer case for vehicles equipped with four wheel drive. Disconnect the VSSs electrical connector.

6

Turn the ignition on and probe the light blue wire on the connector with a digital multimeter set to DC volts. The multimeter should show between 1.5 and 12 volts. Connect a test lamp to a positive voltage source and probe the black, ground wire on the VSS connector. The test lamp should illuminate if the ground properly connected. If the ground is OK and you find voltage at the connector, then the VSS is faulty and needs to be replaced.

GM and other manufacturers had a brainstorm during the late 1980s -- installing a resistor in a vehicles key to act as a second layer of security in addition to the physical lock cylinder. And it works well, when it does work -- and when you have the original key. But keys and cars dont always travel together and getting a matching key can be expensive. So youve got two options: you can bypass the whole system, or you can test the sensor to get its r-code and the right key.

Instructions

1

Remove the plastic shroud around the steering column in order to access the lock cylinder mechanism. The exact procedures for removing the plastic column covers will vary by truck, depending upon the options you specified. But look all around the shrouding, locate all the relevant screws and remove them. You should now see the ignition lock and the three wires -- orange/black, yellow and red/white -- connected to the Passlock II sensor.

2

Cut the orange/black starter wire and strip the ends so that you can reconnect it afterward. Do the same with the yellow Passlock II sensor wire. Crimp a male and female weather-tight quick-disconnect onto the ends of the wires so that you can quickly reconnect or disconnect them as needed.

3

Set your digital multimeter to read in ohms. Touch the negative (black) probe to a body ground, and the positive (red) probe to the key-side yellow Passlock wire. The resistor that your measuring is contained within the Passlock sensor itself, so thats what youll be measuring.

4

Turn your ignition key to the "start" position, and monitor the readout on your DMM. Record the reading in ohms. Repeat three to four more times, record each measurement and calculate the average. The PL2 sensor may not give the same reading every time, but the computer expects a bit of variance. You should see a reading of between 400 and 13,700 ohms; this is the resistance or "r-code" of your trucks ignition.

As with most late-model vehicles, the outside mirrors on a 1994 Chevy utilize three threaded posts attached to the mirror assembly to secure the mirror to the side of the door from the inside. This design allows the manufacturer to attach the mirrors quickly during the build process. If you need to replace the mirror, you can take advantage of the fact that the bolts are easy to access and quick to remove.

Instructions

1

Locate the triangular access panel located on the inside of the door. The panel is on the opposite side of the mirror assembly. To remove the panel, pull it out.

2

Remove the three mounting bolts behind the access panel with a socket. Hold the mirror in place, when removing the final bolt, to keep the mirror from falling off the door.

3

Place threaded studs onto the new mirror assembly through the holes in the door and secure the mirror by tightening the three mounting nuts with the socket.

4

Replace the triangular access panel onto the door and lock it into position by pushing on it.

A 350 Chevy engine may be any engine built by Chevrolet with an approximate displacement of 350 cubic inches. These engines were in continuous production from 1967 to 2002, with the last member of this series being the Vortec 5700. The Vortec 5700 appears in full-size Chevrolet trucks from 1996 to 2002. A modern 350 Chevy engine uses a harmonic balancer, also known as a crankshaft damper, to reduce the vibrations that occur when the crankshaft rotates rapidly. The crankshaft damper is a weight on the end of the crankshaft under the crankshaft pulley.

Instructions

1

Disconnect the central mounting bolt and washer from the crankshaft balancer with a socket wrench. Remove the mounting bolts from the pulley, and detach the pulley from the crankshaft.

2

Attach Tool J23523F to the crankshaft balancer. Pull the crankshaft balancer from the crankshaft.

3

Record the length and position of any weight pins in the front groove of the crankshaft balancer. This ensures the crankshaft balancer is properly balanced when you replace it. Remove the weight pin from the crankshaft balancer.

4

Place the weight pins in their original positions on the crankshaft balancer. Apply a thin layer of Adhesive 12346141 to the keyway on the crankshaft balancer to seal the crankshaft joint.

5

Align the keyway of the crankshaft balancer with the woodruff key on the crankshaft. Press the crankshaft balancer onto the crankshaft with tool J23523F. Mount the crankshaft pulley to the crankshaft, and tighten the mounting bolts for the pulley to 43 foot-pounds with a torque wrench.

6

Mount the central bolt and washer to the crankshaft balancer so that the crown of the washer faces away from the engine. Tighten the central bolt to 70 foot-pounds with a socket wrench.

Modern vehicles, such as those manufactured by Chevy, work in unison with computer modules within the engine compartment. An idle relearn procedure must be performed if a computer, or chip, is replaced in the vehicle.

Function

An idle relearn procedure is a way to reprogram the vehicles computer memory to idle at a specified RPM, or revolutions per minute. Without the programmed idle, the vehicle can run arbitrarily, resulting in unnecessary engine wear.

Features

Chevy uses a simple idle relearn process. After you replace the computer chip, it will automatically reset itself when you turn the ignition key from the "on" position to the "off" position. Blue Streak Electronics recommends to warm the engine after the idle relearn procedure, without use of the air conditioner. After the engine is warm, switch the air conditioning on and off, and then put the transmission into the "drive" position. These actions complete the full idle relearn procedure.

Considerations

It is imperative that a technician verifies that the cars battery is fully charged. If power fails during a relearn procedure, the technician must reprogram the computer chip.

Problems with the 1997 Chevy Lumina have led to safety recalls by General Motors and consumer complaints to the National Highway Traffic Safety Administration (NHTSA). Issues range from engine trouble to difficulties with power steering.

