There is NO scheduled maintenance on the supercharger oil in the Cobalt . (or other cars using the Gen V Eaton supercharger AFAIK)
If there was it would be something you would see in your owners manual.
Wop

 

The oil in the drive housing (front snout) doesnt leak out when you merely remove the supercharger or the pulley. Techncially there's no reason to remove the bolts on the front housing when doing the Stage 2 pulley upgrade. If they DID however (for instance in order to get the assembly into a bearing press to push on the pulley) they would have to refill it with the correct EATON lubricant of which there is a GM part number for.
HTH
WOT

 

Hi WopOnTour -

GM sells supercharger oil because the pontiacs and other V6 cars that have had the superchargers on them for years have required periodic "checks" of the SC oil level - such as the eaton unit in the Pontiac Grand Prix GTP for instance. If the unit is low, it must be topped off.

My coworker has a 99 GTP and his manual says that the level must be checked.

The owners manual for the Cobalt contains no periodic maintenance schedule for changing the oil in the unit on the Cobalt.

I was originally (at purchase time) told by the service department at my local chevy dealer that the unit was plumbed into the engine - but being curious, I went out and looked and the unit did not appear to have any oil lines (which you verified and I also verified by calling the dealer again and asking pointedly).

GM will honor the warranty on the unit, sans any oil changes, for 60k miles.

I will be interested to hear if people here do come up with a SC oil change procedure fo these cars, ad I do intend to keep mine for a long time and would prefer not to have to replace the SC unit in lieu of properly maintaining the unit.

Thanks for your input - I appreciate it.

best regards -

mqqn

 

For what it's worth, I thought I read somewhere that the ss/sc maint. schedule calls for a s/c re-build at 100k miles. I would think that also involves changing the oil inside it. I could be (and probably am) wrong, though.

 

Yes, this WAS true going back to the old Gen III and IV superchargers on the 3800s of that era. There was a statement in the periodic maintenance or "additional required services" that advised to "check the supercharger oil level and add oil as needed" every 25,000 miles (or on some cars every 30K) or 36 months whichever occured first.
This was considered an emission control service.

However the Eaton Gen V chargers (such as used on the Cobalt SS and the Cadillac STS-V) are considered to be "Maintnence Free" and therefore require no such periodic checks, despite the presence of the check/fill plug.Doesnt hurt though...

BTW: the supercharger oil is PN#12345982 (or 10953513 in Canada)

HTH
WOT

 

I've never seen that in any GM materials or owners manual. But it wouldnt hurt to replace the oil and renew the plastic drive coupler inside the snout. It gets pretty noisy as miles accumulate to those levels. Here's a pic.
Wop

 

Just sounds like to me like your dealer couldn't figure out your problem and just wanted to find some way to either A) Shut you up. or B) Charge you for something they didn't and can't do. Or maybe they did it for both

 

this was borrowed from GM's Service Information.

Supercharger Description and Operation
Description

The Eaton™ M 62 is a fifth generation Roots™-type supercharger. The supercharger is a positive displacement pump that consists of 2 counter-rotating rotors in a housing with an inlet port and an outlet port. The rotors are designed with 3 lobes and a helical 60° twist from front to back. An air bypass valve is built into the housing. The rotors in the supercharger are designed to run at a minimal clearance, not in contact with each other or the housing. The rotors are timed to each other by a pair of precision spur gears which are pressed onto the rotor shafts. The forward end of the rotors are held in position by deep-groove ball bearings. The back end of the rotors are supported by sealed roller bearings.

The gears and ball bearings are lubricated by a synthetic oil. The oil reservoir is self-contained in the supercharger and does not rely on engine oil for lubrication. This oil reservoir is sealed for the life of the unit and is not serviceable.

The cover on the supercharger contains the input shaft which is supported by 2, deep-groove ball bearings and is coupled to the rotor drive gears. The pulley is pressed onto the input shaft and is not serviceable. These bearings are lubricated by the synthetic oil contained in the same reservoir as the gears and rotor bearings.
Operation

The supercharger is designed to pump more air than the engine would normally use. This excess air creates a boost pressure in the intake manifold. Maximum engine boost is 83 kPa (12 psi). Because the supercharger is a positive displacement pump and is directly driven from the engine drive belt system, boost pressure is available at all driving conditions.

When boost is not desired, such as during idle and light throttle cruising, the excess air that the supercharger is producing is routed through the bypass passage between the intake manifold and the supercharger inlet. This bypass circuit is regulated by a bypass valve which is similar to a throttle plate. The bypass valve is controlled by a vacuum actuator which is connected to the vacuum signal between the throttle and the supercharger inlet. Spring force from the actuator holds the valve closed to create boost, and vacuum pulls the valve open when the throttle closes to decrease boost. The open bypass valve reduces pumping loss thereby increasing fuel efficiency.

The solenoid valve attached to the bypass actuator is an electronically controlled, 3-way valve. This valve, controlled by the powertrain control module (PCM), determines whether pressure from the manifold is routed to the bypass actuator or closed off. The valve allows pressure from the manifold to open the bypass valve and regulate boost pressure during specific driving conditions.
Intercooler

The supercharger has an integrated intercooler. Cooling the air enhances the effectiveness of the supercharger. The intercooler uses conventional coolant in a separate sealed system from the engine cooling system. The intercooler system has a radiator, a reserve tank/filler neck, a pressure cap, attaching hoses, and a pump capable of a 26 liters (7 gallons) per minute flow rate. The pump is commanded ON, by the control module, whenever the engine is running.