Steering

Power steering problems in the 1997 Chevy Lumina resulted in a safety recall in 2003. A manufacturing mistake in the lower pinion bearings may allow the ball bearings to fall out, which may lead the driver to have to exert extra force when trying to turn the wheel. In some cases, turning left may be nearly impossible.

Fuel System

A manufacturing defect in certain aftermarket Delphi fuel pressure regulators used in select 1997 Chevrolet Lumina vehicles may cause a fuel leak that could lead to a fire. These filters were recalled in 2007.

Transmission

Various 1997 Lumina transmission problems have been reported by consumers to the NHTSA and addressed in Technical Service Bulletins by the manufacturer. These include transmission oil leaks, slipping and erratic/intermittent shifting, and going out of drive and into neutral. Edmunds.com reports that occasional problems with this vehicles TCC (torque converter clutch) regulator valve may "feel like an engine miss while driving between 40 and 60 mph." As of 2010, no recalls have resulted from these problems.

Engine

Engine problems in the 1997 Chevy Lumina, as addressed by Technical Service Bulletins, include problems with rough idling and intermittent misfires. Consumers have reported to the NHTSA problems with engine mounts falling out and coolant from the manifold leaking into the engine. No recalls have resulted from these issues, as of 2010.

When the windshield washer pumps fail on a 1997 Chevrolet Silverado 1500, the windshield washer system cannot transfer fluid through the system tubing in order to clean the windshield. These pumps, located in the windshield washer tank, are the sole components responsible for moving fluid throughout the entire system. These pumps operate by running off the vehicles 12 volt electrical power supply. When the wash section of the windshield wiper arm is depressed, the wiper motor relay switches to a closed position allowing current to flow to the washer pumps. In the event of a pump failure, current still flows to the pump, but they will not operate.

Instructions

Removal

1

Remove the bolts holding the washer tank area cover to the truck with a metric ratchet and socket. Remove the two bolts holding the washer tank to the truck body with a metric socket and ratchet.

2

Unplug the upper pump hose from the vehicle. Disconnect the electrical connector from the truck to the pump assembly. Lift the washer tank out of the truck. Pour the washer fluid from the tank into a drain pan.

3

Pry the washer pump cover away from the washer tank with a flat-head screwdriver, and then set it aside. Disconnect the electrical connectors from the washer pumps. Disconnect the washer pump hose from the individual washer pumps.

4

Twist and pull on each washer pump to remove it from its mounting grommet.

Installation

5

Set the new washer pumps into position and press down on them until they are completely seated in the rubber grommet holes. Reconnect their electrical connectors. Reconnect the wash pump hose to each pump.

6

Snap the pump cover onto the washer tank. Set the tank back into the truck and reinstall the bolts holding the tank to the truck. Torque the bolts to 53 inch-pounds with a torque wrench. Reconnect the upper pump hose to the hose running to the washer jets.

7

Refill the washer tank with new fluid and close the cover. Set the washer tank area cover into place and reinstall the bolts holding it in place with a metric socket and ratchet. Test the washer pumps.

Founded in Detroit, Michigan in 1911, Chevrolet is one of the oldest and most successful automobile manufacturers in the United States. Chevrolet produces a wide range of sedans, pickup trucks, SUVs and sports cars. The lubricant specs for each model are distinct and can change from year to year. For instance, in 2010, the Aveo, Corvette, Impala and Malibu used some, but not all, of the same lubricants and fluids. Before applying any lubricants or fluids to a vehicle, it is necessary to determine the specs for the make and model of the vehicle by consulting an owners manual, a repair manual or a certified mechanic.

2010 Chevrolet Aveo

The lubricant specs are the same for all trims of the 2010 Chevrolet Aveo. For the transaxle, ESSO JWS 3309 or T-IV automatic transmission fluid is recommended for 2010 Aveos with the automatic transmission. AMSOIL SAE 75W-90 Transmission & Transaxle Gear Lube or GM Manual Transmission Fluid, Part No. 12346190, is recommended for the 2010 Aveos with manual transmissions. DOT 3 or DOT 4 brake fluid can be used for both the brake system and the clutchs hydraulic system on all trims of the 2010 Aveo, regardless of the transmission type. Likewise, the power steering system for all trims takes Dexron VI power-steering fluid.

2010 Chevrolet Corvette

The lubricant specs are the same for all trims of the 2010 Chevrolet Corvette. For the transaxle, Dextron VI transaxle fluid is recommended for 2010 Corvettes with the automatic transmission. GM Manual Transaxle Fluid, Part No. 88861800, is recommended for the 2010 Corvettes with manual transmissions. Dextron LS axle lubricant is recommended for the rear axle. DOT 3 brake fluid can be used for the brake system in all trims of the 2010 Corvette, regardless of the transmission type. GM Power Steering Fluid, Part No. 89021184, or an equivalent should be used for the power-steering system.

2010 Chevrolet Impala

The lubricant specs are the same for all trims of the 2010 Chevrolet Impala. Dextron VI axle lubricant should be used on the transaxle. DOT 3 brake fluid is recommended for the brake system. GM Power Steering Fluid, Part No. 89021184, or an equivalent power-steering fluid should be used for the power-steering system.

2010 Chevrolet Malibu

The lubricant specs for all trims of the 2010 Chevrolet Impala are the same. However, different lubricants are recommended for the automatic and manual transmissions. Dextron VI transaxle lubricant is recommended for the automatic transmission, and Dexron III transaxle lubricant is recommended for the manual transmission. DOT 3 brake fluid is recommended for both the brake system and the clutchs hydraulic system. GM Power Steering Fluid, Part No. 1052884, is recommended for the power-steering system.